[Federal Register Volume 77, Number 208 (Friday, October 26, 2012)]
[Proposed Rules]
[Pages 65332-65340]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2012-26335]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA-2012-0966; Airspace Docket No. 12-AWA-5]
RIN 2120-AA66
Proposed Modification of Class B Airspace; Las Vegas, NV
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This action proposes to modify 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 terminal area.
DATES: Comments must be received on or before December 26, 2012.
ADDRESSES: Send comments on this proposal to the U.S. Department of
Transportation, Docket Operations, M-30, 1200 New Jersey Avenue SE.,
West Building Ground Floor, RoomW12-140, Washington, DC 20590-0001;
telephone: (202) 366-9826. You must identify FAA Docket No. FAA-2012-
0966 and Airspace Docket No. 12-AWA-5, at the beginning of your
comments. You may also submit comments through the Internet at http://www.regulations.gov.
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:
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.
[[Page 65333]]
Communications should identify both docket numbers (FAA Docket No.
FAA-2012-0966 and Airspace Docket No. 12-AWA-5) and be submitted in
triplicate to the Docket Management Facility (see ADDRESSES section for
address and phone number). You may also submit comments through the
Internet at http://www.regulations.gov.
Commenters wishing the FAA to acknowledge receipt of their comments
on this action must submit with those comments a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Nos. FAA-2012-0966 and Airspace Docket No. 12-AWA-5.'' 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 action may be changed in light of
comments received. All comments submitted will be available for
examination in the public 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 be filed in the
docket.
Availability of NPRM's
An electronic copy of this document may be downloaded through the
Internet at http://www.regulations.gov.
You may review the public docket containing the proposal, any
comments received, and any final disposition in person in the Dockets
Office (see ADDRESSES section for address and phone number) between
9:00 a.m. and 5.00 p.m., Monday through Friday, except Federal
holidays. An informal docket may also be examined during normal
business hours at the office of the Western Service Center, Operations
Support Group, Federal Aviation Administration, 1601 Lind Ave. SW.,
Renton, WA 98057.
Persons interested in being placed on a mailing list for future
NPRMs should contact the FAA's Office of Rulemaking, (202) 267-9677,
for a copy of Advisory Circular No. 11-2A, Notice of Proposed
Rulemaking Distribution System, which describes the application
procedure.
Background
In August 1974, the FAA issued a final rule establishing the Las
Vegas, NV, Terminal Control Area (TCA) with an effective date of
November 11, 1974 (39 FR 28518). The Las Vegas TCA configuration was
modified in 1982 by raising some area floors to provide greater
flexibility for aircraft wishing to avoid the airspace and by lowering
and realigning other areas to ensure that turbine-powered aircraft
operations were fully contained within the TCA (47 FR 30052).
In 1993, as part of the Airspace Reclassification Final Rule (56 FR
65638), the term ``terminal control area'' was replaced by ``Class B
airspace area.'' That rule did not change the configuration of the TCA/
Class B airspace area.
The primary purpose of Class B airspace is to reduce the potential
for midair collisions in the airspace surrounding airports with high
density air traffic operations by providing an area in which all
aircraft are subject to certain operating rules and equipment
requirements. FAA policy requires that Class B airspace areas be
designed to contain all instrument procedures and that air traffic
controllers are to vector aircraft to remain within Class B airspace
after entry. Controllers must inform the aircraft when leaving and re-
entering Class B airspace if it becomes necessary to extend the flight
path outside Class B airspace for spacing. However, in the interest of
safety, FAA policy dictates that such extensions be the exception
rather than the rule.
Since the Las Vegas Class B airspace was last modified in 1982,
traffic volume and passenger enplanements have risen significantly.
