Federal Register / Vol. 63, No. 96 /Tuesday, May 19, 1998 / Proposed Rules 27519

Issued in Renton, Washington, on May 13,

1998.

John J. Hickey,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–13311 Filed 5–18–98; 8:45 am]

BILLING CODE 4910–13–P

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).

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/suldocs 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
27520 Federal Register / Vol. 63, No. 96 /Tuesday, May 19, 1998 / Proposed Rules

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-incommand 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
Federal Register / Vol. 63, No. 96 /Tuesday, May 19, 1998 / Proposed Rules 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.

§ 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°44′01′′N., long. 117°11′23′′W.)

MCAS Miramar, Miramar, CA (Primary

Airport)

(lat. 32°52′06′′N., long. 117°08′33′′W.)

POGGI VORTAC (PGY)

(lat. 32°36′37′′N., long. 116°58′45′′W.)

Oceanside VORTAC (OCN)

(lat. 33°14′26′′N., long. 117°25′04′′W.)

Julian VORTAC (JLI)

(lat. 33°08′26′′N., long. 116°35′09′′W.)

Mission Bay VORTAC (MZB)

(lat. 32°46′56′′N., long. 117°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° radial and the eastern edge of

Warning Area 291 (W–291) (lat. 32°59′31′′N.,

long. 117°47′25′′W.); thence east via the JLI

262° radial to intercept the MZB 325° radial
27522 Federal Register / Vol. 63, No. 96 /Tuesday, May 19, 1998 / Proposed Rules

(lat. 33°02′13′′N., long. 117°26′14′′W.); thence

southeast via the MZB 325° radial to

intercept the JLI 257° radial (lat. 32°58′53′′N.,

long. 117°23′27′′W.); thence west via the JLI

257° radial to intercept the OCN 200° radial

(lat. 32°57′02′′N., long. 117°32′35′′W.); thence

south via the OCN 200° radial to the

intersection of the OCN 200° radial and the

eastern edge of W–291 (lat. 32°45′23′′N.,

long. 117°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°

radial (lat. 32°45′23′′N., long. 117°37′35′′W.);

thence north via the OCN 200° radial to

intercept the JLI 257° radial (lat. 32°57′02′′N.,

long. 117°32′35′′W.); thence east via the JLI

257° radial to intercept the OCN 182° radial

(lat. 32°58′25′′N., long. 117°25′44′′W.); thence

south via the OCN 182° radial to intercept the

PGY 290° radial (lat. 32°45′02′′N., long.

117°26′17′′W.); thence east via the PGY 290°

radial to the intersection of the PGY 290°

radial and the 32°43′22′′ latitude line (lat.

32°43′22′′N., long. 117°20′47′′W.); thence east

via the 32°43′22′′ latitude line to intercept the

OCN 171° radial (lat. 32°43′22′′N., long.

117°19′15′′W.); thence south via the OCN

171° radial to intercept the PGY 279° radial

(lat. 32°39′14′′N., long. 117°18′28′′W.); thence

west via the PGY 279° to intercept the eastern

edge of W–291 (lat. 32°41′27′′N., long.

117°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° and the JLI 257° radials (lat.

32°58′25′′N., long. 117°25′44′′W.); thence east

via the JLI 257° radial to intercept the MZB

325° radial (lat. 32°58′53′′N., long.

117°23′27′′W.); thence southeast via the MZB

325° radial to intercept the OCN 167° radial

(lat. 32°54′08′′N., long. 117°19′31′′W.); thence

south via the OCN 167° radial to intercept the

MZB 310° radial (lat. 32°50′28′′N., long.

117°18′30′′W.); thence southeast via the MZB

310° radial to the Mission Bay VORTAC;

thence west via the MZB 279° radial to

intercept the OCN 171° radial (lat.

32°47′48′′N., long. 117°20′04′′W.); thence

south via the OCN 171° radial to the

intersection of the OCN 171° radial and the

32°43′22′′ latitude line (lat. 32°43′22′′N.,

long. 117°19′15′′W.); thence west via the

32°43′22′′ latitude line to intercept the PGY

290° radial (lat. 32°43′22′′N., long.

117°20′47′′W.); thence west via the PGY 290°

radial to intercept the OCN 182° radial (lat.

