26568 Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations 

International Airport; and that airspace 

extending upward from 1,200 feet above the 

surface within a 20-mile radius of Pago Pago 

International Airport, excluding that airspace 

extending beyond 12 miles of the shoreline. 

Issued in Washington, DC, on May 30, 

2018. 

Rodger A. Dean Jr., 

Manager, Airspace Policy Group. 

[FR Doc. 2018–12295 Filed 6–7–18; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2017–0653; Airspace 

Docket No. 17–AWA–2] 

RIN 2120–AA66 

Amendment of Class B Airspace; San 

Francisco, CA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies the San 

Francisco, CA, Class B airspace area to 

contain aircraft conducting instrument 

flight rules (IFR) instrument approach 

procedures to San Francisco 

International Airport (SFO), San 

Francisco, CA. The FAA is taking this 

action to improve the flow of air traffic, 

enhance safety, and reduce the potential 

for midair collision in the SFO Class B 

airspace area while accommodating the 

concerns of airspace users. Further, this 

effort supports the FAA’s national 

airspace redesign goal of optimizing 

terminal and enroute airspace to reduce 

aircraft delays and improve system 

capacity. 

DATES: Effective date 0901 UTC, August 

16, 2018. The Director of the Federal 

Register approves this incorporation by 

reference action under Title 1, Code of 

Federal Regulations, part 51, subject to 

the annual revision of FAA Order 

7400.11 and publication of conforming 

amendments. 

ADDRESSES: FAA Order 7400.11B, 

Airspace Designations and Reporting 

Points, and subsequent amendments can 

be viewed online at http://www.faa.gov/ 

air_traffic/publications/. For further 

information, you can contact the 

Airspace Policy Group, Federal Aviation 

Administration, 800 Independence 

Avenue SW, Washington, DC 20591; 

telephone: (202) 267–8783. The Order is 

also available for inspection at the 

National Archives and Records 

Administration (NARA). For 

information on the availability of FAA 

Order 7400.11B at NARA, call (202) 

741–6030, or go to https://

www.archives.gov/federal-register/cfr/ 

ibr-locations.html. 

FAA Order 7400.11, Airspace 

Designations and Reporting Points, is 

published yearly and effective on 

September 15. 

FOR FURTHER INFORMATION CONTACT: 

Kenneth Ready, Airspace Policy Group, 

Office of Airspace Services, Federal 

Aviation Administration, 800 

Independence Avenue SW, Washington, 

DC 20591; telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

Subtitle I, Section 106 describes the 

authority of the FAA Administrator. 

Subtitle VII, Aviation Programs, 

describes in more detail the scope of the 

agency’s authority. This rulemaking is 

promulgated under the authority 

described in Subtitle VII, Part A, 

Subpart I, Section 40103. Under that 

section, the FAA is charged with 

prescribing regulations to assign the use 

of the airspace necessary to ensure the 

safety of aircraft and the efficient use of 

airspace. This regulation is within the 

scope of that authority as it modifies the 

San Francisco, CA, Class B airspace area 

to improve the flow of air traffic and 

enhance safety within the National 

Airspace System (NAS). 

Availability and Summary of 

Documents for Incorporation by 

Reference 

This document amends FAA Order 

7400.11B, airspace Designations and 

Reporting Points, dated August 3, 2017, 

and effective September 15, 2017. FAA 

Order 7400.11B is publicly available as 

listed in the ADDRESSES section of this 

document. FAA Order 7400.11B lists 

Class A, B, C, D, and E airspace areas, 

air traffic service routes, and reporting 

points. 

History 

The FAA published a notice of 

proposed rulemaking (NPRM) in the 

Federal Register for Docket No. FAA– 

2017–0653 (83 FR 2747; January 19, 

2018). The NPRM proposed to modify 

the San Francisco, CA, Class B airspace 

area. Interested parties were invited to 

participate in this rulemaking effort by 

submitting written comments on the 

proposal. Ten written comments were 

received in response to the NPRM. All 

comments received were considered 

before making a determination on the 

final rule. 

Class B airspace designations are 

published in paragraph 3000 of FAA 

Order 7400.11B, dated August 3, 2017, 

and effective September 15, 2017, which 

is incorporated by reference in 14 CFR 

71.1. The Class B airspace designations 

listed in this document will be 

subsequently published in the Order. 

Discussion of Comments 

In the response to the NPRM, several 

individuals and three aviation groups: 

Airline Pilots Association, International 

(ALPA), Aircraft Owners and Pilot 

Association (AOPA), and Experimental 

Aircraft Association (EAA) submitted 

comments expressing support for the 

proposed design of the San Francisco 

Class B and provided substantive 

comments and recommendations to 

further the design. The comments were 

grouped in the following: 

• Glider Operations 

• Areas C and D 

• Area B 

• Area F 

• Ceiling of class B at 10,000 feet 

• ADS–B requirement 

Having considered the issues and 

recommendations provided by the 

commenters, the FAA offers the 

following responses. 

Glider Operations 

One individual commenter stated 

glider operations are just outside of the 

current lateral limits of the airspace and 

expanding the airspace may cause 

issues for the operations that exist in 

those locations. 

Prior to publishing the NPRM, the 

FAA formed an ad-hoc committee and 

held informal airspace meetings to 

present a pre-rulemaking outline of the 

revised Class B airspace. At that time, 

representatives from the glider 

community expressed concern that the 

changes to the airspace would have a 

negative impact on glider activity near 

Mount Diablo. Based on this input, the 

proposal put forth in the NPRM 

reflected changes to the Class B airspace 

over Mt. Diablo by eliminating some of 

the Class B airspace previously 

suggested during the pre-rulemaking 

phase and raising the floor in other 

areas to 7000 feet. The FAA is retaining 

these changes in the final rule to 

accommodate glider operations in the 

Mount Diablo area. In addition, the 

airspace over Pacifica was raised in the 

design proposal, accepted during the adhoc and thereby accommodating hang 

gliders. 

Areas C and D 

Four comments were received 

regarding the shape and altitudes 

associated with Area C and Area D. One 


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commenter expressed concern that the 

boundaries of Areas C and D are very 

close to one another and stated that 

general aviation pilots risk 

unintentionally violating lateral or 

vertical limits as they try to transition 

around the airspace. The commenter 

suggested that the cutouts exist due to 

the poor design of three departure 

procedures and recommended 

amending the departure procedures to 

allow for higher floors to the airspace 

and will enable the incorporation of 

Area C into Area D. 

Areas C and D were not designed to 

capture the Area Navigation (RNAV) 

departure procedures (DPs). These areas 

were designed to contain the instrument 

approaches to Runway (RWY) 10. Track 

data shows that the SNTNA DP, GNNRR 

DP and WESLA DPs do not enter Area 

C or D. All of these DPs have an initial 

climb gradient of at least 500 feet per 

nautical mile and standard aircraft 

performance places them above the C 

and D areas. The DPs were designed in 

compliance with the current RNAV DP 

design criteria in concert with industry 

and air traffic control standards. They 

were flown in simulators under varied 

wind conditions and have been utilized 

without incident since March 2015. 

Three other comments were 

concerned that lowering the floor of 

Areas C and D would impede VFR 

transiting along the coast. 

Area C is an arrival extension to Area 

A and was built to contain RNAV 

approaches to RWY10. Area D provides 

a longer arrival extension from the west 

and also contains the RWY10 arrival 

approaches and neither can be raised. 