Recent development and implementation of arrival and departure
procedures based on RNAV and satellite-based navigation have resulted
in changes to traffic flows and climb/descent profiles serving McCarran
International Airport (LAS). Today, over 95 percent of scheduled
flights in the LAS terminal area are RNAV equipped and the general
aviation community equipage has advanced in step. After these
procedures were implemented, the FAA conducted a review of the Class B
airspace area. The review included a 30-day sampling of flight tracks
in the current Class B conducted in February-March 2010. Analysis of
the sampling revealed that 2,880 aircraft temporarily exited the Class
B airspace while arriving at or departing from LAS. The same data were
then reprocessed utilizing the proposed Class B airspace design to
evaluate whether any differences could be realized with the airspace
modifications. The analysis indicated the potential for a reduction in
the number of Class B excursions by an average of 69 percent. It was
determined that Class B airspace modifications are necessary to reduce
the number of Class B excursions and increase the number of air traffic
operations that would be contained within the Class B.
McCarran International Airport is located in a valley surrounded by
mountainous terrain. Three airports lie in close proximity to LAS:
Nellis Air Force Base (LSV) is 11 NM northeast of LAS; North Las Vegas
Airport (VGT) is 8 NM northwest; and Henderson Executive Airport (HND)
is 6 NM south; all of which contribute to the high density of air
traffic in the valley. Due to the combination of terrain, high density
air traffic and airspace to the north that is delegated to the Nellis
Air Traffic Control Facility, high performance aircraft operating at
LAS are restricted to very limited arrival and departure routings.
These factors compress aircraft onto heavily used routes, which are
directly dependent upon the structure of Class B airspace to ensure
safety and efficiency. VFR aircraft transition daily above the LAS
downwind and departure areas and are routinely potential conflicts for
LAS arrival and departure traffic.
The airspace north of LAS and VGT is highly congested with military
aircraft operating to and from Nellis AFB. Potential routes into and
out of VGT and LAS on the north side have been effectively eliminated
by the proximity and volume of operations at Nellis AFB. This has
forced VFR traffic transitioning to and from VGT into an area west of
VGT.
LAS operations continue to exceed the criteria to qualify for Class
B airspace. In calendar year (CY) 2011, LAS ranked eighth on the list
of the ``50 Busiest FAA Airport Traffic Control Towers,'' with over
531,000 airport operations (up approximately 5 per cent from CY 2010
levels). For CY 2010 (the latest validated figures), LAS ranked ninth
in the nation for passenger enplanements with just under 19 million.
Preliminary numbers for CY 2011 project a 4.52% increase over CY 2010
enplanements. Satellite airport traffic at VGT, HND, and Boulder City
Municipal Airport (BVU) has also increased significantly in recent
years as have operations at Nellis Air Force Base. In CY 2011, combined
airport operations at VGT and HND added over 241,000 operations to the
mix.
LAS air traffic navigation procedures have been modified repeatedly
over the years to benefit from advances in navigation technology. These
advances led to the development of new approach procedures that provide
needed course guidance over difficult terrain areas. However, the
current LAS Class B airspace design has not kept pace with improvements
in navigation capabilities or today's increased traffic volume and
[[Page 65334]]
complexity. Consequently, the LAS Class B does not fully contain
turbine-powered aircraft as required by FAA directives. Some examples
that illustrate this problem are: (1) The Runway 25L and 25R ILS
approach procedures are not fully contained within the Class B; (2) due
to terrain and airspace limitations, controllers routinely must vector
aircraft to the Runway 01L ILS localizer course. To enable these
aircraft to descend as prescribed to intercept the glide slope at the
proper altitude, they are vectored momentarily outside the Class B
airspace: And, (3) some RNAV arrivals are not fully contained within
the Class B. Containment of large turbine-powered aircraft within Class
B airspace is a significant interest of the FAA's Office of Aviation
Safety Oversight. The limitations of the current Class B design also
contribute to increased air traffic controller workload and radio
frequency congestion due to the requirement that controllers issue an
advisory to pilots upon exiting and re-entering the Class B.
