[Federal Register Volume 83, Number 13 (Friday, January 19, 2018)]
[Proposed Rules]
[Pages 2747-2757]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2018-01023]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2017-0653; Airspace Docket No. 17-AWA-2]


Proposed Amendment of Class B Airspace; San Francisco, CA

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This action proposes to modify 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.
    This notice does not constitute either a final decision of the FAA 
or a re-opening of the FAA's August 6, 2014, final decision for the 
Northern California (NorCal) Optimization of Airspace and Procedures in 
the Metroplex (OAPM) project.

DATES: Comments must be received on or before March 20, 2018.

ADDRESSES: Send comments on this proposal to the U.S. Department of 
Transportation, Docket Operations, 1200 New Jersey Avenue SE, West 
Building Ground Floor, Room W12-140, Washington, DC 20590-0001; 
telephone: 1 (800) 647-5527, or (202) 366-9826. You must identify FAA 
Docket No. FAA-2017-0653 and Airspace Docket No. 17-AWA-2 at the 
beginning of your comments. You may also submit comments through the 
internet at http://www.regulations.gov. You may review the public 
docket containing the proposal, any comments received, and any final 
disposition in person in the Dockets Office between 9:00 a.m. and 5:00 
p.m., Monday through Friday, except Federal holidays. The Docket Office 
(telephone 1 (800) 647-5527), is on the ground floor of the building at 
the above address.
    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

[[Page 2748]]

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 would modify the San Francisco, CA, Class B airspace 
area to improve the flow of air traffic and enhance safety within the 
National Airspace System (NAS).

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, 
aspects of the proposal.
    Communications should identify both docket numbers (FAA Docket No. 
FAA-2017-0653 and Airspace Docket No. 17-AWA-2) and be submitted in 
triplicate to the Docket Management Facility (see ADDRESSES section for 
address and phone number). You may also submit comments through the 
internet at http://www.regulations.gov.
    Commenters wishing the FAA to acknowledge receipt of their comments 
on this action must submit with those comments a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Nos. FAA-2017-0653 and Airspace Docket No. 17-AWA-2.'' The 
postcard will be date/time stamped and returned to the commenter.
    All communications received on or before the specified closing date 
for comments will be considered before taking action on the proposed 
rule. The proposal contained in this action may be changed in light of 
comments received. All comments submitted will be available for 
examination in the public docket both before and after the closing date 
for comments. A report summarizing each substantive public contact with 
FAA personnel concerned with this rulemaking will be filed in the 
docket.

Availability of NPRMs

    An electronic copy of this document may be downloaded through the 
internet at http://www.regulations.gov. Recently published rulemaking 
documents can also be accessed through the FAA's web page at http://www.faa.gov/air_traffic/publications/airspace_amendments/.
    You may review the public docket containing the proposal, any 
comments received and any final disposition in person in the Dockets 
Office (see ADDRESSES section for address and phone number) between 
9:00 a.m. and 5.00 p.m., Monday through Friday, except Federal 
holidays. An informal docket may also be examined during normal 
business hours at the office of the Western Service Center, Federal 
Aviation Administration, 1601 Lind Ave. SW, Renton, WA 98057.

Availability and Summary of Documents for Incorporation by Reference

    This document proposes to amend 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.

Background

    The FAA issued a final rule establishing the San Francisco, CA, 
Terminal Control Area (37 FR 21928, October, 17, 1972), Airspace Docket 
No. 72-WA-10, FR. Doc. 72-17641. As a result of the Airspace 
Reclassification final rule (56 FR 65638, December 17, 1991) Docket No. 
24456, FR Doc. 91-29869, which became effective in 1993, the terms 
``terminal control area'' and ``airport radar service area'' were 
replaced by ``Class B airspace area'' and ``Class C airspace area,'' 
respectively. The primary purpose of a Class B airspace area is to 
reduce the potential for midair collisions in the airspace surrounding 
airports with high-density air traffic operations by providing an area 
in which all aircraft are subject to certain operating rules and 
equipment requirements.
    The SFO Class B airspace area was last modified in 2000 (65 FR 
36060, June 7, 2000), Airspace Docket No. 97-AWA-1, FR Doc. 00-14046, 
using air traffic activity levels from the 1990s, and has not been 
modified since. The following activities have occurred since then 
making it appropriate to redesign the current San Francisco Class B 
airspace.
    <bullet> Updates to instrument approach procedure charting 
criteria.
    <bullet> Advances in flight deck technology that allows aircraft 
automation to manage both the lateral and vertical flight path.
    <bullet> Advances in airframe technology, specifically efficiencies 
in wing design.
    <bullet> Industry adoption of ``optimized profile descent'' 
procedures that provide a constant angle descent into the terminal 
area.
    <bullet> Industry-wide migration to satellite-based global 
positioning system (GPS) area navigation procedures from procedures 
utilizing ground-based navigational facilities.
    In 2014, as part of the Next Generation Air Transportation System 
(NextGen),\1\ the FAA completed the NorCal OAPM project. The OAPM 
initiatives, generally, address airspace congestion, airports in close 
geographical proximity, and other limiting factors that reduce 
efficiency in busy metroplex airspace. The NorCal OAPM project included 
14 new RNAV STARs, 18 new RNAV SIDs, 2 revised existing RNAV Stars, 22 
existing conventional STARs, and 28 existing conventional SIDs. As part 
of the NorCal OAPM project, the FAA conducted an environmental 
assessment under the National Environmental Policy Act of 1969 (NEPA) 
(42 U.S.C. 4321, et seq.) and on August 7, 2014 issued its Finding of 
No Significant Impact (FONSI) and Record of Decision (ROD).
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    \1\ To achieve NextGen goals, the FAA is implementing new Area 
Navigation (RNAV) and Required Navigation Performance (RNP) air 
traffic routes and instrument procedures RNAV Standard Instrument 
Departures (SIDs), RNAV Standard Terminal Arrival Routes (STARs), 
and RNAV Standard Instrument Approach Procedures (SIAPs) that use 
emerging technologies and aircraft navigation capabilities. The 
implementation of RNAV and RNP procedures enables the use of other 
Performance Based Navigation (PBN) technology in the NAS, and 
facilitates more efficient procedures such as Optimized Profile 
Descents (OPD). The FAA complies with the requirements of applicable 
federal environmental statutes, regulations and FAA procedures, 
standards and Orders, including community outreach, as appropriate, 
before it undertakes and implements new procedures or potential 
modifications to currently published procedures.

