[Federal Register Volume 64, Number 19 (Friday, January 29, 1999)]
[Rules and Regulations]
[Pages 4527-4533]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-2135]
[[Page 4527]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Airspace Docket No. 97-AWA-6]
RIN 2120-AA66
Modification of the San Diego Class B Airspace Area; CA
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: This action modifies the San Diego, CA, Class B airspace area.
Specifically, this action lowers the upper limit of the San Diego Class
B airspace area from 12,500 feet mean sea level (MSL) to 10,000 feet
MSL; expands the western and eastern boundaries of the airspace area;
and moves the southern boundary north to align with the POGGI Very High
Frequency Omnidirectional Range Tactical Air Navigation (VORTAC). The
FAA is taking this action to enhance safety, reduce the potential for
midair collision, and to improve the management of air traffic
operations into, out of, and through the San Diego Class B airspace
area, while accommodating the concerns of airspace users.
EFFECTIVE DATE: 0901 UTC, July 15, 1999.
FOR FURTHER INFORMATION CONTACT: Ken McElroy, Airspace and Rules
Division, ATA-400, Office of Air Traffic Airspace Management, Federal
Aviation Administration, 800 Independence Avenue, SW., Washington, DC
20591; telephone: (202) 267-8783.
SUPPLEMENTARY INFORMATION:
Related Rulemaking Actions
On May 21, 1970, the FAA published the Designation of Federal
Airways, Controlled Airspace, and Reporting Points Final Rule (35 FR
7782). This rule provided for the establishment of Terminal Control
Airspace areas (now known as Class B airspace areas).
On June 21, 1988, the FAA published the Transponder With Automatic
Altitude Reporting Capability Requirement Final Rule in the Federal
Register (53 FR 23356). This rule requires all aircraft to have an
altitude encoding transponder when operating within 30 NM of any
designated TCA (now known as Class B airspace area) primary airport
from the surface up to 10,000 feet MSL. This rule excluded those
aircraft that were not originally certificated with an engine-driven
electrical system (or those that have not subsequently been certified
with such a system), balloons, or gliders.
On October 14, 1988, the FAA published the Terminal Control Area
Classification and Terminal Control Area Pilot and Navigation Equipment
Requirements Final Rule (53 FR 40318). This rule, in part, requires the
pilot-in-command of a civil aircraft operating within a Class B
airspace area to hold at least a private pilot certificate, except for
a student pilot who has received certain documented training.
On December 17, 1991, the FAA published the Airspace
Reclassification Final Rule (56 FR 65638). This rule discontinued the
use of the term ``Terminal Control Area'' and replaced it with the
designation ``Class B airspace area.'' This change in terminology is
reflected in this final rule.
Background
The Terminal Control Airspace area (now known as the Class B
airspace area) program was developed to reduce the potential for midair
collision in the congested airspace surrounding airports with high
density air traffic operations by providing an area wherein all
aircraft are subject to certain operating rules and equipment
requirements.
The density of traffic and the type of operations being conducted
in the airspace surrounding major terminals increases the probability
of midair collisions. In 1970, an extensive study found that the
majority of midair collisions occurred between a general aviation (GA)
aircraft and an air carrier or military aircraft, or another GA
aircraft. The basic causal factor common to these conflicts was the mix
of aircraft operating under visual flight rules (VFR) and aircraft
operating under instrument flight rules (IFR). Class B airspace areas
provide a method to accommodate the increasing number of IFR and VFR
operations. The regulatory requirements of these airspace areas afford
the greatest protection for the greatest number of people by giving air
traffic control (ATC) increased capability to provide aircraft
separation service, thereby minimizing the mix of controlled and
uncontrolled aircraft.
The standard configuration of these airspace areas normally
contains three concentric circles centered on the primary airport
extending to 10, 20, and 30 nautical miles (NM), respectively. The
standard vertical limit of these airspace areas normally should not
exceed 10,000 feet MSL, with the floor established at the surface in
the inner area and at levels appropriate to the containment of
operations in the outer areas. Variations of these criteria may be
utilized contingent on the terrain, adjacent regulatory airspace, and
factors unique to the terminal area.
Public Input
On May 19, 1998, the FAA published a notice of proposed rulemaking
(NPRM) in the Federal Register (Airspace Docket 97-AWA-6; 63 FR 27519)
proposing to modify the San Diego Class B Airspace Area, CA. The
comment period for this NPRM closed on July 20, 1998.
The FAA received seven comments in response to the proposal. All
comments received were considered before making a determination on this
final rule. An analysis of the comments received and the FAA's response
is summarized below.
Discussion of Comments
The Air Line Pilots Association (ALPA) and the U.S. Marine Corps
endorsed the proposed modification of the San Diego Class B airspace
area as proposed, stating that the proposal will improve the safety,
efficiency and the utility of airspace surrounding San Diego. Five
other commenters endorsed the proposal, but included the
recommendations discussed below.
One commenter stated that the instrument approach angle to Miramar
Marine Corps Air Station (MCAS) is currently a nonstandard 3.25 degree
angle and requested that this nonstandard angle be maintained to
provide safe vertical separation for those aircraft operating below the
Class B airspace area from aircraft inbound on the final approach. The
commenter believed that the NPRM did not clearly provide notice that
the FAA was proposing to change the instrument approach angle from 3.25
degrees to 3.00 degrees.
The FAA does not agree with this request. In 1995 the U.S. Navy
lowered the approach angle from 3.25 degrees to a standard approach
angle of 3.00 degrees. The nonstandard angle required aircraft
conducting an instrument approach to maintain excessive descent rates
on final approach. The base altitude in the vicinity of the approach is
necessary to contain the high volume of turbo-jet arrivals and
departures to and from Miramar MCAS. The continued use of a standard
3.0 degree approach angle provides aircraft operating under the Class B
airspace area with safe vertical separation from aircraft on final
approach to Miramar MCAS.
The San Diego Airspace Users Group (SDAUG) and the Aircraft Owners
and Pilots Association (AOPA) requested that the triangular-shaped
southeast corner of Area Q be eliminated from the Class B airspace area
and included in the VFR corridor to provide a direct
[[Page 4528]]
route from the VFR corridor to Brown Field.