The RNAV approach to RWY10L crosses 

NORMM (intermediate fix) which is 

located just outside of Area D at or 

above 3,500 feet descending on a 3- 

degree glide path to cross XATTU (final 

approach fix) at or above 1,800 feet 

descending. XATTU is located on the 

border of Area C and Area A. Area D is 

needed to contain this descent path. The 

RNAV approaches to RWY10R cross 

DOTNE (intermediate fix) at 3,500 feet 

descending on a 3-degree glide path to 

cross JULOS (final approach fix) at 

1,900 feet descending. DOTNE is just 

outside of Area D and JULOS is in the 

center of Area C. Area D is needed to 

contain this decent path. Area C is 

needed to capture the descent through 

1,900 feet to 1,600 on the approach. 

Area B 

Two individual commenters stated 

lowering Area B from 1500 to 1400 feet 

will almost certainly lead to inadvertent 

Class B violations from pilots making a 

right crosswind departure from KSQL 

RWY30. Additionally, they indicate that 

it will put a general aviation pilot at a 

disadvantage if flying over water. 

The FAA concurs and raised the floor 

of Area B to 1,500 feet. 

Area F 

Two aviation groups (AOPA and 

EAA) stated lowering the floor of Area 

F would reduce the airspace available 

for aircraft to transit the VFR flyway 

simultaneously in both directions from 

San Carlos Airport (SQL) and Palo Alto 

(PAO) airport. AOPA also indicated the 

FAA must justify the reduction of the 

Class B floor, as it does not appear to be 

aligned with any final approach course. 

AOPA and EAA both raised concerns 

for the potential of a mid-air collision 

due to compression and congestion. One 

aviation group (ALPA) concurs with the 

NPRM design, which was suggested by 

the ad hoc committee. 

The FAA policy for airspace design 

directs that Class B airspace designers 

have the flexibility to use the 

configuration that best meets the 

purposes of reducing mid-air collision 

potential, assures containment of 

instrument approaches, and enhances 

the efficient use of airspace. The floor of 

the Area F airspace takes into account 

the visual approaches to the runway, 

which enhances the efficiency of the 

airspace. 

Published procedures, separation 

minimum, track data, and local 

experience were used to determine the 

required airspace floor in this area. 

Additionally, SFO arrivals to RWY28 

have two charted visual approaches that 

are highly used, thereby increasing 

efficiency to the airport. San Francisco’s 

air traffic control tower and Northern 

California TRACON (NCT) advertise and 

issue side-by-side visual approaches 

approximately 86% of the time. Visual 

approaches are a critical component of 

the efficiency of the San Francisco 

Airport. The arrival rate during visual 

meteorological conditions (VMC) when 

using side-by-side visual approaches is 

54 arrivals and during instrument 

meteorological conditions (IMC) it is 36 

arrivals. The higher efficiency rate is 

only possible through the use of visual 

approaches. While operating at the 

higher rate the FAA has a requirement 

to maintain vertical separation between 

the two visual approach aircraft until 

visual separation is applied. Aircraft 

altitudes are stepped down when using 

visual approaches. Aircraft arriving 

RWY28L are kept lower than aircraft on 

RWY28R. This allows the FAA to safely 

transition to simultaneous ILS 

approaches quickly if a weather front 

comes in, which is a common 

occurrence in the San Francisco Bay 

area. Additionally, a special flyway was 

developed to facilitate PAO and SQL 

airports traffic. The highest minimum 

vectoring altitude (MVA) on RWY28L 

final is 2100 feet. NCT uses the airspace 

to 2100 feet in Area F; however, due to 

the mid-air collision concerns raised by 

the aviation group commenters, the 

floor is being raised to 2300 feet in this 

final rule. 

The floor inside of Area F will be 

raised to 2,300 feet and VFR aircraft will 

have adequate maneuvering altitude 

with this design. 

Ceiling of Class B at 10,000 Feet 

AOPA and EAA requested 

justification for the establishment of a 

10,000-foot ceiling to the Class B 

airspace. AOPA noted that the 10,000- 

foot ceiling will require general aviation 

pilots seeking to transit the Class B 

airspace to fly at a low altitude (less 

than 1,600 feet MSL) or a high altitude 

(over 10,000 feet MSL). AOPA states 

that the FAA should improve the 

opportunity for general aviation aircraft 

to overfly the coast at cruise altitudes 

more normally utilized, such as 7,500 

and 8,500 feet MSL. AOPA 

recommended that the Class B areas 

west of the U.S. coast have a ceiling of 

7,000 feet MSL to facilitate general 

aviation overflight without the 

requirement to obtain a clearance. One 

aviation group (ALPA) concurred with 

the NPRM design stating departure and 

arrival procedures enter and exit the 

Class B at higher altitudes. 

Generally, the standard design for 

Class B airspace is from the surface to 

10,000 feet MSL. Class B airspace 

surrounds the nation’s busiest airports 

in terms of airport operations or 

passenger enplanements. The 

configuration of each Class B airspace 

area is individually tailored and is 

designed to contain all published 

instrument procedures. The current 

Class B airspace between 8,000 and 

10,000 feet at San Francisco 

International Airport is used to do much 

of the vectoring of aircraft to facilitate 

sequencing and provide for separation 

on final. The airspace around the Bay 

Area is very congested and the only 

airspace available for vectoring that 

facilitates the sequencing of arrivals and 

prevents conflict with other arrivals and 

departures is offshore. Fifty percent of 

the aircraft on the SERFR from the south 

are vectored. Aircraft from the east 

cannot be vectored without conflicting 

with multiple other arrival and 

departure routes. There are a significant 

number of arrivals from the west, 

northwest, and southwest offshore. The 

FAA is being asked by the public to 

perform more vectoring offshore to 

mitigate aircraft noise. Additionally, 


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new arrival procedures are being 

developed originating from offshore that 

will also utilize this airspace. For these 

reasons, AOPA’s recommendation to 

establish a ceiling of 7,000 feet MSL 

west of the U.S. coast is not feasible, as 

it will deteriorate the arrival rate of the 

SFO airport. 

ADSB Requirement 

One individual commenter stated, 

because the lateral boundaries of Class 

B airspace are being expanded, the 

Mode C veil will be extended as well. 

The commenter noted that this change 

will cause financial loss due to the 

equipment requirements (Mode C 

transponder/ADS–B Out) associated 

with this airspace expansion. 

Additionally, one individual commenter 

contends the expansion of the Class B 

airspace will have a negative financial 

burden to aircraft owners due to 

Automatic Dependent SurveillanceBroadcast (ADS–B) requirement in 14 

CFR 91.225(d)(3)’’; stating privately 

owned aircraft will have to move their 

aircraft further away from the Class B 

airspace if they do not equip for ADS– 

B. 

The FAA does not agree with the 

commenter who states the Mode C Veil 

will expand with the expansion of the 

Class B airspace. The Mode C veil was 

established by an independent 14 Code 

of Federal Regulation (CFR) rulemaking 

action under part 91.215 ‘‘ATC 

transponder and altitude reporting 

equipment and use.’’ Although the Class 

B airspace extends beyond 30 miles in 

certain areas around SFO, the Mode C 

veil does not extend with the Class B 

airspace and remains a 30-mile ring 

around SFO. 