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[[Page 2749]]

    Consistent with the recent NorCal OAPM project, the proposed 
modifications to the SFO Class B airspace area moves the identification 
methods of the Class B airspace away from reliance on ground-based 
navigational aids to utilizing GPS technology and leveraging the 
increased use of graphical flight system displays. The proposed 
airspace modifications are based on current lateral flight paths and 
take into account the NorCal OAPM-implemented satellite-based area 
navigation procedures at San Francisco International Airport. These 
NorCal OAPM-based RNAV arrival procedures, known as ``Optimized Profile 
Descents'', utilize a shallow descent angle consistent with today's 
aircraft design to allow for a more fuel-efficient descent profile. 
Today's SFO fleet consists of new-generation aircraft such as the B737-
NG, B747-400, B777, B787, and the A321, A340, A380. The newer 
generation of aircraft utilize a more efficient wing design that 
requires a shallower descent at reduced power levels.
    Moreover, due to limitations of the current SFO Class B airspace 
configuration, air traffic had to interrupt the optimal profile descent 
on instrument approach procedures to keep aircraft within Class B 
airspace while flying published instrument approach procedures, which 
is contrary to FAA Orders guidance. Modeling of existing traffic flows 
has shown that the proposed expanded Class B airspace would enhance 
safety by containing all instrument approach procedures, and associated 
traffic patterns, within the confines of Class B airspace and better 
segregate IFR aircraft arriving/departing SFO and visual flight rules 
(VFR) aircraft operating in the vicinity of the SFO Class B airspace 
area. The proposed Class B airspace modifications described in this 
NPRM are intended to address these issues.
    In areas where current Class B airspace is no longer required to 
contain San Francisco International Airport arrivals or departures, the 
FAA is proposing to remove that airspace from the proposed Class B 
airspace modifications and re-designate it as Class E or Class G 
airspace, as appropriate.

Pre-NPRM Public Input

    In 2015, the FAA initiated action to form an Ad Hoc Committee to 
seek input and recommendations from representatives of effected 
aviation segments for the FAA to consider in designing proposed 
modifications to the SFO Class B airspace area. Participants in the 
committee included representatives from the National Business Aviation 
Association (NBAA), Aircraft Owners and Pilots Association (AOPA), 
Airlines Pilot Association (ALPA), California Pilots Association, San 
Carlos Airport Association, Palo Alto Pilots Association, California 
Department of Transportation, California Highway Patrol, United and 
Southwest Airlines, City of Palo Alto, United Sates Coast Guard, San 
Mateo County Airports, San Francisco Airport Commission, and Hewlett 
Packard Enterprise. The Ad Hoc Committee report included general group 
consensus recommendations and individual recommendations. A copy of the 
report has been placed in the docket for this rulemaking action.
    As announced in the Federal Register (81 FR 78756, November 9, 
2016), FR Doc. 2016-27089, three informal airspace meetings were held; 
one each on January 30, 2017, at the Burlingame Public Library, 
Burlingame, CA; on January 31, 2017, at the Martin Luther King Library, 
San Jose, CA; and on February 1, 2017, at the Port of Oakland Building, 
Oakland, CA. These meetings provided interested airspace users with an 
opportunity to present their views and offer recommendations regarding 
the planned modification of the SFO Class B airspace area.
    All substantive airspace recommendations made by the Ad Hoc 
Committee and public comments received as a result of the informal 
airspace meetings, regarding proposed modifications to the SFO Class B 
airspace area, were considered in developing this proposal.