Pre-NPRM Public Input
An Ad Hoc Committee was formed in early 2010 to review the Las
Vegas Class B airspace and provide recommendations to the FAA about the
proposed design. The Committee was chaired by the State of Nevada
Department of Transportation and consisted of representatives from a
range of national and local aviation interests. The Committee held five
meetings between March and November 2010 and submitted its
recommendations to the FAA in January 2011.
In addition, as announced in the Federal Register (76 FR 35371),
three informal airspace meetings were held in the Las Vegas area. The
meetings were held on: August 18, 2011, at Centennial High School, Las
Vegas, NV; August 23, 2011, at Coronado High School, Henderson, NV; and
August 25, 2011 at Shadow Ridge High School, Las Vegas, NV. The purpose
of the meetings was to provide interested airspace users an opportunity
to present their views and offer suggestions regarding the proposed
modifications to the Las Vegas Class B airspace area.
Discussion of Recommendations and Comments
Ad Hoc Committee Input
The Ad Hoc Committee recommendations are discussed below.
The Ad Hoc Committee was nearly equally divided on the proposal to
raise the Class B ceiling from 9,000 feet MSL to 10,000 feet MSL. The
members objecting to the proposal stated that there are no safety or
operational efficiency enhancements to be gained by extending the
ceiling to 10,000 feet. They argue instead that the 10,000-foot ceiling
would impact the safety and operational efficiency of general aviation.
The current 9,000-foot MSL ceiling is problematic because the
amount of airspace usable for air traffic control is reduced by the
unique terrain surrounding the terminal area. This affects the minimum
vectoring altitude controllers may use in the terminal area and causes
a compressive effect on air traffic control (ATC) operations that
limits controllers' options for using speed and altitude to sequence
and separate traffic. In addition, the current 9,000-foot MSL ceiling
allows overflights of the Class B at 9,500 feet MSL, which conflict
with LAS arrivals. Raising the Class B ceiling to 10,000 feet MSL would
provide operational and safety advantages, such as: More airspace for
controllers to accomplish sequencing and allowing for later application
of speed control techniques. Another factor is VOR Federal airway V-
394, which traverses the area. The airway allows overflight traffic,
not in communication with ATC, to cross above the current Class B
airspace at 9,500 feet MSL. The airway traffic runs through the LAS
arrival flows and conflicts with LAS aircraft utilizing established
profile climb and descent procedures. This restricts arrivals from the
west from continuing the profile descent. By raising the Class B
ceiling, overflight traffic would be required to communicate with ATC
unless they are above 10,000 feet MSL. This would allow profile
descents to continue unimpeded, or at least allow ATC to approve and
separate V-394 users from the profile descent aircraft. LAS departures
are also impacted because ATC must vector the departures, at low
altitudes relative to the terrain, in order to avoid the
nonparticipating traffic. In some cases, ATC must stop departures until
the traffic confliction is clear. The FAA estimates that raising the
ceiling to 10,000 feet MSL could reduce the number of Traffic Alert and
Collision Avoidance System (TCAS) Resolution Advisories (RA) from VFR
aircraft in that area by as much as 25 percent.
The Committee recommended that the Area A boundary west of HND be
modified to provide more maneuvering room for aircraft operations at
HND.
The FAA agrees. The current visual operation into HND is limited by
the tight turns required to avoid adjacent Class B airspace. The FAA
changed the proposed Area A boundary west of HND from the 180[deg](T)
radial to the 185[deg](T) radial. This increases available Class D
airspace at HND/enhancing the operational safety and usability of the
airport.
The Committee requested that the boundaries of Areas B/E, D/S and
P/S be aligned along a single Las Vegas VORTAC radial.
The FAA is unable to fully propose this recommendation. The area
boundaries cannot be defined along a single radial because it would not
provide adequate Class B airspace to contain aircraft on instrument
procedures.