32°45′02′′N., long. 117°26′17′′W.); thence

north via the OCN 182° 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° and the JLI 257° radials (lat.

32°58′53′′ N., long. 117°23′27′′ W.); thence

southeast direct to the intersection of I–5, I–

805, and the JLI 247° radial (lat. 32°54′31′′ N.,

long. 117°13′39′′ W.); thence south direct to

the intersection of I–5 and Genessee Avenue

(lat. 32°53′13′′ N., long. 117°13′40′′ W.);

thence south direct to the intersection of

Genessee Avenue and Route 52 (lat.

32°50′49′′ N., long. 117°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° radial (lat. 32°53′11′′ N., long.

117°19′15′′ W.); thence north via the OCN

167 radial to intercept the MZB 325° radial

(lat. 32°54′08′′ N., long. 117°19′31′′ W.);

thence northwest via the MZB 325° 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° and the JLI 252° radials (lat.

32°58′21′′ N., long. 117°11′37′′ W.); thence

east via the JLI 252° radial to intercept the

OCN 135° radial (lat. 32°59′32′′ N., long.

117°07′24′′ W.); thence southeast via the

OCN 135° radial to intercept the MZB 027°

radial (lat. 32°58′45′′ N., long. 117°06′29′′

W.); thence southwest via the MZB 027°

radial to intercept the JLI 247° radial (lat.

32°56′45′′ N., long. 117°07′35′′ W.); thence

southwest via the JLI 247° radial to intercept

the MZB 008° radial (lat. 32°55′05′′ N., long.

117°12′10′′ W.); thence north via the MZB

008° 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° radial (lat.

32°54′31′′ N., long. 117°13′39′′ W.); thence

southeast direct to the departure end of

MCAS Miramar Runway 24R (lat. 32°51′49′′

N., long. 117°09′55′′ W.); thence east direct to

the approach end of MCAS Miramar Runway

28 centerline (lat. 32°51′57′′ N., long.

117°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°51′14′′ N., long.

117°03′03′′ W.); thence southwest direct to

the intersection of the Gillespie Field Class

D airspace area and the MZB 065° radial (lat.

32°51′00′′ N., long. 117°03′10′′ W.); thence

west direct to the intersection of Santo Road,

Route 52, and the 32°50′25′′ N. latitude line

(lat. 32°50′25′′ N., long. 117°05′48′′ W.);

thence west via the 32°50′25′′ N. latitude line

to the intersection of 32°50′25′′ N. latitude

line and Route 52 (lat. 32°50′25′′ N., long.

117°09′50′′ W.); thence northwest direct to

the intersection of Route 52 and I–805 (lat.

32°50′50′′ N., long. 117°10′40′′ W.); thence

west direct to the intersection of Route 52

and Genessee Avenue (lat. 32°50′49′′ N.,

long. 117°12′08′′ W.); thence northwest direct

to the intersection of I–5 and Genessee

Avenue (lat. 32°53′13′′ N., long. 117°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° and the JLI 247° radials (lat. 32°57′38′′

N., long. 117°05′10′′ W.); thence southeast via

the OCN 135° radial to intercept the south

boundary line of the MCAS Miramar Class E

airspace area (lat. 32°52′03′′ N., long.

116°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°51′14′′ N., long. 117°03′03′′ W.); thence

west direct to the approach end of MCAS

Miramar Runway 28 (lat. 32°51′57′′ N., long.

117°07′37′′ W.); thence west direct to the

departure end of MCAS Miramar Runway

24R (lat. 32°51′49′′ N., long. 117°09′55′′ W.);

thence northwest direct to the intersection of

I–5, I–805, and the JLI 247° radial (lat.

32°54′31′′ N., long. 117°13′39′′ W.); thence

northeast via the JLI 247° 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° and the JLI 247° radial (lat.

32°57′38′′ N., long. 117°05′10′′ W.); thence

northeast via the JLI 247° radial to intercept

the OCN 130° radial (lat. 32°58′33′′ N., long.

117°02′38′′ W.); thence southeast via the

OCN 130° radial to the PGY 006° radial (lat.

32°54′12′′ N., long. 116°56′33′′ W.); thence

south via the PGY 006° radial to the southern

boundary line of the MCAS Miramar Class E

airspace area (lat. 32°52′22′′ N., long.