Discussion of Ad Hoc Committee Recommendations and Comments

    The Ad Hoc Committee recommended the FAA modify the design of the 
current Class B surface area (Area A) by moving the southern boundary 
slightly north to follow Interstate 280 and defining the northern and 
eastern boundaries using a DME arc off of the SFO VOR/DME.
    The FAA partially adopted this recommendation by moving the Area A 
southern boundary northward, to the extent practicable, but is 
proposing to describe the northern and eastern boundaries recommended 
arc using geographic coordinates to move the identification of the SFO 
Class B airspace area away from a reliance on using ground-based 
navigational aids in favor of using GPS technology and leveraging the 
increased use of graphical flight system displays.
    The Ad Hoc Committee suggested the FAA review the design of the 
proposed Area N further for opportunities of greater stratification or 
subdivision. They noted the underlying area included high terrain and 
that it would benefit general aviation to have higher altitudes to 
operate beneath the Class B airspace and offered that a new fix on the 
SERFR Two STAR, with an altitude crossing restriction of at or above 
8,000 feet, should be considered as a method to provide a higher floor 
altitude within this area.
    The FAA reviewed the proposed Area N as suggested and adopted this 
recommendation; adjusting the proposed Area N floor of Class B airspace 
to be 8,000 feet MSL, accordingly. Additionally, to ensure the SFO 
SERFR STAR is contained within the existing Class B airspace area, the 
FAA plans to add an altitude crossing restriction of ``at or above 
8,000 feet MSL'' approximately 8 miles southeast of the EDDYY waypoint.
    The Ad Hoc Committee also suggested the FAA evaluate the design of 
proposed Area Q further for consolidation [presumably with other 
proposed Class B sub-areas] and to align the eastern boundary with a 
VOR/DME arc and/or prominent geographical landmarks (preferably both). 
The Ad Hoc Committee recommended adjusting the eastern boundary by 
relocating it to the southern edge of Lake Del Valle and proceed 
southbound to Mount Hamilton or using the SFO 33-mile DME arc.
    The FAA does not agree with this recommendation. The eastern 
boundary of Area Q is located where IFR arriving aircraft are 
descending via the DYMND and YOSEM STARs passing through 10,000 feet 
MSL. Moving the boundary westward to Lake Del Valle is not considered 
operationally feasible by air traffic control. Additionally, relying on 
an arc off the SFO DME would result in an unnecessary increase in the 
size of Class B airspace. However, the FAA plans to establish VFR 
waypoints at Cedar Mountain and Lick Observatory (atop Mount Hamilton) 
to aid VFR pilots with visually identifying the lateral confines of the 
proposed Class B airspace.
    In addition to the three specific recommendation above, the Ad Hoc 
Committee went on to offer a number of general recommendations that 
included amending the Oakland Class C airspace area concurrently with 
this action, disclosing whether any proposed airspace changes are the 
result of a trend of Traffic alert and Collision Avoidance System 
(TCAS) resolution advisories (RAs), publishing SFO Class B airspace 
amendments to coincide with VFR Class B Enhancement Graphic 
initiatives, defining new VFR transition routes to circumnavigate Class 
B airspace areas

[[Page 2750]]

using prominent geographic landmarks and VFR waypoints, including an 
insert depicting commonly used Oakland overflight routes on the SFO 
Flyway Planning Chart, defining the Class B airspace sub-areas using 
VOR/DME radial and arcs and/or prominent geographic landmarks, 
containing Class B airspace areas with the associated Mode C veil, 
depicting the STAR/SID fix closest to the outer boundary of Class B 
airspace should be show on VFR Flyway Planning Charts and IFR Enroute 
Charts, and conducting extensive outreach prior to informal airspace 
meetings to ensure comment periods are adequately advertised.
    The FAA has considered the general recommendations provided by the 
Ad Hoc Committee and offers the following. Modifying the Oakland Class 
C airspace concurrently with this action is outside the scope of this 
action. With respect to the use of TCAS RA reports or trends, they are 
generally a consideration in many Class B amendment actions; however, 
they were not used to justify this proposed action. To the 
recommendations associated with the VFR Class B Enhancement Graphic 
initiatives, defining new VFR transition routes, depicting commonly 
used overflight routes on Flyway Planning Charts, defining Class B 
airspace sub-areas using radials, arcs, or geographic landmarks, 
depicting STAR/SID fixes closest to the outer boundary of Class B 
airspace areas, and conducting extensive outreach prior to informal 
airspace meetings, they all have merit and the FAA plans to consider 
the recommendations as provided. Lastly, for the recommendation 
addressing containment of Class B airspace areas within associated Mode 
C veils, further consideration is required since Class B airspace areas 
and the Mode C veil around Class B primary airports are not dependent 
on each other.
    Several recommendations from individual Ad Hoc Committee members 
raised concerns/issues regarding the development of air traffic 
management tools, perceived concerns over existing instrument 
procedures and/or air traffic control services at SFO, concurrent 
modifications to Oakland Class C airspace, regulatory airspeed 
restrictions, and general complaints about the philosophy, policy, and 
processing actions underpinning the rulemaking requirements for 
modifying Class B airspace areas. These concerns/issues are not 
addressed as part of this proposal.

