
[Federal Register Volume 77, Number 208 (Friday, October 26, 2012)]
[Proposed Rules]
[Pages 65332-65340]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-26335]


=======================================================================
-----------------------------------------------------------------------

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).

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

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