116°56′47′′ W.); thence west along the

southern boundary line to intercept the OCN

135° radial (lat. 32°52′03′′ N., long.

116°58′35′′ W.); thence northwest via the

OCN 135° 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° and the JLI 247° radials (lat.

32°58′33′′ N., long. 117°02′38′′ W.); thence

northeast via the JLI 247° radial to intercept

the OCN 127° radial (lat. 32°59′08′′ N., long.

117°01′01′′ W.); thence southeast via the

OCN 127° radial to intercept the PGY 010°

radial (lat. 32°55′11′′ N., long. 116°54′52′′

W.); thence south via the PGY 010° radial to

the southern boundary line of the MCAS

Miramar Class E airspace area (lat. 32°52′37′′

N., long. 116°55′24′′ W.); thence west along

the southern boundary line to intercept the

PGY 006° radial (lat. 32°52′22′′ N., long. 116°

56′47′′ W.); thence north via the PGY 006°

radial to intercept the OCN 130° radial (lat.

32°54′12′′ N., long. 116°56′33′′ W.); thence

northwest via the OCN 130° 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° radial (lat. 32°52′28′′ N., long.

116°56′13′′ W.); thence southeast via the

OCN 132° radial to intercept the JLI 201°

radial (lat. 32°44′36′′ N., long. 116°45′59′′

W.); thence south via the JLI 201° radial to

intercept the PGY 083° radial (lat. 32°37′37′′

N., long. 116°49′08′′ W.); thence west via the

PGY 083° radial to the POGGI VORTAC;

thence northeast via the PGY 069 radial to

intercept the JLI 207° radial (lat. 32°38′25′′

N., long. 116°53′13′′ W.); thence northeast via

the JLI 207° radial to intercept the MZB 099°

radial (lat. 32°43′45′′ N., long. 116°50′02′′

W.); thence west via the MZB 099° radial to

the Mission Bay VORTAC; thence via the

MZB 310° radial to intercept the OCN 167°

radial (lat. 32°50′28′′ N., long. 117°18′30′′
Federal Register / Vol. 63, No. 96 /Tuesday, May 19, 1998 / Proposed Rules 27523

W.); thence north via the OCN 167° radial to

intercept the westerly extension of the

Montgomery Field Runway 10L/28R

centerline (lat. 32°53′11′′ N., long. 117°19′15′′

W.); thence southeast direct to the

intersection of Route 52 and Genessee

Avenue (lat. 32°50′49′′ N., long. 117°12′08′′

W.); thence east direct to the intersection of

Route 52 and I–805 (lat. 32°50′50′′ N., long.

117°10′40′′ W.); thence southeast direct to the

intersection of Route 52 and the 32°50′25′′ N.

latitude line (lat. 32°50′25′′ N., long.

117°09′50′′ W.); thence east along the

32°50′25′′ N. latitude line to the intersection

of the 32°50′25′′ N. latitude line, Route 52,

and Santo Road (lat. 32°50′25′′ N., long.

117°05′48′′ W.); thence east direct to the

intersection of the MZB 065° radial and the

Gillespie Field Class D airspace area (lat.

32°51′00′′ N., long. 117°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°51′14′′ N., long.

117°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° and the MZB 091° radials (lat.

32°46′31′′ N., long. 116°48′29′′ W.); thence

east via the MZB 091° radial to intercept the

JLI 191° radial (lat. 32°46′22′′ N., long.

116°40′14′′ W.); thence south via the JLI 191°

radial to intercept the PGY 083° radial (lat.

32°38′20′′ N., long. 116°42′04′′ W.); thence

west via the PGY 083° radial to intercept the

JLI 201° radial (lat. 32°37′37′′ N., long.

116°49′08′′ W.); thence north via the JLI 201°

radial to intercept the OCN 132° radial (lat.

32°44′36′′ N., long. 116°45′59′′ W.); thence

northwest via the OCN 132° 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° and the MZB 279° radials (lat.

32°47′48′′N., long. 117°20′04′′W.); thence east

via the MZB 279° radial to the Mission Bay

VORTAC; thence east via the MZB 099°

radial to the MZB 099° radial 10 DME fix (lat.