The Committee also suggested that: The floor of Area C should be
lowered from 6,500 feet MSL to 6,000 feet MSL and the area should be
split into two areas (C and D); the southern boundary of Area D should
be aligned along the LAS 115[deg](T) radial; and the western boundary
of Area E should be moved to coincide with the Area A boundary.
The FAA agrees with the suggestions and has incorporated them into
the proposal.
In Area F, the Committee recommended that: The floor of Area F be
lowered to 7,500 feet or higher (instead of the initial design of 6,000
feet) to accommodate general aviation; the western boundary be aligned
along the LAS 235[deg](T) radial (Note: The initial design proposed the
LAS 240[deg] radial) or further east if possible; and the eastern
boundary be aligned along the LAS 185[deg](T) radial.
The FAA agrees, in part. The floor of Area F is now proposed at
7,000 feet MSL rather than the Committee's requested 7,500 feet MSL,
and the suggested radial alignments have been added.
The Committee suggested that the eastern boundaries of Areas G and
H be aligned along the 185[deg](T) radial to match the Area A boundary;
and that floor of Area G, between the 255[deg](T) and 305[deg](T)
radials, be raised to at least 5,500 feet MSL to improve general
aviation operations.
The FAA agrees with the LAS 185[deg](T) radial alignment for Areas
G and H and proposes a new Area T to accommodate the requested 5,500-
foot MSL floor. However, the northern boundary of the proposed Area T
could not be extended beyond the LAS 295[deg](T) radial due to
interference with the STAAV Departure Procedure.
The Committee wrote that the Area O boundary should be repositioned
from the LAS 20 NM arc to the 22 NM arc and the area floor should be
retained at 8,000 feet MSL.
The FAA agreed to shift the proposed Area O boundary to the 22 NM
arc, but
[[Page 65335]]
the floor of the area is proposed to be lowered to 7,000 feet MSL so
that arriving aircraft can conduct a stabilized descent and remain
within Class B airspace.
The Committee recommended that the proposed floor of Area P be
raised from 8,000 feet MSL to 9,000 feet MSL; and the eastern boundary
be repositioned to the LAS 30 NM arc in order to alleviate congestion
between the Class B and the Grand Canyon Special Flight Rules Area.
The FAA is unable to raise the proposed floor as requested. An
8,000-foot floor is required to contain RNAV arrivals within Class B
airspace. However, the FAA agrees with moving the proposed eastern
boundary westward to the 30 NM arc.
The Committee asked that the floor of Area R be raised to at least
8,500 feet MSL to accommodate glider activity at Jean Airport (0L7).
The initial proposed floor of Area R was 7,000 feet MSL. The FAA
agreed to raise the floor to 8,000 feet MSL rather than 8,500 feet. A
higher floor could not be approved due to the need to contain ILS
approach procedures.
The FAA's initial proposal, as considered by the Committee,
included two areas (Area S to the east of LAS; and Area T south of LAS)
that extended out as far as the 40-mile arc. The Committee recommended
these areas be eliminated and replaced with revised areas to the
southeast and west of LAS, respectively.
The FAA concurred with the Committee and in this proposal; Areas S
and T have been reconfigured as described in the proposal.
The original FAA proposal also added an Area U between the 15- and
20-mile arcs and bounded by the Las Vegas 160[deg](T) and 185[deg](T)
radials, with a floor of 7,000 feet MSL. The Committee recommended that
this area retain a floor of 8,000 feet MSL due to the Minimum Safe
Altitude of 7,400 feet MSL in that area.
The FAA has reconfigured Area U and relabeled it as ``Area Q'' in
this proposal.
Informal Airspace Meeting Comments
The FAA received 19 written comments in response to the Informal
Airspace Meetings. These comments were broken down into six categories
that are discussed next.
Five comments concerned the proposed 10,000-foot MSL Class B
airspace ceiling. Two comments agreed with the proposal, but the
remainder were opposed due primarily to the assumed impact on VFR
flight operations. This issue was discussed in the Ad Hoc Committee
Input section (see above).