The FAA does not agree with the 

individual commenters that stated 

expansion beyond 30 miles for the Class 

B will expand the forthcoming ADS–B 

equipment mandate. The ADS–B 

requirement in 14 CFR 91.225 states 

ADS–B equipment is required in 1) 

Class B, 2) within 30 miles and up to 

10,000 feet MSL of a Class B, 3) above 

the ceiling and within the lateral 

boundaries of a Class B upward to 

10,000 feet MSL. In the three locations 

where SFO’s Class B extends beyond 30 

miles all altitudes for those areas are 

8,000 feet to 10,000 feet MSL. 

Considering these areas are Class B 

(from 8,000 to 10,000 feet MSL) they 

require ADS–B equipment. There is no 

provision stating you must equip with 

ADS–B below the floor and within the 

boundaries of a Class B outside the 30- 

mile ring. Hence, aircraft that choose 

not to equip with the ADS–B mandate 

in the year 2020, will not have to extend 

beyond 30 miles to other airports 

because the SFO Class B expanded 

beyond 30 miles at higher altitudes. 

Differences From the NPRM 

In the NPRM, the FAA proposed 

lower floor altitudes for Areas B and F 

but have raised these altitudes in 

response to comments received to the 

NPRM. Initially, Area B was proposed at 

1,400 feet MSL and has been changed to 

1,500 feet MSL. Area F was proposed at 

2,100 feet MSL and has been changed to 

2,300 feet MSL. 

Additionally, a charting error is being 

corrected to Area C. The initial 

geographic lat/long coordinate (lat. 

37°41′25′′ N, long. 122°30′23′′ W) in 

Area C was duplicated at the end of the 

description in the NPRM. The FAA is 

removing the unnecessary secondary 

geographic lat/long coordinate to correct 

the charting error. 

The Rule 

The FAA is amending Title 14 of the 

Code of Federal Regulations (14 CFR) 

part 71 to modify the SFO Class B 

airspace area. This action (depicted on 

the attached graphic) moves away from 

the three concentric circle (upside down 

wedding cake) design configuration and 

is redrawn based on arrival and 

departure routes into and out of SFO. 

Using this design approach allows the 

FAA to minimize the Class B airspace 

necessary to contain instrument 

procedures within Class B airspace for 

aircraft arriving and departing SFO and 

to re-designate current Class B airspace 

as Class E or Class G to make it available 

for aircraft circumnavigating the Class B 

airspace area. Additionally, the 

proposed modifications would better 

segregate IFR aircraft arriving/departing 

SFO and VFR aircraft operating in the 

vicinity of the SFO Class B airspace 

area. The modifications to the SFO Class 

B airspace area are discussed below. 

Area A. Area A is amended as 

proposed by moving the southern 

boundary northward to accommodate 

local hang glide operations and 

incorporating minor modifications to 

the northeast boundary by using 

geographic coordinates to define the 

surface area. Area A extends upward 

from the surface, to and including 

10,000 feet MSL. 

Area B. Area B is amended by 

incorporating portions of existing Area 

B and Area F and establishing a floor at 

1,500 feet MSL. The existing Area B 

southern boundary is moved northward 

and eastern boundary is moved 

westward, and a small portion of 

existing Area F is added. The floor of 

the existing Area F portion is lowered 

from 2,100 feet MSL to 1,500 feet MSL. 

Area B extends upward from 1,500 feet 

MSL, to and including 10,000 feet MSL. 

Area C. A new Area C is established, 

as proposed in the NPRM, west of SFO 

beyond Area A, by incorporating small 

portions of existing Area F and Area I 

and establishing a floor at 1,600 feet 

MSL. The floor of the existing Area F 

portion is lowered from 2,100 feet MSL 

to 1,600 feet MSL and the floor of the 

existing Area I portion is raised from 

1,500 feet MSL to 1,600 feet MSL. Area 

C extends upward from 1,600 feet MSL, 

to and including 10,000 feet MSL. 

Area D. A new Area D is established, 

as proposed in the NPRM, west of SFO 

beyond the new Area C, by 

incorporating small portions of existing 

Area F, Area G, and Area I. The floor of 

the existing Area F portion is retained 

at 2,100 feet MSL, the floor of the 

existing Area G portion is lowered from 

3,000 feet MSL to 2,100 feet MSL, and 

the floor of the existing Area I portion 

is raised from 1,500 feet MSL to 2,100 

feet MSL. Area D extends upward from 

2,100 feet MSL, to and including 10,000 

feet MSL. 

Area E. A new Area E is established, 

as proposed in the NPRM, northwest of 

SFO extending clockwise to the east of 

SFO beyond Area A, by incorporating a 

sliver of existing Area A and small 

portions of existing Area F and Area G. 

The floor of the existing Area A portion 

is raised from the surface to 2,100 feet 

MSL, the floor of the existing Area F 

portion is retained at 2,100 feet MSL, 

and the floor of the existing Area G 

portion is lowered from 3,000 feet MSL 

to 2,100 feet MSL. Area E extends 

upward from 2,100 feet MSL, to and 

including 10,000 feet MSL. 

Area F. A new Area F is established, 

located southeast of SFO beyond the 

new Area B, by incorporating small 

portions of existing Area B, Area C, Area 

F, and Area G. The floor of the existing 

Area B portion is raised from 1,500 feet 

MSL to 2,300 feet MSL, the floor of the 

existing Area C portion is lowered from 

2,500 feet MSL to 2,300 feet MSL and 

the existing Area G portion is lowered 

from 3,000 feet MSL to 2,300 feet MSL, 

and the floor of the existing Area F 

portion is retained at 2,300 feet MSL. 

Area F extends upward from 2,300 feet 

MSL, to and including 10,000 feet MSL. 

Area G. A new Area G is established, 

as proposed in the NPRM, northwest of 

SFO beyond the new Area D and Area 

E, by incorporating small portions of 

existing Area A, Area F, Area G, Area 

H, and Area I. The floor of the existing 

Area A portion is raised from the 

surface to 3,000 feet MSL, the existing 

Area F portion is raised from 2,100 feet 

MSL to 3,000 feet MSL, and the existing 

Area I portion is raised from 1,500 feet 


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MSL to 3,000 feet MSL; the floor of the 

existing Area G portion is retained at 

3,000 feet MSL; and the floor of the 

existing Area H portion is lowered from 

4,000 feet MSL to 3,000 feet MSL. 

Additionally, a sliver of Class B airspace 

is established beyond the existing Area 

H external SFO Class B airspace 

boundary with a floor of 3,000 feet MSL. 

Area G extends upward from 3,000 feet 

MSL, to and including 10,000 feet MSL. 

Area H. A new Area H is established, 

as proposed in the NPRM, southeast of 

SFO beyond the new Area E and Area 

F, by incorporating small portions of 

existing Area A, Area B, Area C, Area 

D, Area F, and Area G. The floor of the 

existing Area A portion is raised from 

the surface to 3,000 feet MSL, the 

existing Area B portion is raised from 

1,500 feet MSL to 3,000 feet MSL, the 

existing Area C portion is raised from 

2,500 feet MSL to 3,000 feet MSL, and 

the existing Area F portion is raised 

from 2,100 feet MSL to 3,000 feet MSL; 

the floor of the existing Area G portion 

is retained at 3,000 feet MSL; and the 

floor of the existing Area D portion is 

lowered from 4,000 feet MSL to 3,000 

feet MSL. Area H extends upward from 

3,000 feet MSL, to and including 10,000 

feet MSL. 