32°45′21′′N., long. 117°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°42′02′′N., long. 117°03′11′′W.); thence

southwest direct to the intersection of the

PGY 300° radial and the MZB 10-mile arc

(lat. 32°39′47′′N., long. 117°05′13′′W.); thence

northwest via the PGY 300° radial to the PGY

300° radial 13.5 DME fix (lat. 32°43′22′′N.,

long. 117°12′36′′W.); thence west direct to

the OCN 171° radial 31.4 DME fix (lat.

32°43′22′′N., long. 117°19′15′′W.); thence

north via the OCN 171° 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° radial (lat. 32°46′11′′N., long.

117°07′55′′W.); thence south direct to

intersection of I–5 and Highway 94 (lat.

32°42′49′′N., long. 117°08′51′′W.); thence

southerly via I–5 to the intersection of I–5

and the MZB 10-mile arc (lat. 32°39′00′′N.,

long. 117°06′17′′W.); thence clockwise via

the MZB 10-mile arc to intersect the Silver

Strand Boulevard (lat. 32°37′54′′N., long.

117°08′23′′W.); thence northwesterly via the

Silver Strand Boulevard to the Hotel del

Coronado (south end of Coronado Island) (lat.

32°40′51′′N., long. 117°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° radial

10 DME fix (lat. 32°45′21′′N., long.

117°01′49′′W.); thence east via the MZB 099°

radial to the MZB 099° radial 13 DME fix (lat.

32°44′53′′N., long. 116°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°41′11′′N., long. 116°59′42′′W.); thence

southwest direct to the intersection of the

MZB 13-mile arc and the PGY 300° radial

(lat. 32°38′14′′N., long. 117°02′03′′W.); thence

northwest via the PGY 300° radial to the

intersection the PGY 300° radial and the

MZB 10-mile arc (lat. 32°39′47′′N., long.

117°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°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° radial

13 DME fix (lat. 32°44′53′′N., long.

116°58′18′′W.); thence east via the MZB 099°

radial to the MZB 099° radial 15 DME fix (lat.

32°44′34′′N., long. 116°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°40′37′′N., long. 116°57′24′′W.); thence

southwest direct to the intersection of the

MZB 15-mile arc and the PGY 300° radial

(lat. 32°37′13′′N., long. 116°59′58′′W.); thence

northwest via the PGY 300° radial to the PGY

300° radial 13 DME fix (lat. 32°38′14′′N.,

long. 117°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°41′11′′N., long.

116°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° radial

15 DME fix (lat. 32°44′34′′N., long.

116°55′58′′W.); thence east via the MZB 099°

radial to intercept the JLI 207° radial (lat.

32°43′45′′N., long. 116°50′02′′W.); thence

southwest along the JLI 207° radial to

intercept the PGY 069° radial (lat.

32°38′25′′N., long. 116°53′13′′W.); thence

southwest via the PGY 069° radial to the

POGGI VORTAC; thence northwest via the

PGY 300° radial to intercept the MZB 15-mile

arc (lat. 32°37′13′′N., long. 116°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°40′37′′N., long.

116°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° radial and the eastern edge of W–

291 (lat. 32°41′27′′N., long. 117°35′27′′W.);

thence east via the PGY 279° radial to the

intersection of the PGY 279° radial, the MZB

10-mile arc, and Silver Strand Boulevard (lat.

32°37′54′′N., long. 117°08′23′′W.); thence

northeast direct to the intersection of the

MZB 10-mile arc and I–5 (lat. 32°39′00′′N.,

long. 117°06′17′′W.); thence northeast direct

to the intersection of MZB 10-mile arc and

the PGY 300° radial (lat. 32°39′47′′N., long.

117°05′13′′W.); thence southeast via the PGY

300° radial to the POGGI VORTAC; thence

west via the PGY 264° radial to the eastern

edge of W–291 (lat. 32°33′40′′N., long.

117°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° radial 31.4 DME fix (lat.

32°43′22′′N., long. 117°19′15′′W.); thence east

direct to the intersection of the PGY 300°

radial 13.5 DME fix (lat. 32°43′22′′N., long.

117°12′36′′W.); thence southeast via the PGY

300° radial to the intersection of the PGY

300° radial and the MZB 10-mile arc (lat.

