[Federal Register Volume 63, Number 96 (Tuesday, May 19, 1998)]
[Proposed Rules]
[Pages 27519-27525]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-13263]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Airspace Docket No. 97-AWA-6]
RIN 2120 AA66
Proposed Modification of the San Diego Class B Airspace Area; CA
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This notice proposes to modify the San Diego, CA, Class B
airspace area. Specifically, this action proposes to lower the upper
limit of the San Diego Class B airspace area from 12,500 feet mean sea
level (MSL) to 10,000 feet MSL; expand the western and eastern
boundaries of the airspace area; and move the southern boundary north
to align with the POGGI Very High Frequency Omnidirectional Range
Tactical Air Navigation (VORTAC). The FAA is proposing this action to
improve the flow of air traffic, enhance safety, and reduce the
potential for midair collision in the San Diego Class B airspace area
while accommodating the concerns of airspace users.
DATES: Comments must be received on or before July 20, 1998.
ADDRESSES: Send comments on the proposal in triplicate to the Federal
Aviation Administration, Office of the Chief Counsel, Attention: Rules
Docket, AGC-200, Airspace Docket No. 97-AWA-6, 800 Independence Avenue,
SW., Washington DC 20591. Comments may also be sent electronically to
the following Internet address: nprmcmts@mail.hq.faa.gov. The official
docket may be examined in the Rules Docket, Office of the Chief
Counsel, Room 916, 800 Independence Avenue, SW., Washington, DC,
weekdays, except Federal holidays, between 8:30 a.m. and 5:00 p.m. An
informal docket may also be examined during normal business hours at
the office of the Regional Air Traffic Division.
FOR FURTHER INFORMATION CONTACT: 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:
Comments Invited
Interested parties are invited to participate in this proposed
rulemaking by submitting such written data, views, or arguments as they
may desire. Comments that provide the factual basis supporting the
views and suggestions presented are particularly helpful in developing
reasoned regulatory decisions on the proposal. Comments are
specifically invited on the overall regulatory, aeronautical, economic,
environmental, and energy-related aspects of the proposal.
Communications should identify the airspace docket number and
should be submitted in triplicate to the address listed above.
Commenters wishing the FAA to acknowledge receipt of their comments on
this notice must submit with those comments a self-addressed, stamped
postcard on which the following statement is made: ``Comments to
Airspace Docket No. 97-AWA-6.'' The postcard will be date/time stamped
and returned to the commenter. All communications received on or before
the specified closing date for comments will be considered before
taking action on the proposed rule. The proposal contained in this
notice may be changed in light of comments received. All comments
submitted will be available for examination in the Rules Docket both
before and after the closing date for comments. A report summarizing
each substantive public contact with FAA personnel concerned with this
rulemaking will also be filed in the docket.
Availability of NPRM's
An electronic copy of this document may be downloaded from the FAA
regulations section of the Fedworld electronic bulletin board service
(telephone: 703-321-3339) or the Federal Register's electronic bulletin
board service (telephone: 202-512-1661), using a modem and suitable
communications software.
Internet users may reach the FAA's web page at http://www.faa.gov
or the Federal Register's web page at http://www.access.gpo.gov/
su__docs for access to recently published rulemaking documents.
Any person may obtain a copy of this Notice of Proposed Rulemaking
(NPRM) by submitting a request to the Federal Aviation Administration,
Office of Air Traffic Airspace Management, 800 Independence Avenue,
SW., Washington, DC 20591, or by calling (202) 267-8783. Communications
must identify the notice number of this NPRM. Persons interested in
being placed on a mailing list for future NPRM's should call the FAA's
Office of Rulemaking, (202) 267-9677 for a copy of Advisory Circular
No. 11-2A, Notice of Proposed Rulemaking Distribution System, that
describes the application procedure.
Background
On December 17, 1991, the FAA published the Airspace
Reclassification Final Rule (56 FR 65655). This rule discontinued the
use of the term ``Terminal Control Area'' and replaced it with the
designation ``Class B airspace area.'' This change in terminology is
reflected in this NPRM.
The Class B airspace area program was developed to reduce the
potential for midair collision in the congested airspace surrounding
airports with high density air traffic by providing an area wherein all
aircraft are subject to certain operating rules and equipment
requirements.
The density of traffic and the type of operations being conducted
in the airspace surrounding major terminals 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 Class B airspace areas
afford the greatest protection for the greatest number of people by
giving air traffic control increased capability to provide aircraft
separation service, thereby minimizing the mix of controlled and
uncontrolled aircraft.