Discussion of Informal Airspace Meeting Comments

    As a result of the informal airspace meetings, the FAA received 
comments from 51 commenters, including 3 organizations that represented 
one or more groups of individuals.
    Thirty-four comments were received from 28 individuals and one 
organization representing multiple citizen groups raising concerns with 
respect to potential noise impacts as a result of the proposed airspace 
changes. Most of the comments cited a recent increase in noise due to 
changes in air traffic flight patterns within the last year.
    The Class B airspace redesign development process is intended to 
identify and address safety concerns associated with the proposed 
airspace configuration. The designation or modification of this 
proposed airspace does not create an adverse environmental impact. The 
FAA complies with the requirements of applicable federal statutes, 
regulations and its internal Orders, including evaluating noise impacts 
associated with all new air traffic procedures and potential 
modifications to currently published procedures. Therefore, 
environmental evaluations and considerations are followed and 
undertaken before implementing instrument flight procedures, including 
when appropriate Diverse Vector Areas, not the designation of 
controlled airspace areas to contain those procedures. The FAA is 
continuing its work on an initiative requested by three congressional 
representatives to address existing noise concerns in Santa Cruz, Santa 
Clara, San Mateo, and San Francisco Counties. Additionally, concerned 
citizens can contact the FAA's Aviation Noise Ombudsman to submit 
existing noise complaints at email <a href="/cdn-cgi/l/email-protection#f9c0d4b8aeb8d49796908a9cb6949b8c9d8a949897b99f9898d79e968f"><span class="__cf_email__" data-cfemail="11283c5046503c7f7e7862745e7c736475627c707f517770703f767e67">[email protected]</span></a>.
    Eight commenters cited an expected negative impact on glider and 
general aviation practice operations near Mount Diablo due to the 
eastward expansion of Class B airspace.
    The FAA adjusted the proposed Class B airspace boundaries in the 
vicinity of the glider and general aviation practice operations near 
Mount Diablo by moving the boundaries westward to mitigate these 
concerns, as much as possible, while still ensuring containment of IFR 
arrival aircraft within Class B airspace. Additionally, the floor of 
the proposed Class B airspace near Mount Diablo was retained at 6,000 
feet MSL in one sub-area and raised from 6,000 feet MSL to 7,000 feet 
MSL in another to accommodate the glider and general aviation aircraft 
operations near the proposed Class B airspace area.
    Eight commenters expressed a general dissatisfaction with the 
informal public meeting schedule, location, and/or briefing materials.
    The FAA held three informal airspace meetings on separate days and 
in different locations to seek public input from different communities 
underlying the proposed Class B airspace to aid in developing this 
proposed modification of the SFO Class B airspace area. The FAA 
recognizes the benefits associated with hosting informal airspace 
meetings and seeking input on airspace actions from the public; 
requiring notices of informal airspace meetings be sent 60 to 90 days 
prior to the first meeting to all known licensed pilots, state aviation 
agencies, airport manager/operators, and operators of parachute, 
sailplane, ultra-light, and balloon clubs within a 100-mile radius of 
the primary airport for Class B airspace actions. As a result, these 
comments will be retained and considered in the planning of future 
informal public meetings to help the public better understand proposed 
airspace changes and to enhance substantive public input for future 
airspace actions.
    Five commenters expressed support for the continuation and 
development of more VFR corridors to allow VFR pilots to transition the 
San Francisco Bay area without entering the Class B airspace. However, 
one of the five commenters also recommended that the FAA develop a VFR 
corridor with lateral and vertical paths through the Class B airspace 
area. With the exception of the commenter that actually recommended the 
FAA include a VFR Flight Corridor through SFO Class B airspace, the FAA 
read the other four commenters' inputs to actually be addressing 
support for the continuation of VFR flyways and not VFR corridors.
    The FAA appreciates the support for retaining the VFR flyways that 
circumnavigate the SFO Class B airspace area, but does not agree with 
developing a VFR corridor through the Class B airspace. The current 
Class B airspace area has five VFR flyways that surround the Class B 
surface area and reside under the Class B shelves. Three of the five 
VFR flyways also have alternate transitions to further support 
circumnavigating around and under Class B airspace. With the proposed 
modifications to the SFO Class B airspace area, four flyways will 
remain unchanged, but one VFR flyway, located southeast of SFO, will 
require a 400-foot reduction of the suggested altitude, from

[[Page 2751]]