A review of this recommendation determined that the triangular-
shaped corner of Area Q provided no operational advantage to ATC and
could be eliminated. Therefore, the FAA has adopted this recommendation
by removing the southeast corner of Area Q, where it borders Area P,
from the Class B airspace area and included this area in the VFR
corridor.
The SDAUG and AOPA stated that the proposed Class B Area I 3200-
foot MSL floor would create a dangerous situation by squeezing the VFR
traffic entering and exiting Gillespie Airport to/from the northeast,
into a small band of airspace between 2900 feet and 3200 feet MSL. It
was recommended that the Class D airspace area at Gillespie Field be
lowered from its current 2900 feet MSL to 2400 feet MSL to eliminate a
narrow 300-foot shelf of airspace between the Class B airspace in Area
I and the Gillespie Field Class D airspace area.
The FAA agrees with this recommendation and has lowered the
Gillespie Field Class D airspace area ceiling to 2400 feet MSL. This
creates an 800-foot transition area under the Class B airspace area and
over the Gillespie Class D airspace area for VFR aircraft.
The SDAUG and AOPA questioned the rationale for using Lindberg
Field and Miramar MCAS as the primary airports to determine the 30-NM
Mode C veil. They pointed out that Federal Aviation Regulation Part 91
Appendix D Section 1 states that location, not airport, is the basis
for establishing the center of the veil. Based on this, they
recommended that the San Diego Mode C veil reference point be changed
from the designated airports Lindberg Field and Miramar MCAS to the
Mission Bay VORTAC (MZB). These commenters contend that this would
provide a method of Class B airspace area boundary simplification for
navigation using Distance Measuring Equipment (DME) to define the 30-NM
Mode C veil.
The FAA does not agree with this recommendation. Currently, Class B
airspace is designated for airports, and legal descriptions are based
on the airport reference point of a designated primary airport(s) as
listed in Subpart B Federal Aviation Order 7400.9. Additionally, 14 CFR
Section 91.215 (b)(2) states that all aircraft operating within 30 NM
of an airport listed in Appendix D Section 1 must comply with the Mode
C rule. Charts are provided for VFR navigation which contain a
substantial number of visual landmarks such as highly visible roadways,
landmarks, and other visual checkpoints easily identifiable from the
air. These charts also include other navigation information to provide
guidance in and around the Class B airspace area. The FAA believes that
sufficient aeronautical information is available for VFR pilots to
navigate in and around the Class B airspace area without sole reliance
upon DME information to define the Mode C Veil when appropriately
planned during preflight or in coordination with ATC.
The SDAUG and AOPA recommended several charting additions to the
San Diego VFR Terminal Chart to assist pilots navigating in the San
Diego area. Specifically, these commenters recommended the following:
(1) Provide VOR radial DME table to define each corner of the Class B
airspace area using local navigational aids (NAVAID's); (2) create a
VFR terminal chart be similar to the Los Angeles terminal area chart;
(3) publish recommended altitudes on the chart for the VFR corridor;
(4) include new visual check points on the chart; (5) chart Area O as a
20 NM DME fix; (6) adjust the VFR flyway to reflect changes.
The FAA agrees with these recommendations because they will
facilitate VFR operations in the San Diego area, and has taken action
to include them on future San Diego VFR Terminal Area charts.
The Rule
This amendment to 14 CFR part 71 modifies the San Diego Class B
airspace area. Specifically, this action lowers the upper limit of the
San Diego Class B airspace area from 12,500 feet MSL to 10,000 feet
MSL, expands the western and eastern boundaries, and moves the southern
boundary northward to align with the POGGI VORTAC. The FAA is taking
this action to improve the boundary definition and decrease the overall
size of the Class B airspace area. The modification of the San Diego
Class B airspace area includes a redundant system of boundary depiction
to the maximum extent possible. The primary boundary definition uses
latitude and longitude points (Global Positioning System [GPS]
waypoints) and, wherever feasible, the boundaries are also aligned with
reference to existing ground-based NAVAID's and prominent geographical
landmarks. This modification of the San Diego Class B airspace area
results in a net reduction in the size of the airspace area. These
changes will improve efficiency of the airspace area and provide a
clearer definition of Class B airspace area boundaries to aid those
users who choose to remain outside of the Class B airspace area.
The coordinates for this airspace docket are based on North
American Datum 83. Class B airspace areas are published in Paragraph
3000 of FAA Order 7400.9F dated September 10, 1998, and effective
September 16, 1998, which is incorporated by reference in 14 CFR
section 71.1. The Class B airspace area listed in this document will be
published subsequently in the Order.
Regulatory Evaluation Summary
Changes to Federal Regulations must undergo several economic
analyses. First, Executive Order 12866 directs that each Federal agency
shall propose or adopt a regulation only upon a reasoned determination
that the benefits of the intended regulation justify its costs. Second,
the Regulatory Flexibility Act requires agencies to analyze the
economic effect of regulatory changes on small businesses and other
small entities. Third, the Office of Management and Budget directs
agencies to assess the effect of regulatory changes on international
trade. In conducting these analyses, the FAA has determined that this
final rule: (1) Will generate benefits that justify its minimal costs
and is not a ``significant regulatory action'' as defined in the
Executive Order; (2) is not significant as defined in the Department of
Transportation's Regulatory Policies and Procedures; (3) will not have
a significant impact on a substantial number of small entities; (4)
will not constitute a barrier to international trade; and (5) will not
contain any Federal intergovernmental or private sector mandate. These
analyses are summarized here in the preamble and the full Regulatory
Evaluation is in the docket.
The FAA is modifying the San Diego Class B airspace area by
lowering the ceiling from 12,500 feet MSL to 10,000 feet MSL, by
expanding and moving lateral boundaries, and by modifying base
altitudes. The FAA has determined that modification of the San Diego
Class B airspace area will improve the efficiency of aircraft movement
in the airspace and enhance safety for VFR and IFR airspace users while
accommodating the operations of turbo-jet aircraft and helicopters at
Marine Corps Air Station (MCAS) Miramar.
The modifications will generate several benefits for system users.