32°39′47′′N., long. 117°05′13′′W.); thence

southwest direct to the intersection of the

MZB 10-mile arc and I–5 (lat. 32°39′00′′N.,

long. 117°06′17′′W.); thence southwest direct

to the intersection of the PGY 279° radial, the

MZB 10-mile arc, and Silver Strand

Boulevard (lat. 32°37′54′′N., long.

117°08′23′′W.); thence west via the PGY 279°

radial to intercept the OCN 171° radial (lat.

32°39′14′′N., long. 117°18′28′′W.); thence

north via the OCN 171° 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° and the JLI 257° radials (lat.

33°01′36′′N., long. 117°09′51′′W.); thence east

via the JLI 257° radial to intercept the OCN

115° radial (lat. 33°03′53′′N., long.

116°58′19′′W.); thence via the OCN 115°

radial to intercept the PGY 019° radial (lat.

33°00′13′′N., long. 116°49′06′′W.); thence

south via the PGY 019° radial to intercept the

OCN 121° radial (lat. 32°56′51′′N., long.

116°50′29′′W.); thence northwest via the

OCN 121° radial to intercept the JLI 247°

radial (lat. 33°00′25′′N., long. 116°57′28′′W.);

thence southwest via the JLI 247° radial to

intercept the MZB 027° radial (lat.

32°56′45′′N., long. 117°07′35′′W.); thence

northeast via the MZB 027° radial to

intercept the OCN 135° radial (lat.

32°58′45′′N., long. 117°06′29′′W.); thence

northwest via the OCN 135° 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° and the MZB 325° radials (lat.

33°02′13′′N., long. 117°26′14′′W.); thence east

via the JLI 262° radial to intercept the OCN

115° radial (lat. 33°05′14′′N., long.

117°01′43′′W.); thence southeast via the OCN

115° radial to intercept the JLI 257° radial

(lat. 33°03′53′′N., long. 116°58′19′′W.); thence

west via the JLI 257° radial to intercept the
27524 Federal Register / Vol. 63, No. 96 /Tuesday, May 19, 1998 / Proposed Rules

MZB 008° radial (lat. 33°01′21′′N., long.

117°11′07′′W.); thence south via the MZB

008° radial to intercept the JLI 247° radial

(lat. 32°55′05′′N., long. 117°12′10′′W.); thence

southwest via the JLI 247° radial to the

intersection of I–5, I–805, and the JLI 247°

radial (lat. 32°54′31′′N., long. 117°13′39′′W.);

thence northwest direct to the intersection of

the JLI 257° and the MZB 325° radials (lat.

32°58′53′′N., long. 117°23′27′′W.); thence

northwest via the MZB 325° 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° and the JLI 247° radials (lat.

32°59′08′′N., long. 117°01′01′′W.); thence

northeast via the JLI 247° radial to intercept

the OCN 121° radial (lat. 33°00′25′′N., long.

116°57′28′′W.); thence southeast via the OCN

121° radial to intercept the PGY 019° radial

(lat. 32°56′51′′N., long. 116°50′29′′W.); thence

south via the PGY 019° radial to intercept a

line extending east from the southern

boundary of the MCAS Miramar Class E

airspace area (lat. 32°53′14′′N., long.

116°51′58′′W.); thence west along the

southern boundary line to intercept the PGY

010° radial (lat. 32°52′37′′N., long.

116°55′24′′W.); thence north via the PGY

010° radial to intercept the OCN 127° radial

(lat. 32°55′11′′N., long. 116°54′52′′W.); thence

northwest via the OCN 127° 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° and the JLI 257° radials (lat.

33°01′21′′N., long. 117°11′07′′W.); thence east

via the JLI 257° radial to intercept the OCN

135° radial (lat. 33°01′36′′N., long.

117°09′51′′W.); thence southeast via the OCN

135° radial to intercept the JLI 252° radial

(lat. 32°59′32′′N., long. 117°07′24′′W.); thence

southwest via the JLI 252° radial to intercept

the MZB 008° radial (lat. 32°58′21′′N., long.

117°11′37′′W); thence north via the MZB

008° 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
Federal Register / Vol. 63, No. 96 /Tuesday, May 19, 1998 / Proposed Rules 27525

[FR Doc. 98–13263 Filed 5–18–98; 8:45 am]

BILLING CODE 4910–13–C