below 2,500 to below 2,100, for the portion of the flyway that falls 
under proposed new Area F. The FAA believes that these existing VFR 
flyway options are sufficient to continue supporting the VFR aircraft 
flying in the vicinity of SFO.
    Four commenters cited safety concerns for VFR aircraft operations 
beneath the floor of the proposed Class B airspace due to congestion, 
proximity to terrain, and airspace for a safe glide distance over San 
Francisco Bay.
    The FAA is taking action to modify the current class B airspace to 
contain all instrument procedures at SFO and the aircraft flying those 
procedures within Class B airspace, once they have entered it, to 
overcome the IFR aircraft entering, exiting, and re-entering Class B 
airspace while flying published instrument approaches and associated 
traffic patterns. The FAA acknowledges that some compression will occur 
and that non-participating VFR aircraft will have to fly above, below, 
or circumnavigate the proposed SFO Class B airspace in order to remain 
clear of it should they decide not to seek Class B airspace services. 
The floors of the proposed Class B airspace sub-areas were adjusted in 
most of the areas to the extent possible to raise the floor of the 
Class B airspace and mitigate the concerns. All aircraft operating 
beneath or in the vicinity of the SFO Class B airspace area are 
expected to continue to comply with the regulatory requirements of 
Title 14 of the Code of Federal Regulations (14 CFR) Sec.  91.111, 
titled Operating Near Other Aircraft, to avoid creating a collision 
hazard with other aircraft operating in the same airspace. 
Additionally, all aircraft operating in the same areas noted above are 
expected to continue complying 14 CFR Sec.  91.113, titled Right-of-Way 
Rules: Except Water operations, to ``see and avoid'' other aircraft as 
well. The FAA believes that continued general aviation pilot compliance 
with established flight rules regulatory requirement, and these two 
regulations specifically, will overcome the safety concerns raised by 
the commenters.
    Two commenters stated the use of geographic coordinates--instead of 
distances from navigation aids (NAVAIDs) or other reference points to 
define the individual airspace areas--would make navigation around, and 
the avoidance of, Class B airspace more difficult.
    The FAA acknowledges the concerns of the commenters, but has 
determined the use of geographic coordinates to define the Class B 
airspace area enables a much smaller area of Class B airspace to be 
designated or established to contain all IFR instrument procedures and 
arrival/departure operations. Further, the FAA believes the current 
trend toward increased use of GPS navigation and position tracking will 
mitigate the concern.
    Two commenters suggested the use of waypoints to facilitate the 
identification of the boundaries of Class B airspace areas.
    The FAA plans to adopt the commenters' suggestion. The development, 
designation, and charting of waypoints will follow established 
Aeronautical Information Services (AIS) processing requirements while 
the rulemaking requirements for proposing and designating Class B 
airspace modifications are accomplished. Collectively, that will result 
in the FAA using waypoints to identify Class B airspace boundaries.
    One comment was received from a user group associated with the 
United States Hang Gliding and Paragliding Association, including 39 
individual names, outlining the negative impact on hang glider 
operations within the Golden Gate National Recreation Area, and 
requesting specific adjustments.
    The FAA was able to partially adopt the Association's requested 
adjustments by amending the western boundary of the proposed Class B 
surface area airspace along the shore to minimize the impact to hang 
glider operations at the Fort Funston and Pacifica hang gliding and 
paragliding sites in the greater bay area, to the extent possible.
    One commenter expressed a safety concern that the expansion of 
Class B airspace into the Sunnyvale, CA area will result in aircraft 
arriving at San Francisco and San Jose using the same airspace 
simultaneously and may present a hazard to residents below.
    The FAA does not agree. The proposed modifications to the SFO Class 
B airspace area and the FAA's August 7, 2014 issuance of NorCal OAPM 
procedures for operations within the San Francisco terminal area were 
designed to keep aircraft arriving and departing at the San Francisco 
and San Jose International Airports segregated; ensuring safe and 
efficient arrival and departure operations at both locations.
    One commenter questioned whether the FAA can regulate airspace more 
than 12 miles off the coast of the United States.
    As part of this proposal relates to the navigable airspace outside 
the United States, this notice is submitted in consonance with the ICAO 
International Standards and Recommended Practices. Article 12 of the 
Chicago Convention provides that over the high seas the rules in force 
shall be those established under the Convention. Applicability of 
International Standards and Recommended Practices by the Air Traffic 
Service, FAA, in areas outside domestic airspace of the United States 
is governed by Annexes 2 and 11 to the Convention on International 
Civil Aviation, which pertain to the rules of the air and the 
establishment of air navigation facilities and services necessary to 
promoting the safe, orderly, and expeditious flow of civil air traffic. 
Their purpose is to insure that civil flying on international air 
routes is carried out under uniform conditions designed to improve the 
safety and efficiency of air operations.
    The International Standards and Recommended Practices in Annex 11 
apply in those parts of the airspace under the jurisdiction of a 
contracting state, derived from the International Civil Aviation 
Organization (ICAO), wherein air traffic services are provided and also 
whenever a contracting state accepts the responsibility of providing 
air traffic services over high seas or in airspace of undetermined 
sovereignty. A contracting state accepting such responsibility may 
apply the International Standards and Recommended Practices to civil 
aircraft in a manner consistent with that adopted for airspace under 
its domestic jurisdiction.

The Proposal

    The FAA is proposing an amendment to 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 nonparticipant 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 
proposed modifications to the SFO Class B airspace area are discussed 
below.
    Area A. The FAA proposes to modify the current Area A by moving the 
southern boundary northward to accommodate local hang glide operations, 
as much as possible. Minor modifications to the current Area A

[[Page 2752]]