These benefits include redefining the Class B airspace subareas,
increased airspace for aircraft transitioning to and from satellite
airports, improved containment within the Class B airspace area for
turbo-jet aircraft arriving and departing MCAS Miramar, and reduced
potential
[[Page 4529]]
for midair collisions in the San Diego terminal area.
The final rule will impose minimal costs on FAA or airspace users.
Printing of aeronautical charts which reflect the changes to the Class
B airspace area will be accomplished during a scheduled chart printing,
and will result in no additional costs for plate modification and
updating of charts. Notices will be sent to all pilots within a 100-
mile radius of the San Diego International Airport at a total cost of
$100.00 for postage. No staffing changes will be required to maintain
the modified Class B airspace area.
The San Diego Class B airspace area will be designated by a
redundant boundary depiction system which uses longitude and latitude
points (GPS waypoints), existing NAVAIDs, and visual references to
identify the airspace boundaries. These three options, two of which are
available currently, will not cause airspace users to incur any
additional equipment costs. Moreover, the overall reduction of the
Class B airspace area will increase the airspace for nonparticipating
aircraft operators thereby reducing the circumnavigation costs to GA
aircraft operators. In view of the minimal cost of compliance, enhanced
safety, and operational efficiency, the FAA has determined that the
final rule will be cost-beneficial.
Cost-Benefit Analysis
The final rule will generate benefits to system users and the FAA
in the form of improved flow of air traffic in the Class B airspace
around the San Diego area.
Benefits of the Class B airspace changes will include clearer
airspace boundaries along major roadways for VFR users; greater terrain
clearance for VFR aircraft below the Class B airspace so as not to
require flight over the ocean or near mountainous terrain; increased
airspace available for VFR aircraft transitioning to and from satellite
airports in the San Diego area; easier navigation for VFR aircraft
around the Class B airspace area; and an overall reduction of the
impact of the Class B airspace area on VFR traffic.
There will be a 5 to 10 percent increase in the amount of GA
aircraft operating in uncontrolled airspace as a result of the overall
decrease in the San Diego Class B airspace area. The FAA contends that
this modification will reduce the cost of circumnavigation to
nonparticipating operators.
A redundant system of airspace boundary depiction will be used.
This means that longitude and latitude points (GPS waypoints), existing
NAVAIDs, and visual landmarks will all be available for Class B
boundary identification.
Furthermore, the final rule will improve the flow of air traffic
and enhance the safety of turbo-jet aircraft. The rule will provide
turbo-jet aircraft inbound to San Diego Lindbergh Airport (Runway 27)
the optimum 300 foot per nautical mile descent gradient. Additionally,
turbo-jet aircraft arriving and departing at MCAS Miramar and at San
Diego Lindbergh Airport will experience improved containment during
arrival and departure thereby reducing the potential for midair
collisions in the congested airspace in the San Diego area.
Costs
The FAA has determined that implementation of the final rule will
impose negligible costs on the agency and no additional costs on
airspace users. No staffing changes will be required to maintain the
altered Class B airspace. The final rule will not create any additional
administrative costs for personnel, facilities, or equipment to the
FAA. The FAA systematically revises IFR charts every 56 days and
sectional and terminal area charts every six months. Printing the
revised aeronautical charts to reflect the Class B airspace area
changes around San Diego will be accomplished during regularly
scheduled chart printings. Any costs associated with modifying the
plates used to print the charts and printing the updated charts will be
considered a normal cost of doing business.
The Western-Pacific Region will send a mailing to all pilots within
a 100-mile radius of the San Diego International Airport as a routine
public service. The cost for the postage for the mailing is $100.00.
Although many aircraft do not currently have GPS equipment, the
Class B airspace depiction uses existing NAVAID's and visual references
to identify the airspace boundaries. Therefore no additional costs will
be imposed by using GPS waypoints for boundary identification. Thus,
there will be no additional costs imposed on airspace users as a result
of the San Diego Class B airspace modification.
International Trade Impact Assessment
The final rule will not constitute a barrier to international
trade, including the export of U.S. goods and services to foreign
countries or the import of foreign goods and services into the United
States.
Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 establishes ``as a principle
of regulatory issuance that agencies shall endeavor, consistent with
the objective of the rule and of applicable statutes, to fit regulatory
and informational requirements to the scale of the business,
organizations, and governmental jurisdictions subject to regulation.''
To achieve that principal, the Act requires agencies to solicit and
consider flexible regulatory proposals and to explain the rationale for
their actions. The Act 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 proposed or
final rule will have a significant economic impact on a substantial
number of small entities. If the determination is that it will, the
agency must prepare a regulatory flexibility analysis (RFA) as
described in the Act.
However, if an agency determines that a proposed or final rule is
not expected to have a significant economic impact on a substantial
number of small entities, section 605(b) of the 1980 act provides that
the head of the agency may so certify and an RFA is not required. The
certification must include a statement providing the factual basis for
this determination, and the reasoning should be clear.
The FAA contends that there will be no additional costs imposed on
aircraft operators as a result of using GPS waypoints for boundary
identification. Although many aircraft do not currently have a GPS
receiver, the redundant boundary depiction system also uses existing
NAVAID's and visual references to identify the airspace boundaries for
which GPS equipment is not required. Aircraft operators may navigate
accurately using VORTAC radials and DME arcs, visually by using
prominent geographic landmarks, or a combination of these options.
The FAA, in conducting this review of the final rule, has
determined that the rule will not have a significant economic impact on
a substantial number of small entities. Accordingly, pursuant to the
Regulatory Flexibility Act, 5 U.S.C. 605(b), the Federal Aviation
Administration certifies that this rule will not have a significant
economic impact on a substantial number of small entities.
Unfunded Mandates Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (the Act),
enacted as Public Law 104-4 on March 22, 1995, requires each Federal
agency, to the extent permitted by law, to prepare a written assessment
of the effects of any Federal mandate in a proposed or final
[[Page 4530]]
agency rule that may result in the expenditure of $100 million or more
(when adjusted annually for inflation) in any one year by State, local,
and tribal governments in the aggregate, or by the private sector.