Area I. A new Area I is established, 

as proposed in the NPRM, north of SFO 

extending clockwise to the west of SFO 

beyond the new Area E, Area G, and 

Area H, by incorporating small portions 

of the existing Area A, Area C, Area D, 

Area E, Area F, Area G, Area H, Area I, 

and Area K. The floor of the existing 

Area A portion is raised from the 

surface to 4,000 feet MSL, the existing 

Area C portion is raised from 2,500 feet 

MSL to 4,000 feet MSL, the existing 

Area F portion is raised from 2,100 feet 

MSL to 4,000 feet MSL, the existing 

Area G portion is raised from 3,000 feet 

MSL to 4,000 feet MSL, and the existing 

Area I portion is raised from 1,500 feet 

MSL to 4,000 feet MSL; the floor of the 

existing Area D and Area H portions are 

retained at 4,000 feet MSL; and the floor 

of the existing Area E portions are 

lowered from 6,000 feet MSL to 4,000 

feet MSL and the existing Area K 

portion is lowered from 5,000 feet MSL 

to 4,000 feet MSL. Additionally, a small 

portion of Class B airspace is 

established beyond the existing Area E 

and Area H external SFO Class B 

airspace boundaries with a floor of 

4,000 feet MSL. Area I extends upward 

from 4,000 feet MSL, to and including 

10,000 feet MSL. 

Area J. A new Area J is established, 

as proposed in the NPRM, north of SFO 

beyond the new Area G and Area I, by 

incorporating small portions of the 

existing Area D, Area E, Area G, and 

Area H. The floor of the existing Area 

G portion is raised from 3,000 feet MSL 

to 5,000 feet MSL and the existing Area 

D and Area H portions are raised from 

4,000 feet MSL to 5,000 feet MSL, and 

the floor of the existing Area E portion 

is lowered from 6,000 feet MSL to 5,000 

feet MSL. Additionally, a small portion 

of Class B airspace is established 

beyond the existing Area D, Area E, and 

Area G external SFO Class B airspace 

boundaries with a floor of 5,000 feet 

MSL. Area J extends upward from 5,000 

feet MSL, to and including 10,000 feet 

MSL. 

Area K. A new Area K is established, 

as proposed in the NPRM, north of SFO 

beyond the new Area I and Area L 

(described below), by incorporating 

small portions of the existing Area D 

and Area E. The floor of the existing 

Area D portion is raised from 4,000 feet 

MSL to 5,000 feet MSL and the floor of 

the existing Area E portion is retained 

at 6,000 feet MSL. Additionally, a sliver 

of Class B airspace is established 

beyond the existing Area E external SFO 

Class B boundary with a floor of 6,000 

feet MSL. Area K extends upward from 

6,000 feet MSL, to and including 10,000 

feet MSL. 

Area L. A new area is established, as 

proposed in the NPRM, northeast of 

SFO beyond the new Area I, by 

incorporating small portions of the 

existing Area D and Area E. The floor 

of the existing Area D portion is raised 

from 4,000 feet MSL to 5,000 feet MSL 

and the floor of the existing Area E 

portion is lowered from 6,000 feet MSL 

to 5,000 feet MSL. Area L extends 

upward from 5,000 feet MSL, to and 

including 10,000 feet MSL. 

Area M. A new area is established, as 

proposed in the NPRM, south of SFO 

beyond the new Area I, by incorporating 

portions of the existing Area D, Area E, 

Area G, Area J, and Area K. The floor 

of the existing Area D portion is raised 

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

the existing Area G portion is raised 

from 3,000 feet MSL to 6,000 feet MSL, 

and the existing Area K portion is raised 

from 5,000 feet MSL to 6,000 feet MSL; 

the floor of the existing Area E portion 

is retained at 6,000 feet MSL; and the 

floor of the existing Area J is lowered 

from 8,000 feet MSL to 6,000 feet MSL. 

Additionally, a portion of Class B 

airspace is established beyond the 

existing Area E and Area J external SFO 

Class B boundaries with a floor of 6,000 

feet MSL. Area M extends upward from 

6,000 feet MSL, to and including 10,000 

feet MSL. 

Area N. A new area is established, as 

proposed in the NPRM, south-southeast 

of SFO beyond the new Area M, by 

incorporating small portions of the 

existing Area E and Area J. The floor of 

the existing Area E portion is raised 

from 6,000 feet MSL to 8,000 feet MSL 

and the floor of the existing Area J 

portion is retained at 8,000 feet MSL. 

Additionally, a portion of Class B 

airspace is established beyond the 

existing Area J external SFO Class B 

boundary with a floor of 8,000 feet MSL. 

Area N extends upward from 8,000 feet 

MSL, to and including 10,000 feet MSL, 

to accommodate VFR aircraft operating 

in higher terrain below the Class B 

airspace. 

Area O. A new area is established, as 

proposed in the NPRM, northeast of 

SFO beyond the new Area L, within a 

portion of the existing Area E. The floor 

of the existing Area E portion is raised 

from 6,000 feet MSL to 7,000 feet MSL. 

Additionally, a sliver of Class B airspace 

is established beyond the current Area 

E external SFO Class B boundary with 

a floor of 7,000 feet MSL. Area O 

extends upward from 7,000 feet MSL, to 

and including 10,000 feet MSL, to 

accommodate frequent use by VFR 

traffic operating in higher terrain 

(Mount Diablo) below the Class B 

airspace. 

Area P. A new area is established, as 

proposed in the NPRM, east-southeast of 

SFO beyond the new Area M, within a 

portion of the existing Area J. The floor 

of the existing Area J portion is lowered 

from 8,000 feet MSL to 7,000 feet MSL. 

Additionally, a small portion of Class B 

airspace is established beyond the 

existing Area J external SFO Class B 

boundary with a floor of 7,000 feet MSL. 

Area P extends upward from 7,000 feet 

MSL, to and including 10,000 feet MSL. 

Area Q. A new area is established, as 

proposed in the NPRM, east of SFO 

beyond the new Area I and Area P, 

within a portion of the existing Area E 

and Area J. The floor of the existing 

Area E portion is raised from 6,000 feet 

MSL to 8,000 feet MSL and the floor of 

the existing Area J portion is retained at 

8,000 feet MSL. Additionally, a portion 

of Class B airspace is established 

beyond the existing Area E and Area J 

external SFO Class B boundaries with a 

floor of 8,000 feet MSL. Area Q extends 

upward from 8,000 feet MSL, to and 

including 10,000 feet MSL, to capture 

delay vectoring for runway 10 and 19 

IFR arrival aircraft. 

Regulatory Notices and Analyses 

The FAA has determined that this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current. It, therefore: (1) Is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 


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‘‘significant rule’’ under Department of 

Transportation (DOT) Regulatory 

Policies and Procedures (44 FR 11034; 

February 26, 1979); and (3) does not 

warrant preparation of a regulatory 

evaluation as the anticipated impact is 

so minimal. Since this is a routine 

matter that only affects air traffic 

procedures and air navigation, it is 

certified that this rule, when 

promulgated, does not have a significant 

economic impact on a substantial 

number of small entities under the 

criteria of the Regulatory Flexibility Act. 