northeast boundary are also incorporated by using geographic 
coordinates to define the surface area in the proposed legal 
description.\2\ The new Area A would continue to extend upward from the 
surface, to and including 10,000 feet MSL.
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    \2\ The Ad Hoc Committee found the modified design of existing 
Area A could be improved by the southern boundary being relocated 
slightly north to follow Interstate 280. Additionally, the northern 
and eastern boundary should be defined by a DME arc off of the SFO 
VOR/DME. The FAA agreed with this recommendation and has adjusted 
Area A in the NPRM to reflect geographic latitudes and longitudes to 
mimic an arc.
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    Area B. The FAA proposes to modify the current Area B by moving the 
southern boundary northward, the eastern boundary westward, and 
incorporating a small portion of the current Area F. The proposed Area 
B would also lower the floor of Class B airspace from the current Area 
B from 1,500 MSL to 1,400 MSL and from the current Area F portion from 
2,100 feet MSL to 1,400 feet MSL. The new Area B would extend upward 
from 1,400 feet MSL, to and including 10,000 feet MSL.
    Area C. The FAA proposes to establish a new Area C, located to the 
west of SFO beyond the proposed Area A, by incorporating small portions 
of the current Area F and current Area I. The proposed Area C would 
lower the floor of Class B airspace from the current Area F portion 
from 2,100 feet MSL to 1,600 feet MSL and raise the floor of Class B 
airspace from the current Area I portion from 1,500 feet MSL to 1,600 
feet MSL. The new Area C would extend upward from 1,600 feet MSL, to 
and including 10,000 feet MSL.
    Area D. The FAA proposes to establish a new Area D, located to the 
west of SFO beyond the proposed Area C, by incorporating small portions 
of the current Area F, current Area G, and current Area I. The proposed 
Area D would retain the floor of Class B airspace from the current Area 
F portion at 2,100 feet MSL, lower the floor of Class B airspace from 
the current Area G portion from 3,000 feet MSL to 2,100 feet MSL, and 
raise the floor of Class B airspace from the current Area I portion 
from 1,500 feet MSL to 2,100 feet MSL. The new Area D would extend 
upward from 2,100 feet MSL, to and including 10,000 feet MSL.
    Area E. The FAA proposes to establish a new Area E, located 
northwest of SFO extending clockwise to east of SFO beyond the proposed 
Area A, by incorporating a sliver of the current Area A and small 
portions of the current Area F and current Area G. The proposed Area E 
would raise the floor of Class B airspace from the current Area A 
portion from the surface to 2,100 feet MSL, retain the floor of Class B 
airspace from the current Area F portion at 2,100 feet MSL, and lower 
the floor of Class B airspace from the current Area G portion from 
3,000 feet MSL to 2,100 feet MSL. The new Area E would extend upward 
from 2,100 feet MSL, to and including 10,000 feet MSL.
    Area F. The FAA proposes to establish a new Area F, located to the 
southeast of SFO beyond the proposed Area B, by incorporating small 
portions of the current Area B, current Area C, current Area F, and 
current Area G. The proposed Area F would raise the floor of Class B 
airspace from the current Area B portion from 1,500 feet MSL to 2,100 
feet MSL, lower the floor of Class B airspace from the current Area C 
portion from 2,500 feet MSL to 2,100 feet MSL and current Area G 
portion from 3,000 feet MSL to 2,100 feet MSL, and retain the floor of 
Class B airspace from the current Area F portion at 2,100 feet MSL. The 
new Area F would extend upward from 2,100 feet MSL, to and including 
10,000 feet MSL.
    Area G. The FAA proposed to establish a new Area G, located to the 
northwest of SFO beyond the proposed Area D and proposed Area E, by 
incorporating small portions of the current Area A, current Area F, 
current Area G, current Area H, and current Area I. The proposed Area G 
would raise the floor of Class B airspace from the current Area A 
portion from the surface to 3,000 feet MSL, current Area F portion from 
2,100 feet MSL to 3,000 feet MSL, and current Area I portion from 1,500 
feet MSL to 3,000 feet MSL; retain the floor of Class B airspace from 
the current Area G portion at 3,000 feet MSL; and lower the floor of 
Class B airspace from the current Area H portion from 4,000 feet MSL to 
3,000 feet MSL. Additionally, the FAA would be establishing a sliver of 
Class B airspace beyond the current Area H external SFO Class B 
boundary. The new Area G would extend upward from 3,000 feet MSL, to 
and including 10,000 feet MSL.
    Area H. The FAA proposes to establish a new Area H, located 
southeast of SFO beyond the proposed Area E and proposed Area F, by 
incoporating small portions of the current Area A, current Area B, 
current AreaC, current Area D, current Area F, and current Area G. The 
proposed Area H would raise the floor of Class B airspace from the 
current Area A portion from the surface to 3,000 feet MSL, current Area 
B portion from 1,500 feet MSL to 3,000 feet MSL, current Area C portion 
from 2,500 feet MSL to 3,000 feet MSL, and current Area F portion from 
2,100 feet MSL to 3,000 feet MSL; retain the floor of Class B airspace 
from the current Area G portion at 3,000 feet MSL; and lower the floor 
of Class B airspace from the current Area D portion from 4,000 feet MSL 
to 3,000 feet MSL. The new Area H would extend upward from 3,000 feet 
MSL, to and including 10,000 feet MSL.
    Area I. The FAA proposes to establish a new Area I, located north 
of SFO extending clockwise around and to the west of SFO beyond the 
proposed Area E, proposed Area G, and proposed Area H, by incorporating 
small portions of the current Area A, current Area C, current Area D, 
current Area E, current Area F, current Area G, current Area H, current 
Area I, and current Area K. The proposed Area I would raise the floor 
of Class B airspace from the current Area A portion from the surface to 
4,000 feet MSL, current Area C portion from 2,500 feet MSL to 4,000 
feet MSL, current Area F portion from 2,100 feet MSL to 4,000 feet MSL, 
current Area G portion from 3,000 feet MSL to 4,000 feet MSL, current 
Area I portion from 1,500 feet MSL to 4,000 feet MSL; retain the floor 
of Class B airspace from the current Area D portion and current Area H 
portion at 4,000 feet MSL; and lower the floor of Class B airspace from 
the slivers of the current Area E portion from 6,000 feet MSL to 4,000 
feet MSL and current Area K portion from 5,000 feet MSL to 4,000 feet 
MSL. Additionally, the FAA would be establishing Class B airspace 
beyond the current Area E and current Area H external SFO Class B 
boundaries. The new Area I would extend upward from 4,000 feet MSL, to 
and including 10,000 feet MSL.
    Area J. The FAA proposes to establish a new Area J, located north 
of SFO beyond the proposed Area G and proposed Area I, by incorporating 
small portions of the current Area D, current Area E, current Area G, 
and current Area H. The proposed Area J would raise the floor of Class 
B airspace from the current Area G portion from 3,000 feet MSL to 5,000 
feet MSL and the current Area D portion and current Area H portion from 
4,000 feet MSL to 5,000 feet MSL, and lower the floor of Class B 
airspace from the current Area E portion from 6,000 feet MSL to 5,000 
feet MSL. Additionally, the FAA would be establishing Class B airspace 
beyond the current Area D, current Area E, and current Area G external 
SFO Class B boundaries. The new Area J would extend upward from 5,000 
feet MSL, to and including 10,000 feet MSL.
    Area K. The FAA proposes to establish a new Area K, located north 
of SFO beyond the proposed Area I and proposed Area L (described 
below), by