Section 204(a) of the Act, 2 U.S.C. 1534(a), requires the Federal
agency to develop an effective process to permit timely input by
elected officers (or their designees) of State, local, and tribal
governments on a proposed ``significant intergovernmental mandate.'' A
``significant intergovernmental mandate'' under the Act is any
provision in a Federal agency regulation that would impose an
enforceable duty upon State, local, and tribal governments in the
aggregate of $100 million adjusted annually for inflation in any one
year. Section 203 of the Act, 2 U.S.C. 1533, which supplements section
204(a), provides that, before establishing any regulatory requirements
that might significantly or uniquely affect small governments, the
agency shall have developed a plan, which, among other things, must
provide for notice to potentially affected small governments, if any,
and for a meaningful and timely opportunity to provide input in the
development of regulatory proposals.
This final rule does not contain any Federal intergovernmental or
private sector mandates. Therefore, the requirements of Title II of the
Unfunded Mandates Reform Act of 1995 do not apply.
Paperwork Reduction Act
This rule contains no information collection requests requiring
approval of the Office of Management and Budget pursuant to the
Paperwork Reduction Act (44 U.S.C. 3507 et seq.).
Federalism Implications
This rule will not have substantial direct effects on the States,
the relationship between the National government and the States, or the
distribution of power and responsibilities among the various levels of
government. Therefore, in accordance with Executive Order 12612 (52 FR
41695; October 30, 1987), it is determined that this rule does not have
sufficient federalism implications to warrant the preparation of a
Federalism Assessment.
Conclusion
The FAA has determined that there are benefits in the form of
improved flow of both GA and military air traffic, and enhanced safety
for aircraft operators in the Class B airspace area, especially to
military aircraft. This final rule will reduce the size of the Class B
airspace area around San Diego and provide more uncontrolled airspace
for VFR operations. In addition, there will be minimal costs for a
mailing to local pilots informing them of the alteration of the San
Diego Class B airspace area. Because of the distinct benefits and
minimal costs of the final rule, the FAA has determined that this final
rule will be cost-beneficial.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference, Navigation (air).
The Amendment
In consideration of the foregoing, the Federal Aviation
Administration amends 14 CFR part 71 as follows:
PART 71--DESIGNATION OF CLASS A, CLASS B, CLASS C, CLASS D, AND
CLASS E AIRSPACE AREAS; AIRWAYS; ROUTES; AND REPORTING POINTS
1. The authority citation for 14 CFR 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 7400.9F, Airspace Designations and
Reporting Points, dated September 10, 1998, and effective September 16,
1998, is amended as follows:
Paragraph 3000--Subpart B--Class B Airspace
* * * * *
AWP CA B San Diego, CA [Revised]
San Diego (Lindbergh Field), CA (Primary Airport)
(Lat. 32 deg.44'01'' N., long. 117 deg.11'23'' W.)
MCAS Miramar, Miramar, CA (Primary Airport)
(Lat. 32 deg.52'06'' N., long. 117 deg.08'33'' W.)
POGGI VORTAC (PGY)
(Lat. 32 deg.36'37'' N., long. 116 deg.58'45'' W.)
Oceanside VORTAC (OCN)
(Lat. 33 deg.14'26'' N., long. 117 deg.25'04'' W.)
Julian VORTAC (JLI)
(Lat. 33 deg.08'26'' N., long. 116 deg.35'09'' W.)
Mission Bay VORTAC (MZB)
(Lat. 32 deg.46'56'' N., long. 117 deg.13'32'' W.)
Boundaries
Area A. That airspace extending upward from 4,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
JLI 262 deg. radial and the eastern edge of Warning Area 291 (W-291)
(lat. 32 deg.59'31'' N., long. 117 deg.47'25'' W.); thence east via
the JLI 262 deg. radial to intercept the MZB 325 deg. radial (lat.
33 deg.02'13'' N., long. 117 deg.26'14'' W.); thence southeast via
the MZB 325 deg. radial to intercept the JLI 257 deg. radial (lat.
32 deg.58'53'' N., long. 117 deg.23'27'' W.); thence west via the
JLI 257 deg. radial to intercept the OCN 200 deg. radial (lat.
32 deg.57'02'' N., long. 117 deg.32'35'' W.); thence south via the
OCN 200 deg. radial to the intersection of the OCN 200 deg. radial
and the eastern edge of W-291 (lat. 32 deg.45'23'' N., long.
117 deg.37'35'' W.); thence northwest via the eastern edge of W-291
to the point of beginning.
Area B. That airspace extending upward from 2,000 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
eastern edge of W-291 and the OCN 200 deg. radial (lat.
32 deg.45'23'' N., long. 117 deg.37'35'' W.); thence north via the
OCN 200 deg. radial to intercept the JLI 257 deg. radial (lat.
32 deg.57'02'' N., long. 117 deg.32'35'' W.); thence east via the
JLI 257 deg. radial to intercept the OCN 182 deg. radial (lat.
32 deg.58'25'' N., long. 117 deg.25'44'' W.); thence south via the
OCN 182 deg. radial to intercept the PGY 290 deg. radial (lat.
32 deg.45'02'' N., long. 117 deg.26'17'' W.); thence east via the
PGY 290 deg. radial to the intersection of the PGY 290 deg. radial
and the 32 deg.43'22'' latitude line (lat. 32 deg.43'22'' N., long.
117 deg.20'47'' W.); thence east via the 32 deg.43'22'' latitude
line to intercept the OCN 171 deg. radial (lat. 32 deg.43'22'' N.,
long. 117 deg.19'15'' W.); thence south via the OCN 171 deg. radial
to intercept the PGY 279 deg. radial (lat. 32 deg.39'14'' N., long.
117 deg.18'28'' W.); thence west via the PGY 279 deg. to intercept
the eastern edge of W-291 (lat. 32 deg.41'27'' N., long.
117 deg.35'27'' W.); thence northwest along the eastern edge of W-
291 to the point of beginning.
Area C. That airspace extending upward from 1,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
OCN 182 deg. and the JLI 257 deg. radials (lat. 32 deg.58'25'' N.,
long. 117 deg.25'44'' W.); thence east via the JLI 257 deg. radial
to intercept the MZB 325 deg. radial (lat. 32 deg.58'53'' N., long.
117 deg.23'27'' W.); thence southeast via the MZB 325 deg. radial to
intercept the OCN 167 deg. radial (lat. 32 deg.54'08'' N., long.