Six comments said that the proposal limits available airspace for
general aviation aircraft that are attempting to avoid high terrain
while remaining clear of, or unable to obtain clearance through, the
Class B airspace. The comments focused on high terrain issues and/or
limited maneuvering area available to traffic operating to/from VGT,
HND and 0L7.
The primary purpose of this proposal is to ensure the containment
of large turbine-powered aircraft as required by FAA directives. The Ad
Hoc Committee recommendations dealt with similar issues for adjusting
the proposed subareas to better accommodate operations and/or simplify
description. The FAA incorporated many of these recommendations
including: The Area A boundary was adjusted to provide more maneuvering
room for HND operations; the floor of area F was set at 7,000 feet MSL
instead of 6,000 feet to accommodate general aviation uses; the eastern
boundary of Area P was repositioned to the 30 NM arc to alleviate
congestion between the Class B airspace and the Grand Canyon Special
Flight Rules Area; Area R was modified by raising the proposed floor
from 7,000 feet MSL to 8,000 feet MSL, reducing the width of the area
by 2 NM and moving the eastern boundary 3 degrees to the west to
accommodate glider operations at 0L7; and the proposed Area T was
redesigned with a floor of 5,500 feet MSL west of LAS to provide
additional airspace outside of Class B for general aviation aircraft in
an area of high terrain and populated areas.
Four comments expressed concern about the potential effect of the
proposal on sport aircraft operations at 0L7, primarily in Areas F and
R.
In October 2011, a Las Vegas TRACON representative met with members
of the glider community at Jean Airport to discuss their concerns,
specifically regarding the proposed Area R. As a result, the FAA has
revised the proposal by reducing the width of Area R by 2 NM and by
moving the eastern boundary of the area 3 degrees to the west.
Seven comments provided charting recommendations and/or requested a
published VFR transition route through the Class B airspace.
Although VFR charting issues are not part of the rulemaking
process, Las Vegas TRACON has developed 16 new VFR waypoints to
coincide with the existing VFR checkpoints shown on the VFR charts. In
addition, four new VFR checkpoints and waypoints were also developed to
assist general aviation aircraft transiting around the Class B. These
enhancements are completed and were published beginning with the August
23, 2012 edition of the Las Vegas Terminal Area Chart (TAC) and the
Charted VFR Flyway Planning Chart. The FAA continues to evaluate a VFR
transition route through Class B airspace to accommodate VFR operators.
However, VFR route options are extremely limited by terrain and special
use airspace in the Las Vegas vicinity as well as IFR traffic operating
on established procedures.
Eleven comments provided specific Class B design recommendations.
A number of these recommendations were not incorporated because
they would create airspace that did not meet the need to contain all
instrument procedures. Many of the design comments from the Informal
Airspace Meetings were also addressed in the Ad Hoc Committee
recommendations (see above) and a majority of the Committee's
recommendations are set forth in this proposal. One comment from the
meeting proposed that the Area G/H border follow the St. Rose Parkway
to I-215, to I-515, then east to Area B. The FAA determined that it is
not possible to utilize these ground references to establish the
boundaries due to existing IFR traffic patterns. However, as discussed
above, new VFR waypoints and checkpoints have been added to the VFR
charts to assist VFR pilot navigation in the area.
Four commenters asserted that ATC is not very willing to provide
Class B service to general aviation aircraft landing or departing the
satellite airports. They stated that Class B clearance was commonly
denied with pilots being instructed to remain clear of the Class B.
FAA directives state that the provision of additional services
(such as Class B service for VFR aircraft) is not optional on the part
of the controller, but rather is required when the work situation
permits. However, in light of these comments, and Ad Hoc Committee
input, the FAA initiated several internal processes to monitor the
availability of Class B services being offered and to evaluate those
issues that cause the denial of service.