On May 21, 1970, the FAA published the Designation of Federal
Airways, Controlled Airspace, and Reporting Points Final Rule (35 FR
7782). This rule provided for the establishment of Class B airspace
areas. To date, the FAA has established a total of 29 Class B airspace
areas. The FAA is proposing to take action to modify or implement the
application of these proven control areas to provide greater protection
for air traffic in the airspace areas most commonly used by passenger-
carrying aircraft.
The standard configuration of a Class B airspace area contains
three
[[Page 27520]]
concentric circles centered on the primary airport extending to 10, 20,
and 30 nautical miles (NM), respectively. The standard vertical limit
of a Class B airspace area 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.
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 7400.9E dated September 10, 1997, and effective
September 16, 1997, which is incorporated by reference in 14 CFR
section 71.1. The Class B airspace area listed in this document would
be published subsequently in the Order.
Related Rulemaking Actions
On June 21, 1988, the FAA published the Transponder With Automatic
Altitude Reporting Capability Requirement Final Rule (53 FR 23356).
This rule requires all aircraft to have an altitude encoding
transponder when operating within 30 NM of any designated 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.
Pre-NPRM Public Input
In early 1996 the San Diego Airspace Users Group (SDAUG), an ad hoc
committee which represents all major users and the United States Marine
Corps (USMC), proposed a review of the current San Diego Class B
airspace area. The review was prompted as a result of the addition of
diversified Marine helicopter and fixed-wing assets at Naval Air
Station Miramar, CA, which was renamed Marine Corps Air Station (MCAS)
Miramar on October 1, 1997. The committee recognized a need to provide
greater protection for arriving and departing turbojet aircraft at MCAS
Miramar, and facilitate a method for easier circumnavigation of the
Class B airspace area by nonparticipating aircraft.
The SDAUG analyzed the San Diego Class B airspace area and
developed recommendations for modifying the existing airspace design.
The group met regularly at various locations throughout the San Diego
area for approximately one year, and submitted written comments
concerning a modification of the San Diego Class B airspace area.
As announced in the Federal Register on August 12, 1996, (61 FR
41818), two pre-NPRM airspace meetings were held on October 2, 1996, in
San Diego, CA, and October 16, 1996, in San Marcos, CA. The purpose of
these meetings was to provide local airspace users an opportunity to
present input on the design of the planned modifications of the San
Diego Class B airspace area. All comments received in response to the
informal airspace meetings and the subsequent comment periods were
considered and/or incorporated into this notice of proposed
modification. Verbal and written comments received by the FAA and the
Agency's responses are summarized below.
Analysis of Comments
Some commenters expressed concern that lower performance aircraft
departing Montgomery Field could not remain clear of the ceiling of the
proposed San Diego Class B airspace area without circling over a
congested area.
The FAA agreed with this concern and, as a result, removed a
portion of airspace from the proposed design southwest of MCAS Miramar.
The design as proposed would shift the boundary slightly north in this
area and would allow those aircraft operating VFR and departing Runway
28R at Montgomery Field the opportunity to climb straight ahead until
past the shoreline, thus providing additional climb mileage.
A comment was received regarding the addition to Area I northeast
of MCAS Miramar. The concern was that by adding to Area I as described
in the planned modification, aircraft departing Gillespie Field could
experience problems remaining clear of the Class B airspace area.
The FAA agrees in part with this comment. The addition of this area
to Area I was necessary to contain high performance aircraft within
Class B airspace while executing the Tactical Air Navigation System
(TACAN) Runway 24R approach at Miramar. However, to mitigate this
concern, a portion of the depiction of the VFR flyway in this area was
moved one mile, placing it east of a prominent geographical landmark
(the island in the middle of the San Vincente Reservoir), which would
establish an easily recognizable visual boundary and allow for VFR
navigation clear of terrain. The proposed VFR flyway depiction has been
modified to pass east of the island in San Vincente Reservoir,
providing a clearer visual depiction of the Class B airspace area.
The Proposed Amendment
The FAA proposes to amend 14 CFR part 71 by modifying the San Diego
Class B airspace area. Specifically, this proposal (depicted in the
attached chart) would lower the upper limit of the San Diego Class B
airspace area from 12,500 feet MSL to 10,000 feet MSL, expand the
western and eastern boundaries, and move the southern boundary
northward to align with the POGGI VORTAC. This change would improve the
boundary definition and decrease the overall size of the Class B
airspace. The amended design includes a redundant system of boundary
depiction to the maximum extent. 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 navigational aids and prominent
geographical landmarks. The proposed modification of the San Diego
Class B airspace area results in net reduction in the size of Class B
airspace, while improving the containment of turbo-jet aircraft within
the Class B airspace area. This would constitute improved efficiency of
the airspace and a clearer definition of Class B airspace area
boundaries to aid VFR GA aircraft.