117 deg.19'31'' W.); thence south via the OCN 167 deg. radial to
intercept the MZB 310 deg. radial (lat. 32 deg.50'28'' N., long.
117 deg.18'30'' W.); thence southeast via the MZB 310 deg. radial to
the Mission Bay VORTAC; thence west via the MZB 279 deg. radial to
intercept the OCN 171 deg. radial (lat. 32 deg.47'48'' N., long.
117 deg.20'04'' W.); thence south via the OCN 171 deg. radial to the
intersection of the OCN 171 deg. radial and the 32 deg.43'22''
latitude line (lat. 32 deg.43'22'' N., long. 117 deg.19'15'' W.);
thence west via the 32 deg.43'22'' latitude line to intercept the
PGY 290 deg. radial (lat. 32 deg.43'22'' N., long. 117 deg.20'47''
W.); thence west via the PGY 290 deg. radial to intercept the OCN
182 deg. radial (lat. 32 deg.45'02'' N., long. 117 deg.26'17'' W.);
thence north via the OCN 182 deg. radial to the point of beginning.
Area D. That airspace extending upward from 1,800 feet MSL to
and including 3,200 feet MSL and that airspace extending upward from
6,800 feet MSL to and including 10,000 feet MSL beginning at the
intersection of MZB 325 deg. and the JLI 257 deg. radials (lat.
32 deg.58'53'' N., long. 117 deg.23'27'' W.); thence southeast
direct to the intersection of I-5, I-805, and the JLI 247 deg.
radial (lat. 32 deg.54'31'' N., long. 117 deg.13'39'' W.); thence
south direct to the intersection of I-5 and Genessee Avenue (lat.
32 deg.53'13'' N., long. 117 deg.13'40'' W.); thence south direct to
the intersection of
[[Page 4531]]
Genessee Avenue and Route 52 (lat. 32 deg.50'49'' N., long.
117 deg.12'08'' W.); thence northwest direct to the intersection of
the westerly extension of the Montgomery Field Runway 10L/28R
centerline and the OCN 167 deg. radial (lat. 32 deg.53'11'' N.,
long. 117 deg.19'15'' W.); thence north via the OCN 167 deg. radial
to intercept the MZB 325 deg. radial (lat. 32 deg.54'08'' N., long.
117 deg.19'31'' W.); thence northwest via the MZB 325 deg. radial to
the point of beginning.
Area E. That airspace extending upward from 3,000 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
MZB 008 deg. and the JLI 252 deg. radials (lat. 32 deg.58'21'' N.,
long. 117 deg.11'37'' W.); thence east via the JLI 252 deg. radial
to intercept the OCN 135 deg. radial (lat. 32 deg.59'32'' N., long.
117 deg.07'24'' W.); thence southeast via the OCN 135 deg. radial to
intercept the MZB 027 deg. radial (lat. 32 deg.58'45'' N., long.
117 deg.06'29'' W.); thence southwest via the MZB 027 deg. radial to
intercept the JLI 247 deg. radial (lat. 32 deg.56'45'' N., long.
117 deg.07'35'' W.); thence southwest via the JLI 247 deg. radial to
intercept the MZB 008 deg. radial (lat. 32 deg.55'05'' N., long.
117 deg.12'10'' W.); thence north via the MZB 008 deg. radial to the
point of beginning.
Area F. That airspace extending upward from the surface to and
including 3,200 feet MSL and that airspace extending upward from
4,800 feet MSL to and including 10,000 feet MSL beginning at the
intersection of I-5, I-805, and the JLI 247 deg. radial (lat.
32 deg.54'31'' N., long. 117 deg.13'39'' W.); thence southeast
direct to the departure end of MCAS Miramar Runway 24R (lat.
32 deg.51'49'' N., long. 117 deg.09'55'' W.); thence east direct to
the approach end of MCAS Miramar Runway 28 centerline (lat.
32 deg.51'57'' N., long. 117 deg.07'37'' W.); thence east direct to
the intersection of the Gillespie Field Class D airspace area and a
line extending west from the southern boundary of the MCAS Miramar
Class E airspace area (lat. 32 deg.51'14'' N., long. 117 deg.03'03''
W.); thence southwest direct to the intersection of the Gillespie
Field Class D airspace area and the MZB 065 deg. radial (lat.
32 deg.51'00'' N., long. 117 deg.03'10'' W.); thence west direct to
the intersection of Santo Road, Route 52, and the 32 deg.50'25'' N.
latitude line (lat. 32 deg.50'25'' N., long. 117 deg.05'48'' W.);
thence west via the 32 deg.50'25'' N. latitude line to the
intersection of 32 deg.50'25'' N. latitude line and Route 52 (lat.
32 deg.50'25'' N., long. 117 deg.09'50'' W.); thence northwest
direct to the intersection of Route 52 and I-805 (lat.
32 deg.50'50'' N., long. 117 deg.10'40'' W.); thence west direct to
the intersection of Route 52 and Genessee Avenue (lat.
32 deg.50'49'' N., long. 117 deg.12'08'' W.); thence northwest
direct to the intersection of I-5 and Genessee Avenue (lat.
32 deg.53'13'' N., long. 117 deg.13'40'' W.); thence north via I-5
to the point of beginning.
Area G. That airspace extending upward from the surface to and
including 10,000 feet MSL beginning at the intersection of the OCN
135 deg. and the JLI 247 deg. radials (lat. 32 deg.57'38'' N., long.
117 deg.05'10'' W.); thence southeast via the OCN 135 deg. radial to
intercept the south boundary line of the MCAS Miramar Class E
airspace area (lat. 32 deg.52'03'' N., long. 116 deg.58'35'' W.);
thence west along the southern boundary line to the intersection of
the southern boundary line and the Gillespie Field Class D airspace
area 4.3-mile arc (lat. 32 deg.51'14'' N., long. 117 deg.03'03''
W.); thence west direct to the approach end of MCAS Miramar Runway
28 (lat. 32 deg.51'57'' N., long. 117 deg.07'37'' W.); thence west
direct to the departure end of MCAS Miramar Runway 24R (lat.