Environmental Review 

The FAA has determined that this 

action of redesigning Class B airspace 

associated with the KSFO for the 

purpose of reducing the potential for 

midair collisions in airspace around 

airports with high-density air traffic, 

qualifies for categorical exclusion under 

the National Environmental Policy Act 

and its agency-specific implementing 

regulations in FAA Order 1050.1F, 

‘‘Environmental Impacts: Policies and 

Procedures’’ regarding categorical 

exclusions for procedural actions at 

paragraph 5–6.5.a, which categorically 

excludes from full environmental 

impact review rulemaking actions that 

designate or modify classes of airspace 

areas, airways, routes, and reporting 

points. This airspace action is an 

editorial change only and is not 

expected to result in any potentially 

significant environmental impacts. In 

accordance with FAA Order 1050.1F, 

paragraph 5–2 regarding Extraordinary 

Circumstances, this action has been 

reviewed for factors and circumstances 

in which a normally categorically 

excluded action may have a significant 

environmental impact requiring further 

analysis, and it is determined that no 

extraordinary circumstances exist that 

warrant preparation of an 

environmental assessment. 

Paperwork Reduction Act 

The Paperwork Reduction Act of 1995 

(44 U.S.C. 3507(d)) requires that the 

FAA consider the impact of paperwork 

and other information collection 

burdens imposed on the public. We 

have determined that there is no new 

information collection requirement 

associated with this rule. 

Regulatory Evaluation 

Changes to Federal regulations must 

undergo several economic analyses. 

First, Executive Order 12866 and 

Executive Order 13563 direct that each 

Federal agency shall propose or adopt a 

regulation only upon a reasoned 

determination that the benefits of the 

intended regulation justify its costs. 

Second, the Regulatory Flexibility Act 

of 1980 (Pub. L. 96–354) requires 

agencies to analyze the economic 

impact of regulatory changes on small 

entities. Third, the Trade Agreements 

Act (Pub. L. 96–39) prohibits agencies 

from setting standards that create 

unnecessary obstacles to the foreign 

commerce of the United States. In 

developing U.S. standards, the Trade 

Act requires agencies to consider 

international standards and, where 

appropriate, that they be the basis of 

U.S. standards. Fourth, the Unfunded 

Mandates Reform Act of 1995 (Pub. L. 

104–4) requires agencies to prepare a 

written assessment of the costs, benefits, 

and other effects of proposed or final 

rules that include a Federal mandate 

likely to result in the expenditure by 

State, local, or tribal governments, in the 

aggregate, or by the private sector, of 

$100 million or more annually (adjusted 

for inflation with base year of 1995). 

Department of Transportation Order 

DOT 2100.5 prescribes policies and 

procedures for simplification, analysis, 

and review of regulations. If the 

expected cost impact is so minimal that 

a proposed or final rule does not 

warrant a full evaluation, this order 

permits that a statement to that effect 

and the basis for it to be included in the 

preamble if a full regulatory evaluation 

of the cost and benefits is not prepared. 

Such a determination has been made for 

this final rule. The reasoning for this 

determination follows. 

It is appropriate to redesign SFO Class 

B airspace for reasons described earlier 

including the availability of new 

procedures such as the use of 

‘‘Optimized Profile Descents,’’ advances 

in technology; migration to GPS from 

ground based navigation facilities and 

updated charting criteria. 

This regulation will modify the San 

Francisco, CA, (SFO) Class B airspace 

area to improve the flow of air traffic, 

enhance safety and reduce the potential 

for midair collision in the SFO Class B 

airspace area while accommodating the 

concerns of airspace users. This effort 

supports the FAA’s national airspace 

redesign goal of optimizing terminal and 

enroute airspace to reduce aircraft 

delays and improve system capacity. 

The Class B airspace redesign may 

enhance opportunities for more fuelefficient descent profiles. 

Further, the SFO Class B airspace 

redesign will enhance safety by 

containing IFR traffic arriving and 

departing SFO within the confines of 

Class B airspace and will better 

segregate IFR and VFR aircraft. 

Finally, the regulation will return 

current Class B airspace that is not being 

used for SFO airport arrivals or 

departures to the NAS. Because it will 

modify SFO Class B airspace to take 

advantage of more fuel efficient 

approaches and optimize terminal and 

enroute airspace to reduce delays and 

improve system capacity, the rule is 

expected to be a minimal cost rule with 

the potential to result in minor cost 

savings. 

FAA has, therefore, determined that 

this final rule is not a ‘‘significant 

regulatory action’’ as defined in section 

3(f) of Executive Order 12866, and is not 

‘‘significant’’ as defined in DOT’s 

Regulatory Policies and Procedures. 

Regulatory Flexibility Determination 

The Regulatory Flexibility Act of 1980 

(Pub. L. 96–354) (RFA) establishes ‘‘as a 

principle of regulatory issuance that 

agencies shall endeavor, consistent with 

the objectives of the rule and of 

applicable statutes, to fit regulatory and 

informational requirements to the scale 

of the businesses, organizations, and 

governmental jurisdictions subject to 

regulation.’’ To achieve this principle, 

agencies are required to solicit and 

consider flexible regulatory proposals 

and to explain the rationale for their 

actions to assure that such proposals are 

given serious consideration. The RFA 

covers a wide-range of small entities, 

including small businesses, not-for 

profit organizations, and small 

governmental jurisdictions. Agencies 

must perform a review to determine 

whether a rule will have a significant 

economic impact on a substantial 

number of small entities. If the agency 

determines that it will, the agency must 

prepare a regulatory flexibility analysis 

as described in the RFA. However, if an 

agency determines that a rule is not 

expected to have a significant economic 

impact on a substantial number of small 

entities, section 605(b) of the RFA 

provides that the head of the agency 

may so certify and a regulatory 

flexibility analysis is not required. The 

certification must include a statement 

providing the factual basis for this 

determination, and the reasoning should 

be clear. 

The redesign of the SFO Class B 

airspace will not affect a substantial 

number of small entities because the 

redesign does not alter or amend any 

existing flight path at SFO. Any change 

to an existing flight path will be 

achieved through a separate action. 

Therefore, the expected outcome, if any, 

will be a minimal economic impact on 

small entities affected by this 

rulemaking action. 

If an agency determines that a 

rulemaking will not result in a 

significant economic impact on a 

substantial number of small entities, the 


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Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations 26573 

head of the agency may so certify under 

section 605(b) of the RFA. Therefore, as 

provided in section 605(b), the head of 

the FAA certifies that this rulemaking 

will not result in a significant economic 

impact on a substantial number of small 

entities. 

International Trade Impact Assessment 

The Trade Agreements Act of 1979 

(Pub. L. 96–39), as amended by the 

Uruguay Round Agreements Act (Pub. 

L. 103–465), prohibits Federal agencies 

from establishing standards or engaging 

in related activities that create 

unnecessary obstacles to the foreign 

commerce of the United States. 

Pursuant to these Acts, the 

establishment of standards is not 

considered an unnecessary obstacle to 

the foreign commerce of the United 

States, so long as the standard has a 

legitimate domestic objective, such as 

the protection of safety, and does not 

operate in a manner that excludes 

imports that meet this objective. The 

statute also requires consideration of 

international standards and, where 

appropriate, that they be the basis for 

U.S. standards. The FAA has assessed 

the potential effect of this final rule and 

determined that it will improve safety 

and is consistent with the Trade 

Agreements Act. 

Unfunded Mandates Assessment 

Title II of the Unfunded Mandates 

Reform Act of 1995 (Pub. L. 104–4) 

requires each Federal agency to prepare 

a written statement assessing the effects 

of any Federal mandate in a proposed or 

final agency rule that may result in an 

expenditure of $100 million or more (in 

1995 dollars) in any one year by State, 

local, and tribal governments, in the 

aggregate, or by the private sector; such 

a mandate is deemed to be a ‘‘significant 

regulatory action.’’ The FAA currently 

uses an inflation-adjusted value of $155 

million in lieu of $100 million. This 

final rule does not contain such a 

mandate; therefore, the requirements of 

Title II of the Act do not apply. 