The Proposal
The FAA is proposing an amendment to Title 14, Code of Federal
Regulations (14 CFR) part 71 to modify the Las Vegas, NV, Class B
airspace area. This action (depicted on the attached chart) would
modify the lateral and vertical limits of the Class B airspace to
ensure the containment of large turbine-powered aircraft and enhance
safety in
[[Page 65336]]
the Las Vegas terminal area. The FAA proposes to modify each of the
original 15 subareas (A through O) and add five new areas (P through
T). The lateral limits would be expanded in several areas. To the east
of LAS, Area P will extend the outer limit from the current 25 NM out
to 30 NM between the 115[deg](T) and 132[deg](T) radials. On the
southeast, Area S will move the current 20 NM radius to become 30 NM
between the 115[deg](T) and 132[deg](T) radials. To the south, in Area
R, the current 20 NM radius would be changed to 23 NM between the
188[deg](T) and 225[deg](T) radials. To the southwest in Area G, a
small segment would extend from the current 10 NM out to 20 NM bounded
by the 240[deg](T) radial). The proposal would also raise the ceiling
of the entire Class B from the current 9,000 feet MSL to 10,000 feet
MSL. The proposed Class B subarea modifications are outlined below. All
subareas would extend upward from the specified altitude to 10,000 feet
MSL.
Area A. Area A would continue to extend upward from the surface.
The southern boundary of the area, in the vicinity of Henderson
Executive Airport (HND), would be modified by moving the boundary that
lies west of HND from the 180[deg](T) radial to the 185[deg](T) radial.
This would provide more airspace for operations at HND. In addition,
the southeast corner of Area A would be shifted from the 115[deg](T)
radial to the 119[deg](T) radial to ensure containment of aircraft
joining the ILS Runway 25L and 25R approaches.
Area B. The floor of Area B would remain at 4,500 feet MSL. The
southern boundary of the area would be moved from the 115[deg](T)
radial to the 119[deg](T) 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 would be lowered to 6,000 feet MSL
instead of the current 6,500 feet. The southern boundary would be moved
from the current 125[deg](T) radial to the 083[deg](T) radial. On the
east, the current 20 mile arc would be moved out to the 22 mile arc.
These changes would ensure 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 current Area C airspace would need to be
lowered to 6,000 feet MSL. Therefore, Area C would be reduced in size
by shifting that portion south of the 083[deg](T) radial into the
proposed Area D with a floor of 6,500 feet MSL.
Area D. Area D would be 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 current 20 and 25 mile arcs and
incorporating a portion of Area C, as described above. The changes
would support SUNST and KEPEC RNAV arrivals being vectored to intercept
the Runway 25L localizer.
Area E. The floor of Area E would remain at 6,000 feet MSL. The
current boundary would be moved from the 115[deg](T) radial to the
119[deg](T) 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 would be lowered from 8,000 feet MSL to
7,000 feet MSL and the eastern boundary would be shifted from the
125[deg](T) radial to the 185[deg](T) radial. This change would contain
aircraft that currently exit Class B airspace on the ILS Runway 1L
approach.
Area G. The floor of Area G would remain at 5,000 feet MSL. The
boundary segment currently along the 235[deg](T) radial would be moved
to the 240[deg](T) radial and the segment defined by the 295[deg](T)
radial would be shifted to the 255[deg](T) radial. The remaining
segment between the 255[deg](T) radial and the 295[deg](T) radial would
be 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 would remain at 4,000 feet MSL. The
northern boundary would be moved from the 295[deg](T) radial to the
310[deg](T) radial and the southern boundary would move from the
180[deg](T) radial to the 185[deg](T) radial. The 185[deg](T) radial
would align with previously described area modifications, while the
proposed 310[deg](T) boundary would extend 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 would remain at 4,500 feet MSL, but a
small segment in the southern corner of Area I would be 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 would be raising the ceiling from 9,000 feet MSL to 10,000 feet
MSL.