32 deg.51'49'' N., long. 117 deg.09'55'' W.); thence northwest
direct to the intersection of I-5, I-805, and the JLI 247 deg.
radial (lat. 32 deg.54'31'' N., long. 117 deg.13'39'' W.); thence
northeast via the JLI 247 deg. radial to the point of beginning.
Area H. That airspace extending upward from 1,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
OCN 135 deg. and the JLI 247 deg. radial (lat. 32 deg.57'38'' N.,
long. 117 deg.05'10'' W.); thence northeast via the JLI 247 deg.
radial to intercept the OCN 130 deg. radial (lat. 32 deg.58'33'' N.,
long. 117 deg.02'38'' W.); thence southeast via the OCN 130 deg.
radial to the PGY 005 deg. radial (lat. 32 deg.54'27'' N., long.
116 deg.56'54'' W.); thence south via the PGY 005 deg. radial to the
southern boundary line of the MCAS Miramar Class E airspace area
(lat. 32 deg.52'18'' N., long. 116 deg.57'07'' W.); thence west
along the southern boundary line to intercept the OCN 135 deg.
radial (lat. 32 deg.52'03'' N., long. 116 deg.58'35'' W.); thence
northwest via the OCN 135 deg. radial to the point of beginning.
Area I. That airspace extending upward from 3,200 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
OCN 130 deg. and the JLI 247 deg. radials (lat. 32 deg.58'33'' N.,
long. 117 deg.02'38'' W.); thence northeast via the JLI 247 deg.
radial to intercept the OCN 127 deg. radial (lat. 32 deg.59'08'' N.,
long. 117 deg.01'01'' W.); thence southeast via the OCN 127 deg.
radial to intercept the PGY 010 deg. radial (lat. 32 deg.55'11'' N.,
long. 116 deg.54'52'' W.); thence south via the PGY 010 deg. radial
to the southern boundary line of the MCAS Miramar Class E airspace
area (lat. 32 deg.52'37'' N., long. 116 deg.55'24'' W.); thence west
along the southern boundary line to intercept the PGY 005 deg.
radial (lat. 32 deg.52'18'' N., long. 116 deg.57'07'' W.); thence
north via the PGY 005 deg. radial to intercept the OCN 130 deg.
radial (lat. 32 deg.54'27'' N., long. 116 deg.56'54'' W.); thence
northwest via the OCN 130 deg. radial to the point of beginning.
Area J. That airspace extending upward from 4,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
southern boundary line of the MCAS Miramar Class E airspace area and
the OCN 132 deg. radial (lat. 32 deg.52'28'' N., long.
116 deg.56'13'' W.); thence southeast via the OCN 132 deg. radial to
intercept the JLI 201 deg. radial (lat. 32 deg.44'36'' N., long.
116 deg.45'59'' W.); thence south via the JLI 201 deg. radial to
intercept the PGY 083 deg. radial (lat. 32 deg.37'37'' N., long.
116 deg.49'08'' W.); thence west via the PGY 083 deg. radial to the
POGGI VORTAC; thence northeast via the PGY 069 deg. radial to
intercept the JLI 207 deg. radial (lat. 32 deg.38'25'' N., long.
116 deg.53'13'' W.); thence northeast via the JLI 207 deg. radial to
intercept the MZB 099 deg. radial (lat. 32 deg.43'45'' N., long.
116 deg.50'02'' W.); thence west via the MZB 099 deg. radial to the
Mission Bay VORTAC; thence via the MZB 310 deg. radial to intercept
the OCN 167 deg. radial (lat. 32 deg.50'28'' N., long.
117 deg.18'30'' W.); thence north via the OCN 167 deg. radial to
intercept the westerly extension of the Montgomery Field Runway 10L/
28R centerline (lat. 32 deg.53'11'' N., long. 117 deg.19'15'' W.);
thence southeast direct to the intersection of Route 52 and Genessee
Avenue (lat. 32 deg.50'49'' N., long. 117 deg.12'08'' W.); thence
east direct to the intersection of Route 52 and I-805 (lat.
32 deg.50'50'' N., long. 117 deg.10'40'' W.); thence southeast
direct to the intersection of Route 52 and the 32 deg.50'25'' N.
latitude line (lat. 32 deg.50'25'' N., long. 117 deg.09'50'' W.);
thence east along the 32 deg.50'25'' N. latitude line to the
intersection of the 32 deg.50'25'' N. latitude line, Route 52, and
Santo Road (lat. 32 deg.50'25'' N., long. 117 deg.05'48'' W.);
thence east direct to the intersection of the MZB 065 deg. radial
and the Gillespie Field Class D airspace area (lat. 32 deg.51'00''
N., long. 117 deg.03'10'' W.); thence northeast direct to the
intersection of the Gillespie Field Class D airspace area and a line
extending west from the southern boundary of the MCAS Miramar Class
E airspace area (lat. 32 deg.51'14'' N., long. 117 deg.03'03'' W.);
thence east via the southern boundary line to the point of
beginning.
Area K. That airspace extending upward from 5,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
OCN 132 deg. and the MZB 091 deg. radials (lat. 32 deg.46'31'' N.,
long. 116 deg.48'29'' W.); thence east via the MZB 091 deg. radial
to intercept the JLI 191 deg. radial (lat. 32 deg.46'22'' N., long.
116 deg.40'14'' W.); thence south via the JLI 191 deg. radial to
intercept the PGY 083 deg. radial (lat. 32 deg.38'20'' N., long.
116 deg.42'04'' W.); thence west via the PGY 083 deg. radial to
intercept the JLI 201 deg. radial (lat. 32 deg.37'37'' N., long.
116 deg.49'08'' W.); thence north via the JLI 201 deg. radial to
intercept the OCN 132 deg. radial (lat. 32 deg.44'36'' N., long.
116 deg.45'59'' W.); thence northwest via the OCN 132 deg. radial to
the point of beginning.
Area L. That airspace extending upward from the surface to and
including 10,000 feet MSL beginning at the intersection of the OCN
171 deg. and the MZB 279 deg. radials (lat. 32 deg.47'48'' N., long.
117 deg.20'04'' W.); thence east via the MZB 279 deg. radial to the
Mission Bay VORTAC; thence east via the MZB 099 deg. radial to the
MZB 099 deg. radial 10 DME fix (lat. 32 deg.45'21'' N., long.