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
proposed rule: (1) would generate benefits that justify its minimal
costs and is not a ``significant regulatory action'' as defined in the
Executive Order; (2) is
[[Page 27521]]
not significant as defined in the Department of Transportation's
Regulatory Policies and Procedures; (3) would not have a significant
impact on a substantial number of small entities; (4) would not
constitute a barrier to international trade; and (5) would not contain
any Federal intergovernmental or private sector mandate. These analyses
are summarized here in the preamble and the full Regulatory Evaluation
is in the docket.
The Federal Aviation Administration (FAA) proposes to modify the
San Diego International Lindbergh Airport Class B airspace area by
lowering the ceiling from 12,500 feet MSL to 10,000 feet MSL, expanding
and moving lateral boundaries, and modifying base altitudes. As a
result of relocation of turbojet aircraft and helicopters to Marine
Corps Air Station (MCAS) Miramar, the FAA has determined that
modification of the San Diego Class B airspace area would improve the
efficiency of aircraft movement in the airspace and enhance safety for
VFR and IFR airspace users.
The proposed modifications would generate several benefits for
system users. These benefits include clearer boundaries defining the
Class B airspace sub-areas, greater flexibility in navigating the
airspace for VFR operators, increased airspace for aircraft
transitioning to and from satellite airports, improved containment for
turbojet aircraft arriving and departing MCAS Miramar (containment
refers to aircraft operating in controlled airspace and receiving ATC
separation from other aircraft), and reduced potential for midair
collisions in the San Diego terminal area.
The proposed rule would impose minimal costs on FAA or airspace
users. Printing of aeronautical charts which reflect the changes to the
Class B airspace would be accomplished during a scheduled chart
printing, and would result in no additional costs for plate
modification and updating of charts. Notices would be sent to all
pilots within a 100-mile radius of the San Diego airport at a total
cost of $100.00 for postage. No staffing changes would be required to
maintain the modified Class B airspace.
The San Diego Class B airspace would be designated by a triple
redundant boundary depiction system which uses longitude and latitude
(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. In view of the minimal cost of compliance,
enhanced safety, and operational efficiency, the FAA has determined
that the proposed rule would be cost-beneficial.
Initial Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (RFA) was enacted by
Congress to ensure that small businesses and other small entities are
not unnecessarily or disproportionately burdened by Federal
regulations. The RFA requires a Regulatory Flexibility analysis if a
rule will have a significant economic impact on a substantial number of
small entities.
The FAA certifies that this proposed rule would impose only minimal
additional costs (for notices sent to pilots informing them of the
proposed airspace modification) upon potential operators in the San
Diego Class B airspace. Therefore, the proposed rule would not have a
significant economic impact on a substantial number of small entities.
International Trade Impact Assessment
The proposed rule would 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.
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 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. That plan, 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 proposed 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.
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, 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 7400.9E, Airspace Designations and
Reporting Points, dated September 10, 1997, and effective September 16,
1997, 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
[[Page 27522]]
(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 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 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 006 deg. radial (lat. 32 deg.54'12'' N., long.
116 deg.56'33'' W.); thence south via the PGY 006 deg. radial to the
southern boundary line of the MCAS Miramar Class E airspace area
(lat. 32 deg.52'22'' N., long. 116 deg.56'47'' 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 006 deg.
radial (lat. 32 deg.52'22'' N., long. 116 deg. 56'47'' W.); thence
north via the PGY 006 deg. radial to intercept the OCN 130 deg.
radial (lat. 32 deg.54'12'' N., long. 116 deg.56'33'' 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 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''
[[Page 27523]]
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 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 MZB 10-mile arc (lat.
32 deg.39'00''N., long. 117 deg.06'17''W.); thence clockwise via the
MZB 10-mile arc to intersect the 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 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 the MZB 10-mile arc and I-5 (lat. 32 deg.39'00''N.,
long. 117 deg.06'17''W.); thence northeast direct to the
intersection of MZB 10-mile arc and the PGY 300 deg. radial (lat.
32 deg.39'47''N., long. 117 deg.05'13''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 the PGY 300 deg. radial and the MZB 10-mile arc
(lat. 32 deg.39'47''N., long. 117 deg.05'13''W.); thence southwest
direct to the intersection of the MZB 10-mile arc and I-5 (lat.
32 deg.39'00''N., long. 117 deg.06'17''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
[[Page 27524]]
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 May 12, 1998.
John S. Walker,
Program Director for Air Traffic Airspace Management.
Note: This Appendix will not appear in the Code of Federal
Regulations.
Appendix--San Diego, CA, Class B Airspace Area.
BILLING CODE 4910-13-P
[[Page 27525]]
[GRAPHIC] [TIFF OMITTED] TP19MY98.000
[FR Doc. 98-13263 Filed 5-18-98; 8:45 am]
BILLING CODE 4910-13-C