List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

The Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends 14 CFR part 71 as follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND E AIRSPACE AREAS; AIR 

TRAFFIC SERVICE ROUTES; AND 

REPORTING POINTS 

■ 1. The authority citation for part 71 

continues to read as follows: 

Authority: 49 U.S.C. 106 (f),106(g); 40103, 

40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR, 

1959–1963 Comp., p. 389. 

§ 71.1 [Amended] 

■ 2. The incorporation by reference in 

14 CFR 71.1 of the FAA Order 7400.11B, 

Airspace Designations and Reporting 

Points, dated August 3, 2017, and 

effective September 15, 2017, is 

amended as follows: 

Paragraph 3000 Subpart B—Class B 

Airspace. 

* * * * * 

AWP CA B San Francisco, CA 

San Francisco International Airport (Primary 

Airport) 

(Lat. 37°37′08′′ N, long. 122°22′32′′ W) 

Boundaries. 

Area A. That airspace extending upward 

from the surface to and including 10,000 feet 

MSL within the area bounded by a line 

beginning at lat. 37°41′40′′ N, long. 

122°29′11′′ W; to lat. 37°42′32′′ N, long. 

122°28′07′′ W; to lat. 37°43′08′′ N, long. 

122°27′05′′ W; to lat. 37°43′31′′ N, long. 

122°26′10′′ W; to lat. 37°43′52′′ N, long. 

122°25′04′′ W; to lat. 37°44′04′′ N, long. 

122°24′05′′ W; to lat. 37°44′10′′ N, long. 

122°23′03′′ W; to lat. 37°44′10′′ N, long. 

122°21′53′′ W; to lat. 37°44′03′′ N, long. 

122°20′43′′ W; to lat. 37°43′52′′ N, long. 

122°19′49′′ W; to lat. 37°43′37′′ N, long. 

122°18′59′′ W; to lat. 37°42′40′′ N, long. 

122°16′43′′ W; to lat. 37°40′21′′ N, long. 

122°14′12′′ W; to lat. 37°35′32′′ N, long. 

122°14′06′′ W; to lat. 37°33′53′′ N, long. 

122°14′49′′ W; to lat. 37°33′00′′ N, long. 

122°15′24′′ W; to lat. 37°33′39′′ N, long. 

122°16′55′′ W; to lat. 37°33′38′′ N, long. 

122°17′48′′ W; to lat. 37°32′57′′ N, long. 

122°20′25′′ W; to lat. 37°32′54′′ N, long. 

122°22′20′′ W; to lat. 37°33′08′′ N, long. 

122°22′36′′ W; to lat. 37°33′36′′ N, long. 

122°22′58′′ W; to lat. 37°33′56′′ N, long. 

122°23′19′′ W; to lat. 37°34′01′′ N, long. 

122°23′34′′ W; to lat. 37°34′17′′ N, long. 

122°23′50′′ W; to lat. 37°34′29′′ N, long. 

122°24′01′′ W; to lat. 37°35′00′′ N, long. 

122°24′17′′ W; to lat. 37°36′09′′ N, long. 

122°25′36′′ W; to lat. 37°36′22′′ N, long. 

122°25′42′′ W; to lat. 37°36′42′′ N, long. 

122°25′34′′ W; to lat. 37°38′26′′ N, long. 

122°29′41′′ W; to lat. 37°39′25′′ N, long. 

122°29′41′′ W; to lat. 37°40′32′′ N, long. 

122°29′44′′ W; to lat. 37°41′08′′ N, long. 

122°29′46′′ W, thence to the point of 

beginning. 

Area B. That airspace extending upward 

from 1,500 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°35′32′′ N, long. 

122°14′06′′ W; to lat. 37°35′11′′ N, long. 

122°11′13′′ W; to lat. 37°32′49′′ N, long. 

122°12′15′′ W; to lat. 37°31′29′′ N, long. 

122°13′08′′ W; to lat. 37°33′00′′ N, long. 

122°15′24′′ W; to lat. 37°33′53′′ N, long. 

122°14′49′′ W, thence to the point of 

beginning. 

Area C. That airspace extending upward 

from 1,600 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°41′25′′ N, long. 

122°30′23′′ W; to lat. 37°41′08′′ N, long. 

122°29′46′′ W; to lat. 37°40′32′′ N, long. 

122°29′44′′ W; to lat. 37°39′25′′ N, long. 

122°29′41′′ W; to lat. 37°40′04′′ N, long. 

122°31′15′′ W, thence to the point of 

beginning. 

Area D. That airspace extending upward 

from 2,100 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°44′35′′ N, long. 

122°35′53′′ W; to lat. 37°41′40′′ N, long. 

122°29′11′′ W; to lat. 37°41′08′′ N, long. 

122°29′46′′ W; to lat. 37°40′32′′ N, long. 

122°29′44′′ W; to lat. 37°39′25′′ N, long. 

122°29′41′′ W; to lat. 37°38′42′′ N, long. 

122°29′41′′ W; to lat. 37°38′26′′ N, long. 

122°29′41′′ W; to lat. 37°39′19′′ N, long. 

122°31′44′′ W; to lat. 37°41′47′′ N, long. 

122°37′40′′ W, thence to the point of 

beginning. 

Area E. That airspace extending upward 

from 2,100 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°44′15′′ N, long. 

122°28′11′′ W; to lat. 37°47′12′′ N, long. 

122°18′31′′ W; to lat. 37°45′33′′ N, long. 

122°14′38′′ W; to lat. 37°44′42′′ N, long. 

122°15′13′′ W; to lat. 37°42′17′′ N, long. 

122°11′39′′ W; to lat. 37°39′53′′ N, long. 

122°11′31′′ W; to lat. 37°35′11′′ N, long. 

122°11′13′′ W; to lat. 37°35′32′′ N, long. 

122°14′06′′ W; to lat. 37°40′21′′ N, long. 

122°14′12′′ W; to lat. 37°42′40′′ N, long. 

122°16′43′′ W; to lat. 37°43′37′′ N, long. 

122°18′59′′ W; to lat. 37°43′52′′ N, long. 

122°19′49′′ W; to lat. 37°44′03′′ N, long. 

122°20′43′′ W; to lat. 37°44′10′′ N, long. 

122°21′53′′ W; to lat. 37°44′10′′ N, long. 

122°23′03′′ W; to lat. 37°44′04′′ N, long. 

122°24′05′′ W; to lat. 37°43′52′′ N, long. 

122°25′04′′ W; to lat. 37°43′31′′ N, long. 

122°26′10′′ W; to lat. 37°43′08′′ N, long. 

122°27′05′′ W; to lat. 37°42′32′′ N, long. 

122°28′07′′ W, thence to the point of 

beginning. 

Area F. That airspace extending upward 

from 2,300 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°35′11′′ N, long. 

122°11′13′′ W; to lat. 37°34′12′′ N, long. 

122°08′08′′ W; to lat. 37°32′01′′ N, long. 

122°09′06′′ W; to lat. 37°29′30′′ N, long. 

122°08′21′′ W; to lat. 37°29′02′′ N, long. 

122°11′17′′ W; to lat. 37°30′53′′ N, long. 

122°14′38′′ W; to lat. 37°33′38′′ N, long. 