117 deg.01'49'' W.); thence south direct to the intersection of the
MZB 10-mile arc and the easterly extension of the Lindbergh Field
Runway 09/27 centerline (lat. 32 deg.42'02'' N., long.
117 deg.03'11'' W.); thence southwest direct to the intersection of
the PGY 300 deg. radial and the MZB 10-mile arc (lat. 32 deg.39'47''
N., long. 117 deg.05'13'' W.); thence northwest via the PGY 300 deg.
radial to the PGY 300 deg. radial 13.5 DME fix (lat. 32 deg.43'22''
N., long. 117 deg.12'36'' W.) thence west direct to the OCN 171 deg.
radial 31.4 DME fix (lat. 32 deg.43'22'' N., long. 117 deg.19'15''
W.); thence north via the OCN 171 deg. radial to the point of
beginning; excluding the VFR corridor described as that airspace
extending upward from 3,301 feet MSL to, but not including 4,700
feet MSL in an area beginning at the Mission Bay VORTAC; thence east
direct to the intersection of I-8, I-805, and the MZB 099 deg.
radial (lat. 32 deg.46'11'' N., long. 117 deg.07'55'' W.); thence
south direct to the intersection of I-5 and Highway 94 (lat.
32 deg.42'49'' N., long. 117 deg.08'51'' W.); thence southerly via
I-5 to the intersection of I-5 and the PGY 300 deg. radial (lat.
32 deg.40'27'' N., long. 117 deg.06'35''
[[Page 4532]]
W.); thence southwest direct to the intersection of the PGY 279 deg.
radial, the MZB 10-mile arc, and Silver Strand Boulevard (lat.
32 deg.37'54'' N., long. 117 deg.08'23'' W.); thence northwesterly
via the Silver Strand Boulevard to the Hotel del Coronado (south end
of Coronado Island) (lat. 32 deg.40'51'' N., long. 117 deg.10'41''
W.) thence north direct to the point of beginning.
Area M. That airspace extending upward from 1,800 feet MSL to
and including 10,000 feet MSL beginning at the MZB 099 deg. radial
10 DME fix (lat. 32 deg.45'21'' N., long. 117 deg.01'49'' W.);
thence east via the MZB 099 deg. radial to the MZB 099 deg. radial
13 DME fix (lat. 32 deg.44'53'' N., long. 116 deg.58'18'' W.);
thence south direct to the intersection of the easterly extension of
the Lindbergh Field Runway 09/27 centerline and the MZB 13-mile arc
(lat. 32 deg.41'11'' N., long. 116 deg.59'42'' W.); thence southwest
direct to the intersection of the MZB 13-mile arc and the PGY
300 deg. radial (lat. 32 deg.38'14'' N., long. 117 deg.02'03'' W.);
thence northwest via the PGY 300 deg. radial to the intersection the
PGY 300 deg. radial and the MZB 10-mile arc (lat. 32 deg.39'47'' N.,
long. 117 deg.05'13'' W.); thence northeast direct to the
intersection of the Lindbergh Field Runway 09/27 centerline and the
MZB 10-mile arc (lat. 32 deg.42'02'' N., long. 117 deg.03'11'' W.);
thence north direct to the point of beginning.
Area N. That airspace extending upward from 3,000 feet MSL to
and including 10,000 feet MSL beginning at the MZB 099 deg. radial
13 DME fix (lat. 32 deg.44'53'' N., long. 116 deg.58'18'' W.);
thence east via the MZB 099 deg. radial to the MZB 099 deg. radial
15 DME fix (lat. 32 deg.44'34'' N., long. 116 deg.55'58'' W.);
thence south direct to the intersection of the easterly extension of
the Lindbergh Field Runway 09/27 centerline and the MZB 15-mile arc
(lat. 32 deg.40'37'' N., long. 116 deg.57'24'' W.); thence southwest
direct to the intersection of the MZB 15-mile arc and the PGY
300 deg. radial (lat. 32 deg.37'13'' N., long. 116 deg.59'58'' W.);
thence northwest via the PGY 300 deg. radial to the PGY 300 deg.
radial 13 DME fix (lat. 32 deg.38'14'' N., long. 117 deg.02'03''
W.); thence northeast direct to the intersection of the Lindbergh
Field Runway 09/27 centerline and the MZB 13-mile arc (lat.
32 deg.41'11'' N., long. 116 deg.59'42'' W.); thence north direct to
the point of beginning.
Area O. That airspace extending upward from 3,500 feet MSL to
and including 10,000 feet MSL beginning at the MZB 099 deg. radial
15 DME fix (lat. 32 deg.44'34'' N., long. 116 deg.55'58'' W.);
thence east via the MZB 099 deg. radial to intercept the JLI
207 deg. radial (lat. 32 deg.43'45'' N., long. 116 deg.50'02'' W.);
thence southwest along the JLI 207 deg. radial to intercept the PGY
069 deg. radial (lat. 32 deg.38'25'' N., long. 116 deg.53'13'' W.);
thence southwest via the PGY 069 deg. radial to the POGGI VORTAC;
thence northwest via the PGY 300 deg. radial to intercept the MZB
15-mile arc (lat. 32 deg.37'13'' N., long. 116 deg.59'58'' W.);
thence northeast direct to the intersection of the MZB 15-mile arc
and the easterly extension of the Lindbergh Field Runway 09/27
centerline (lat. 32 deg.40'37'' N., long. 116 deg.57'24'' W.);
thence north direct to the point of beginning.
Area P. That airspace extending upward from 4,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
PGY 279 deg. radial and the eastern edge of W-291 (lat.
32 deg.41'27'' N., long. 117 deg.35'27'' W.); thence east via the
PGY 279 deg. radial to the intersection of the PGY 279 deg. radial,
the MZB 10-mile arc, and Silver Strand Boulevard (lat.
32 deg.37'54'' N., long. 117 deg.08'23'' W.); thence northeast
direct to the intersection of I-5 and the PGY 300 deg. radial (lat.