[[Page 2753]]

incorporating small portions of the current Area D and current Area E. 
The proposed Area K would raise the floor of Class B airspace from the 
current Area D portion from 4,000 feet MSL to 5,000 feet MSL and retain 
the floor of Class B airspace from the current Area E portion at 6,000 
feet MSL. Additionally, the FAA would be establishing a sliver of Class 
B airspace beyond the current Area E external SFO Class B boundary. The 
new Area K would extend upward from 6,000 feet MSL, to and including 
10,000 feet MSL.
    Area L. The FAA proposes to establish a new Area L, located 
northeast of SFO beyond the proposed Area I, by incorporating small 
portions of the current Area D and current Area E. The proposed Area L 
would raise the floor of Class B airspace from the current Area D 
portion from 4,000 feet MSL to 5,000 feet MSL and lower the floor of 
Class B airspace from the current Area E portion from 6,000 feet MSL to 
5,000 feet MSL. The new Area L would extend upward from 5,000 feet MSL, 
to and including 10,000 feet MSL.
    Area M. The FAA proposes to establish a new Area M, located south 
of SFO beyond the proposed Area I, by incorporating portions of the 
current Area D, current Area E, current Area G, current Area J, and 
current Area K. The proposed Area M would raise the floor of Class B 
airspace from the current Area D portion from 4,000 feet MSL to 6,000 
feet MSL, current Area G portion from 3,000 feet MSL to 6,000 feet MSL, 
and current Area K portion from 5,000 feet MSL to 6,000 feet MSL; 
retain the floor of Class B airspace from the current Area E portion at 
6,000 feet MSL; and lower the floor of Class B airspace from the 
current Area J from 8,000 feet MSL to 6,000 feet MSL. Additionally, the 
FAA would be establishing Class B airspace beyond the current Area E 
and current Area J external SFO Class B boundaries. The new Area M 
would extend upward from 6,000 feet MSL, to and including 10,000 feet 
MSL.
    Area N. The FAA proposes to establish a new Area N, located south-
southeast of SFO beyond the proposed Area M, by incorporating small 
portions of the current Area E and current Area J. The proposed Area N 
would raise the floor of Class B airspace from the current Area E 
portion from 6,000 feet MSL to 8,000 feet MSL and retain the floor of 
Class B airspace from the current Area J portion at 8,000 feet MSL. 
Additionally, the FAA would be establishing Class B airspace beyond the 
current Area J external SFO Class B boundary. The new Area N would 
extend upward from 8,000 feet MSL, to and including 10,000 feet MSL and 
have a higher floor from Area M due to accommodate VFR aircraft 
operating in higher terrain below the Class B airspace.\3\
---------------------------------------------------------------------------

    \3\ The Ad Hoc Committee found the design of Area N should be 
further reviewed by the FAA for opportunities of greater 
stratification or subdivision. They noted the underlying area 
included high terrain and that it would benefit general aviation to 
have higher altitudes to operate beneath the Class B airspace and 
offered that a new fix on the SERFR Two STAR, with an altitude 
crossing restriction of ``at or above 8,000 feet'' approximately 8 
miles southeast of the EDDYY waypoint, should be considered as a 
method to provide a higher floor altitude. To clarify, the FAA is in 
the process of amending SERFR2 for containment within the existing 
Class Bravo airspace. However, the FAA reviewed the proposed Area N 
as suggested and adopted this recommendation; adjusting the proposed 
Area N floor of Class B airspace to extend upward from 8,000 feet 
MSL.
---------------------------------------------------------------------------

    Area O. The FAA proposes to establish a new Area O, located 
northeast of SFO beyond the proposed Area L, within a portion of the 
current Area E. The proposed Area O would raise the floor of Class B 
airspace from the current Area E portion from 6,000 feet MSL to 7,000 
feet MSL to accommodate VFR traffic below due to higher terrain (Mount 
Diablo) and frequent use by general aviation aircraft. Additionally, 
the FAA would be establishing a sliver of Class B airspace beyond the 
current Area E external SFO Class B boundary. The new Area O would 
extend upward from 7,000 feet MSL, to and including 10,000 feet MSL.
    Area P. The FAA proposes to establish a new Area P, located east-
southeast of SFO beyond the proposed Area M, within a portion of the 
current Area J. The proposed Area P would lower the floor of Class B 
airspace from the current Area J portion from 8,000 feet MSL to 7,000 
feet MSL. Additionally, the FAA would be establishing a small portion 
of Class B airspace beyond the current Area J external SFO Class B 
boundary. The new Area P would extend upward from 7,000 feet MSL, to 
and including 10,000 feet MSL.
    Area Q. The FAA proposes to establish a new Area Q, located east of 
SFO beyond the proposed Area I and proposed Area P, within a portion of 
the current Area E and current Area J. The proposed Area P would raise 
the floor of Class B airspace from the current Area E portion from 
6,000 feet MSL to 8,000 feet MSL and retain the floor of Class B 
airspace from the current Area J portion at 8,000 feet MSL. 
Additionally, the FAA would be establishing Class B airspace beyond the 
current Area E and current Area J external SFO Class B boundaries to 
capture delay vectoring for runway 10 and 19 arrivals.\4\ The new Area 
Q would extend upward from 8,000 feet MSL, to and including 10,000 feet 
MSL. Proposed Area Q would expand the Class B airspace east of SFO 
beyond 30 NM.
---------------------------------------------------------------------------