122°17′48′′ W; to lat. 37°33′39′′ N, long. 

122°16′55′′ W; to lat. 37°33′00′′ N, long. 

122°15′24′′ W; to lat. 37°31′29′′ N, long. 

122°13′08′′ W; to lat. 37°32′49′′ N, long. 

122°12′15′′ W, thence to the point of 

beginning. 

Area G. That airspace extending upward 

from 3,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°50′22′′ N, long. 

122°41′07′′ W; to lat. 37°47′11′′ N, long. 

122°36′40′′ W; to lat. 37°51′35′′ N, long. 

122°29′32′′ W; to lat. 37°51′03′′ N, long. 

122°20′24′′ W; to lat. 37°47′58′′ N, long. 

122°13′04′′ W; to lat. 37°45′33′′ N, long. 

122°14′38′′ W; to lat. 37°47′12′′ N, long. 

122°18′31′′ W; to lat. 37°44′15′′ N, long. 

122°28′11′′ W; to lat. 37°42′32′′ N, long. 

122°28′07′′ W; to lat. 37°41′40′′ N, long. 

122°29′11′′ W; to lat. 37°44′35′′ N, long. 


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122°35′53′′ W; to lat. 37°41′47′′ N, long. 

122°37′40′′ W; to lat. 37°39′19′′ N, long. 

122°31′44′′ W; to lat. 37°38′26′′ N, long. 

122°29′41′′ W; to lat. 37°36′42′′ N, long. 

122°25′34′′ W; to lat. 37°36′22′′ N, long. 

122°25′42′′ W; to lat. 37°36′09′′ N, long. 

122°25′36′′ W; to lat. 37°35′00′′ N, long. 

122°24′17′′ W; to lat. 37°34′29′′ N, long. 

122°24′01′′ W; to lat. 37°34′17′′ N, long. 

122°23′50′′ W; to lat. 37°40′37′′ N, long. 

122°39′05′′ W; to lat. 37°46′40′′ N, long. 

122°47′13′′ W, thence to the point of 

beginning. 

Area H. That airspace extending upward 

from 3,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°39′53′′ N, long. 

122°11′31′′ W; to lat. 37°34′50′′ N, long. 

122°03′58′′ W; to lat. 37°30′24′′ N, long. 

122°05′54′′ W; to lat. 37°27′10′′ N, long. 

122°07′39′′ W; to lat. 37°26′26′′ N, long. 

122°10′38′′ W; to lat. 37°28′39′′ N, long. 

122°13′10′′ W; to lat. 37°32′19′′ N, long. 

122°21′54′′ W; to lat. 37°32′54′′ N, long. 

122°22′20′′ W; to lat. 37°32′57′′ N, long. 

122°20′25′′ W; to lat. 37°33′38′′ N, long. 

122°17′48′′ W; to lat. 37°30′53′′ N, long. 

122°14′38′′ W; to lat. 37°29′02′′ N, long. 

122°11′17′′ W; to lat. 37°29′30′′ N, long. 

122°08′21′′ W; to lat. 37°32′01′′ N, long. 

122°09′06′′ W; to lat. 37°34′12′′ N, long. 

122°08′08′′ W; to lat. 37°35′11′′ N, long. 

122°11′13′′ W, thence to the point of 

beginning. 

Area I. That airspace extending upward 

from 4,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°55′31′′ N, long. 

122°23′04′′ W; to lat. 37°53′11′′ N, long. 

122°09′28′′ W; to lat. 37°41′50′′ N, long. 

121°57′39′′ W; to lat. 37°32′33′′ N, long. 

121°55′58′′ W; to lat. 37°28′19′′ N, long. 

121°57′49′′ W; to lat. 37°22′19′′ N, long. 

122°05′04′′ W; to lat. 37°20′04′′ N, long. 

122°07′47′′ W; to lat. 37°22′58′′ N, long. 

122°19′36′′ W; to lat. 37°29′37′′ N, long. 

122°27′17′′ W; to lat. 37°39′32′′ N, long. 

122°51′17′′ W; to lat. 37°44′03′′ N, long. 

122°51′30′′ W; to lat. 37°46′40′′ N, long. 

122°47′13′′ W; to lat. 37°40′37′′ N, long. 

122°39′05′′ W; to lat. 37°34′17′′ N, long. 

122°23′50′′ W; to lat. 37°34′01′′ N, long. 

122°23′34′′ W; to lat. 37°33′56′′ N, long. 

122°23′19′′ W; to lat. 37°33′36′′ N, long. 

122°22′58′′ W; to lat. 37°33′08′′ N, long. 

122°22′36′′ W; to lat. 37°32′54′′ N, long. 

122°22′20′′ W; to lat. 37°32′19′′ N, long. 

122°21′54′′ W; to lat. 37°28′39′′ N, long. 

122°13′10′′ W; to lat. 37°26′26′′ N, long. 

122°10′38′′ W; to lat. 37°27′10′′ N, long. 

122°07′39′′ W; to lat. 37°30′24′′ N, long. 

122°05′54′′ W; to lat. 37°34′50′′ N, long. 

122°03′58′′ W; to lat. 37°39′53′′ N, long. 

122°11′31′′ W; to lat. 37°42′17′′ N, long. 

122°11′39′′ W; to lat. 37°44′42′′ N, long. 

122°15′13′′ W; to lat. 37°45′33′′ N, long. 

122°14′38′′ W; to lat. 37°47′58′′ N, long. 

122°13′04′′ W; to lat. 37°51′03′′ N, long. 

122°20′24′′ W; to lat. 37°51′35′′ N, long. 

122°29′32′′ W, thence to the point of 

beginning. 

Area J. That airspace extending upward 

from 5,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 38°00′00′′ N, long. 

122°25′00′′ W; to lat. 37°58′50′′ N, long. 

122°05′45′′ W; to lat. 37°53′11′′ N, long. 

122°09′28′′ W; to lat. 37°55′31′′ N, long. 

122°23′04′′ W; to lat. 37°51′35′′ N, long. 

122°29′32′′ W; to lat. 37°47′11′′ N, long. 

122°36′40′′ W; to lat. 37°50′22′′ N, long. 

122°41′07′′ W, thence to the point of 

beginning. 

Area K. That airspace extending upward 

from 6,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°58′50′′ N, long. 

122°05′45′′ W; to lat. 37°54′06′′ N, long. 

121°59′12′′ W; to lat. 37°51′17′′ N, long. 

121°58′51′′ W; to lat. 37°53′11′′ N, long. 

122°09′28′′ W; thence to the point of 

beginning. 

Area L. That airspace extending upward 

from 5,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°53′11′′ N, long. 

122°09′28′′ W; to lat. 37°51′17′′ N, long. 

121°58′51′′ W; to lat. 37°41′50′′ N, long. 

121°57′39′′ W; thence to the point of 

beginning. 

Area M. That airspace extending upward 

from 6,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°39′32′′ N, long. 

122°51′17′′ W; to lat. 37°29′37′′ N, long. 

122°27′17′′ W; to lat. 37°22′58′′ N, long. 

122°19′36′′ W; to lat. 37°20′04′′ N, long. 

122°07′47′′ W; to lat. 37°22′19′′ N, long. 

122°05′04′′ W; to lat. 37°28′19′′ N, long. 

121°57′49′′ W; to lat. 37°32′33′′ N, long. 

121°55′58′′ W; to lat. 37°32′27′′ N, long. 