32 deg.40'27'' N., long. 117 deg.06'35'' W.); thence southeast via
the PGY 300 deg. radial to the POGGI VORTAC; thence west via the PGY
264 deg. radial to the eastern edge of W-291 (lat. 32 deg.33'40''
N., long. 117 deg.31'13'' W.); thence north via the eastern edge of
W-291 to the point of beginning.
Area Q. That airspace extending upward from 2,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
OCN 171 deg. radial 31.4 DME fix (lat. 32 deg.43'22'' N., long.
117 deg.19'15'' W.); thence east direct to the intersection of the
PGY 300 deg. radial 13.5 DME fix (lat. 32 deg.43'22'' N., long.
117 deg.12'36'' W.); thence southeast via the PGY 300 deg. radial to
the intersection of I-5 and the PGY 300 deg. radial (lat.
32 deg.40'27'' N., long. 117 deg.06'35'' W.); thence southwest
direct to the intersection of the PGY 279 deg. radial, the MZB 10-
mile arc, and Silver Strand Boulevard (lat. 32 deg.37'54'' N., long.
117 deg.08'23'' W.); thence west via the PGY 279 deg. radial to
intercept the OCN 171 deg. radial (lat. 32 deg.39'14'' N., long.
117 deg.18'28'' W.); thence north via the OCN 171 deg. radial to the
point of beginning; excluding that airspace contained in the VFR
corridor as described in Area L.
Area R. That airspace extending upward from 4,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
OCN 135 deg. and the JLI 257 deg. radials (lat. 33 deg.01'36'' N.,
long. 117 deg.09'51'' W.); thence east via the JLI 257 deg. radial
to intercept the OCN 115 deg. radial (lat. 33 deg.03'53'' N., long.
116 deg.58'19'' W.); thence via the OCN 115 deg. radial to intercept
the PGY 019 deg. radial (lat. 33 deg.00'13'' N., long.
116 deg.49'06'' W.); thence south via the PGY 019 deg. radial to
intercept the OCN 121 deg. radial (lat. 32 deg.56'51'' N., long.
116 deg.50'29'' W.); thence northwest via the OCN 121 deg. radial to
intercept the JLI 247 deg. radial (lat. 33 deg.00'25'' N., long.
116 deg.57'28'' W.); thence southwest via the JLI 247 deg. radial to
intercept the MZB 027 deg. radial (lat. 32 deg.56'45'' N., long.
117 deg.07'35'' W.); thence northeast via the MZB 027 deg. radial to
intercept the OCN 135 deg. radial (lat. 32 deg.58'45'' N., long.
117 deg.06'29'' W.); thence northwest via the OCN 135 deg. radial to
the point of beginning.
Area S. That airspace extending upward from 6,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
JLI 262 deg. and the MZB 325 deg. radials (lat. 33 deg.02'13'' N.,
long. 117 deg.26'14'' W.); thence east via the JLI 262 deg. radial
to intercept the OCN 115 deg. radial (lat. 33 deg.05'14'' N., long.
117 deg.01'43'' W.); thence southeast via the OCN 115 deg. radial to
intercept the JLI 257 deg. radial (lat. 33 deg.03'53'' N., long.
116 deg.58'19'' W.); thence west via the JLI 257 deg. radial to
intercept the MZB 008 deg. radial (lat. 33 deg.01'21'' N., long.
117 deg.11'07'' W.); thence south via the MZB 008 deg. radial to
intercept the JLI 247 deg. radial (lat. 32 deg.55'05'' N., long.
117 deg.12'10'' W.); thence southwest via the JLI 247 deg. radial to
the intersection of I-5, I-805, and the JLI 247 deg. radial (lat.
32 deg.54'31'' N., long. 117 deg.13'39'' W.); thence northwest
direct to the intersection of the JLI 257 deg. and the MZB 325 deg.
radials (lat. 32 deg.58'53'' N., long. 117 deg.23'27'' W.); thence
northwest via the MZB 325 deg. radial to the point of beginning.
Area T. That airspace extending upward from 3,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
OCN 127 deg. and the JLI 247 deg. radials (lat. 32 deg.59'08'' N.,
long. 117 deg.01'01'' W.); thence northeast via the JLI 247 deg.
radial to intercept the OCN 121 deg. radial (lat. 33 deg.00'25'' N.,
long. 116 deg.57'28'' W.); thence southeast via the OCN 121 deg.
radial to intercept the PGY 019 deg. radial (lat. 32 deg.56'51'' N.,
long. 116 deg.50'29'' W.); thence south via the PGY 019 deg. radial
to intercept a line extending east from the southern boundary of the
MCAS Miramar Class E airspace area (lat. 32 deg.53'14'' N., long.
116 deg.51'58'' W.); thence west along the southern boundary line to
intercept the PGY 010 deg. radial (lat. 32 deg.52'37'' N., long.
116 deg.55'24'' W.); thence north via the PGY 010 deg. radial to
intercept the OCN 127 deg. radial (lat. 32 deg.55'11'' N., long.
116 deg.54'52'' W.); thence northwest via the OCN 127 deg. radial to
the point of beginning.
Area U. That airspace extending upward from 3,800 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
MZB 008 deg. and the JLI 257 deg. radials (lat. 33 deg.01'21'' N.,
long. 117 deg.11'07'' W.); thence east via the JLI 257 deg. radial
to intercept the OCN 135 deg. radial (lat. 33 deg.01'36'' N., long.
117 deg.09'51'' W.); thence southeast via the OCN 135 deg. radial to
intercept the JLI 252 deg. radial (lat. 32 deg.59'32'' N., long.
117 deg.07'24'' W.); thence southwest via the JLI 252 deg. radial to
intercept the MZB 008 deg. radial (lat. 32 deg.58'21'' N., long.
117 deg.11'37'' W.); thence north via the MZB 008 deg. radial to the
point of beginning.
Issued in Washington, DC, on January 21, 1999.
Reginald C. Matthews,
Acting Program Director for Air Traffic Airspace Management.
Note: This Appendix will not appear in the Code of Federal
Regulations.
BILLING CODE 4910-13-P
[[Page 4533]]
Appendix--San Diego, CA, Class B Airspace Area
[GRAPHIC] [TIFF OMITTED] TR29JA99.000
[FR Doc. 99-2135 Filed 1-28-99; 8:45 am]
BILLING CODE 4910-13-C