Area O. The floor of Area O would be lowered to 7,000 feet MSL
instead of the current 8,000 feet MSL. In addition, the boundaries
would be realigned between the 22 and 25 mile arcs from the 046[deg](T)
radial clockwise to the 083[deg](T) radial. These changes would ensure
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 would be a new subarea with a floor of 8,000 feet MSL.
It would extend from the 060[deg](T) radial clockwise to the
115[deg](T) radial and bounded on the east by the 30-mile arc and on
the west by the modified Areas D and O. Area P would provide
containment for four RNAV arrival procedures.
Area Q. This would be a new subarea with a floor of 8,000 feet MSL.
It would lie between the 15 and 20 mile arcs from the 132[deg](T)
radial clockwise to the 185[deg](T) radial. It would consist of
airspace currently in the eastern half of Area F. Area Q would contain
aircraft being vectored from the southeast to a point where they are
turned north for a straight-in approach.
Area R. Area R would be a new subarea with a floor of 8,000 feet
MSL. It would expand Class B airspace from the 20 mile arc out to the
23 mile arc, between the 188[deg](T) radial clockwise to the
225[deg](T) radial. Area R would ensure containment of aircraft being
vectored for the ILS Runway 1L approach.
Area S. Area S would be a new area with a floor of 7,000 feet MSL.
It would be located southeast of LAS between the 15 and 27 mile arcs
and between the 115[deg](T) and 132[deg](T) radials. The area is
required to ensure containment of operational procedures into LAS.
Area T. Area T would be a new area with a floor of 5,500 feet MSL.
The area would lie west of LAS between the 8 and 10 mile arcs, and the
255[deg](T) and the 295[deg](T) radials. The area would be created from
a portion of the existing Area G. This area 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.
Class B airspace areas are published in paragraph 3000 of FAA Order
7400.9W, dated August 8, 2012 and effective September 15, 2012, which
is incorporated by reference in 14 CFR 71.1. The Class B airspace area
proposed in this document would be published subsequently in the Order.
[[Page 65337]]
Environmental Review
This proposal is subject to an environmental analysis in accordance
with FAA Order 1050.1E, ``Environmental Impacts: Policies and
Procedures'' prior to any FAA final regulatory action.
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
proposed 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 proposed
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 proposed or 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 cost and benefits is not prepared.
Such a determination has been made for this proposed rule. The
reasoning for this determination follows:
This action proposes to modify 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. The proposal would
modify the original subareas, add new subareas and raise the ceiling of
the entire Class B airspace from 9,000 feet MSL to 10,000 feet MSL.
The proposed restructuring would result in safety benefits and
increased operational efficiencies. This rule would enhance 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 it would also reduce the
potential for midair collisions and could reduce TCAS advisories by as
much as 25%. The proposed modification of the Class B airspace would
provide operational 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.
The FAA expects some operational efficiencies from the larger Class
B airspace offset slightly by possible VFR reroutings resulting in
minimal cost overall, would not require updating of materials outside
the normal update cycle, and would not require rerouting of IFR
traffic. The redefined Class B airspace might possibly cause some VFR
traffic to travel alternative routes which are not expected to be
appreciably longer than with the current airspace design.
The expected outcome would be a minimal impact with positive net
benefits, and a regulatory evaluation was not prepared. The FAA
requests comments with supporting justification about the FAA
determination of minimal impact.
FAA has, therefore, determined that this proposed 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.
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.
The proposed rule is expected to 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.
Therefore, the FAA certifies this proposed rule, if promulgated, would
not have a significant impact on a substantial number of small
entities. The FAA solicits comments regarding this determination.
Specifically, the FAA requests comments on whether the proposed rule
creates any specific compliance costs unique to small entities. Please
provide detailed economic analysis to support any cost claims. The FAA
also invites comments regarding other small entity concerns with
respect to the proposed rule.