121°53′05′′ W; to lat. 37°32′54′′ N, long. 

121°51′09′′ W; to lat. 37°28′25′′ N, long. 

121°49′25′′ W; to lat. 37°24′12′′ N, long. 

121°55′56′′ W; to lat. 37°19′04′′ N, long. 

122°03′49′′ W; to lat. 37°10′36′′ N, long. 

122°00′30′′ W; to lat. 37°15′08′′ N, long. 

122°24′54′′ W; to lat. 37°15′04′′ N, long. 

122°24′55′′ W; to lat. 37°15′03′′ N, long. 

122°25′01′′ W; to lat. 37°14′54′′ N, long. 

122°25′07′′ W; to lat. 37°14′39′′ N, long. 

122°25′00′′ W; to lat. 37°14′29′′ N, long. 

122°25′03′′ W; to lat. 37°14′01′′ N, long. 

122°24′53′′ W; to lat. 37°13′34′′ N, long. 

122°24′30′′ W; to lat. 37°13′18′′ N, long. 

122°24′26′′ W; to lat. 37°13′02′′ N, long. 

122°24′31′′ W; to lat. 37°12′01′′ N, long. 

122°24′30′′ W; to lat. 37°11′24′′ N, long. 

122°23′57′′ W; to lat. 37°11′10′′ N, long. 

122°23′54′′ W; to lat. 37°11′01′′ N, long. 

122°23′38′′ W; to lat. 37°11′03′′ N, long. 

122°23′27′′ W; to lat. 37°10′59′′ N, long. 

122°22′55′′ W; to lat. 37°10′45′′ N, long. 

122°22′39′′ W; to lat. 37°10′34′′ N, long. 

122°22′20′′ W; to lat. 37°10′25′′ N, long. 

122°22′09′′ W; to lat. 37°10′11′′ N, long. 

122°21′57′′ W; to lat. 37°15′22′′ N, long. 

122°50′17′′ W, thence to the point of 

beginning. 

Area N. That airspace extending upward 

from 8,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°10′36′′ N, long. 

122°00′30′′ W; to lat. 37°15′08′′ N, long. 

122°24′54′′ W; to lat. 37°15′04′′ N, long. 

122°24′55′′ W; to lat. 37°15′03′′ N, long. 

122°25′01′′ W; to lat. 37°14′54′′ N, long. 

122°25′07′′ W; to lat. 37°14′39′′ N, long. 

122°25′00′′ W; to lat. 37°14′29′′ N, long. 

122°25′03′′ W; to lat. 37°14′01′′ N, long. 

122°24′53′′ W; to lat. 37°13′34′′ N, long. 

122°24′30′′ W; to lat. 37°13′18′′ N, long. 

122°24′26′′ W; to lat. 37°13′02′′ N, long. 

122°24′31′′ W; to lat. 37°12′01′′ N, long. 

122°24′30′′ W; to lat. 37°11′24′′ N, long. 

122°23′57′′ W; to lat. 37°11′10′′ N, long. 

122°23′54′′ W; to lat. 37°11′01′′ N, long. 

122°23′38′′ W; to lat. 37°11′03′′ N, long. 

122°23′27′′ W; to lat. 37°10′59′′ N, long. 

122°22′55′′ W; to lat. 37°10′45′′ N, long. 

122°22′39′′ W; to lat. 37°10′34′′ N, long. 

122°22′20′′ W; to lat. 37°10′25′′ N, long. 

122°22′09′′ W; to lat. 37°10′11′′ N, long. 

122°21′57′′ W; to lat. 37°05′50′′ N, long. 

121°58′38′′ W, thence to the point of 

beginning. 

Area O. That airspace extending upward 

from 7,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°54′06′′ N, long. 

121°59′12′′ W; to lat. 37°51′25′′ N, long. 

121°55′58′′ W; to lat. 37°42′02′′ N, long. 

121°51′17′′ W; to lat. 37°41′50′′ N, long. 

121°57′39′′ W; to lat. 37°51′17′′ N, long. 

121°58′51′′ W, thence to the point of 

beginning. 

Area P. That airspace extending upward 

from 7,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°32′54′′ N, long. 

121°51′09′′ W; to lat. 37°33′53′′ N, long. 

121°46′49′′ W; to lat. 37°29′10′′ N, long. 

121°45′04′′ W; to lat. 37°26′32′′ N, long. 

121°45′50′′ W; to lat. 37°22′31′′ N, long. 

121°52′05′′ W; to lat. 37°24′12′′ N, long. 

121°55′56′′ W; to lat. 37°28′25′′ N, long. 

121°49′25′′ W, thence to the point of 

beginning. 

Area Q. That airspace extending upward 

from 8,000 feet MSL to and including 10,000 

feet MSL within the area bounded by a line 

beginning at lat. 37°41′50′′ N, long. 

121°57′39′′ W; to lat. 37°42′02′′ N, long. 

121°51′17′′ W; to lat. 37°35′02′′ N, long. 

121°37′45′′ W; to lat. 37°31′02′′ N, long. 

121°37′11′′ W; to lat. 37°23′32′′ N, long. 

121°42′43′′ W; to lat. 37°22′31′′ N, long. 

121°52′05′′ W; to lat. 37°26′32′′ N, long. 

121°45′50′′ W; to lat. 37°29′10′′ N, long. 

121°45′04′′ W; to lat. 37°33′53′′ N, long. 

121°46′49′′ W; to lat. 37°32′27′′ N, long. 

121°53′05′′ W; to lat. 37°32′33′′ N, long. 

121°55′58′′ W, thence to the point of 

beginning. 

Issued in Washington, DC, on May 30, 

2018. 

Rodger A. Dean Jr., 

Manager, Airspace Policy Group. 

BILLING CODE 4910–13–P 


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Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations 26575 

[FR Doc. 2018–12304 Filed 6–7–18; 8:45 am] 

BILLING CODE 4910–13–C 

DEPARTMENT OF HEALTH AND 

HUMAN SERVICES 

Food and Drug Administration 

21 CFR Part 878 

[Docket No. FDA–2018–N–1900] 

Medical Devices; General and Plastic 

Surgery Devices; Classification of the 

Microneedling Device for Aesthetic 

Use 

AGENCY: Food and Drug Administration, 

HHS. 

ACTION: Final order. 

SUMMARY: The Food and Drug 

Administration (FDA or we) is 

classifying the microneedling device for 

aesthetic use into class II (special 

controls). The special controls that 

apply to the device type are identified 

in this order and will be part of the 

codified language for the microneedling 

device for aesthetic use’s classification. 

We are taking this action because we 

have determined that classifying the 

device into class II (special controls) 

will provide a reasonable assurance of 

safety and effectiveness of the device. 

We believe this action will also enhance 

patients’ access to beneficial innovative 

devices, in part by reducing regulatory 

burdens. 

DATES: This order is effective June 8, 

2018. The classification was applicable 

on March 1, 2018. 

FOR FURTHER INFORMATION CONTACT: 

Kimberly Ferlin, Center for Devices and 

Radiological Health, Food and Drug 

Administration, 10903 New Hampshire 

Ave., Bldg. 66, Rm. G449, Silver Spring, 

MD, 20993–0002, 240–402–1834, 

Kimberly.Ferlin@fda.hhs.gov. 

SUPPLEMENTARY INFORMATION: 

I. Background 

Upon request, FDA has classified the 

microneedling device for aesthetic use 

as class II (special controls), which we 


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