International Trade Impact Assessment
The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the
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
[[Page 65338]]
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 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 has assessed the potential effect of this proposed
rule and determined that it would have only a domestic impact and
therefore no effect 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 proposed 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)
The Proposed Amendment
In consideration of the foregoing, the Federal Aviation
Administration proposes to amend 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
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]
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](T)/005[deg](M) 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](T)/018[deg](M) 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](T)/031[deg](M) 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](T)/104[deg](M) 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](T)/170[deg](M) 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](T)/350[deg](M) 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](T)/031[deg](M) 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](T)/068[deg](M) 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](T)/
100[deg](M) 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](T)/104[deg](M)
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](T)/031[deg](M) 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](T)/068[deg](M) 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](T)/068[deg](M) radial at
16 DME (Lat. 36[deg]06'43'' N., long. 114[deg]49'03'' W.); thence
northeast along that radial to 23 DME (Lat. 36[deg]07'34'' N., long.
114[deg]41'03'' W.); thence clockwise along the 23 DME arc to the
Las Vegas VORTAC 115[deg](T)/100[deg](M) radial (Lat. 35[deg]55'26''
N., long. 114[deg]45'02'' 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](T)/104[deg](M) 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](T)/170[deg](M) 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](T)/170[deg](M) 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](T)/220[deg](M) (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](T)/104[deg](M) 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](T)/
170[deg](M) 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](T)/225[deg](M) 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. 115[deg]20'16'' W.); thence
clockwise along the 10 DME arc to the Las Vegas VORTAC 255[deg](T)/
240[deg](M) 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](T)/170[deg](M) radial (Lat.
35[deg]56'48'' N., long. 115[deg]10'27'' W.);
[[Page 65339]]
thence north along that radial to 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](T)/295[deg](M) 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](T)/170[deg](M) 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](T)/295[deg](M) 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](T)/280[deg](M) 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]14'12''
N., long.115[deg]13'53'' W.; thence northwest along U.S. 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](T)/350[deg](M) radial (Lat. 36[deg]15'45'' N., long.
115[deg]08'24'' W.); thence south along the Las Vegas VORTAC
005[deg](T)/350[deg](M) 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](T)/350[deg](M) 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
U.S. Highway 95 (Lat. 36[deg]18'22'' N., long. 115[deg]17'31'' W.);
thence southeast along U.S. 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](T)/018[deg](M)
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](T)/005[deg](M)
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](T)/018[deg](M) 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](T)/350[deg](M) 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](T)/018[deg](M) 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](T)/
031[deg](M) radial at 30 DME (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 counter
clockwise along the 25 DME arc to the Las Vegas VORTAC 033[deg](T)/
018[deg](M) 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](T)/018[deg](M) 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](T)/
031[deg](M) radial at 36 DME (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](T)/018[deg](M) 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](T)/031[deg](M) 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](T)/
068[deg](M) 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](T)/031[deg](M) 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](T)/045[deg](M) 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](T)/100[deg](M) radial (Lat. 35[deg]52'
00'' N., long. 114[deg] 36' 08'' W.); thence northwest along that
radial to 23 DME (Lat. 35[deg]54' 51'' N., long. 114[deg]43' 34''
W.); thence counterclockwise along the 23 DME arc to the Las Vegas
VORTAC 083[deg](T)/068[deg](M) radial (Lat. 36[deg]07' 25'' N.,
long. 114[deg]42' 38'' 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](T)/117[deg](M) 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](T)/170[deg](M) 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](T)/173[deg](M) 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](T)/210[deg](M) 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](T)/100[deg](M) 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](T)/117[deg](M) 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](T)/240[deg](M) 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](T)/280[deg](M) 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.
BILLING CODE 4910-13-P
[[Page 65340]]
[GRAPHIC] [TIFF OMITTED] TP26OC12.000
Issued in Washington, DC, on October 11, 2012.
Gary A. Norek,
Manager, Airspace Policy and ATC Procedures Group.
[FR Doc. 2012-26335 Filed 10-25-12; 8:45 am]
BILLING CODE 4910-13-C