    \4\ The Ad Hoc Committee suggested the FAA evaluate Area Q 
further for consolidation and to align the eastern boundary with a 
VOR/DME arc and/or prominent landmarks (preferably both). The Ad Hoc 
Committee urged the eastern boundary be relocated to the southern 
edge of Lake Del Valle proceeding southward to Mount Hamilton or use 
the SFO 33-mile DME arc. The FAA disagreed. The eastern boundary of 
Area Q is located where aircraft descending via the DYMND and YOSEM 
STARs pass through 10,000 feet MSL, moving the boundary westward to 
Lake Del Valle is not operationally feasible, and relying on an arc 
would result in an unnecessary increase in the size of Class B 
airspace. However, the FAA will establish VFR waypoints at Cedar 
Mountain and Lick Observatory (atop Mount Hamilton) to aid VFR 
pilots visually identifying the lateral confines of the Class B 
airspace.
---------------------------------------------------------------------------

Paperwork Reduction Act

    The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires 
that the FAA consider the impact of paperwork and other information 
collection burdens imposed on the public. We have determined that there 
is no new information collection requirement associated with this 
proposed rule.

Regulatory Evaluation

    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). This portion of the preamble

[[Page 2754]]

summarizes the FAA's analysis of the economic impacts of this proposed 
rule.
    Department of Transportation Order DOT 2100.5 prescribes policies 
and procedures for simplification, analysis, and review of regulations. 
If the expected cost impact is so minimal that a proposed or final rule 
does not warrant a full evaluation, this order permits that a statement 
to that effect and the basis for it 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 proposed 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 proposes to 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 
fuel-efficient descent profiles.
    Further, the SFO Class B airspace redesign would enhance safety by 
containing IFR traffic arriving and departing SFO within the confines 
of Class B airspace and would better segregate IFR and VFR aircraft.
    Finally, the regulation proposes returning current Class B airspace 
that is not being used for SFO airport arrivals or departures to the 
NAS.
    Because it proposes to 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 be minimal 
cost saving.
    FAA has, therefore, determined that this proposed rule is not a 
``significant regulatory action'' as defined in section 3(f) of 
Executive Order 12866, and is not ``significant'' as defined in DOT's 
Regulatory Policies and Procedures.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) 
establishes ``as a principle of regulatory issuance that agencies shall 
endeavor, consistent with the objectives of the rule and of applicable 
statutes, to fit regulatory and informational requirements to the scale 
of the businesses, organizations, and governmental jurisdictions 
subject to regulation.'' To achieve this principle, agencies are 
required to solicit and consider flexible regulatory proposals and to 
explain the rationale for their actions to assure that such proposals 
are given serious consideration. The RFA covers a wide-range of small 
entities, including small businesses, not-for-profit organizations, and 
small governmental jurisdictions.
    Agencies must perform a review to determine whether a rule will 
have a significant economic impact on a substantial number of small 
entities. If the agency determines that it will, the agency must 
prepare a regulatory flexibility analysis as described in the RFA.
    However, if an agency determines that a rule is not expected to 
have a significant economic impact on a substantial number of small 
entities, section 605(b) of the RFA provides that the head of the 
agency may so certify and a regulatory flexibility analysis is not 
required. The certification must include a statement providing the 
factual basis for this determination, and the reasoning should be 
clear.
    The 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 would be achieved through a separate action. 
Therefore, the expected outcome, if any, would be a minimal economic 
impact on small entities affected by this rulemaking action. The FAA 
requests comments.
    If an agency determines that a rulemaking will not result in a 
significant economic impact on a substantial number of small entities, 
the 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 proposed rule and determined that 
it would 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 proposed rule does not contain such a mandate; therefore, 
the requirements of Title II of the Act do not apply.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

The Proposed Amendment

    In consideration of the foregoing, the Federal Aviation 
Administration proposes to amend 14 CFR part 71 as follows:

PART 71--DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR 
TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

0
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.


Sec.  71.1  [Amended]

0
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)

[[Page 2755]]

    (Lat. 37[deg]37'08'' N., long. 122[deg]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[deg]41'40'' N, long. 122[deg]29'11'' W; to lat. 
37[deg]42'32'' N, long. 122[deg]28'07'' W; to lat. 37[deg]43'08'' N, 
long. 122[deg]27'05'' W; to lat. 37[deg]43'31'' N, long. 
122[deg]26'10'' W; to lat. 37[deg]43'52'' N, long. 122[deg]25'04'' 
W; to lat. 37[deg]44'04'' N, long. 122[deg]24'05'' W; to lat. 
37[deg]44'10'' N, long. 122[deg]23'03'' W; to lat. 37[deg]44'10'' N, 
long. 122[deg]21'53'' W; to lat. 37[deg]44'03'' N, long. 
122[deg]20'43'' W; to lat. 37[deg]43'52'' N, long. 122[deg]19'49'' 
W; to lat. 37[deg]43'37'' N, long. 122[deg]18'59'' W; to lat. 
37[deg]42'40'' N, long. 122[deg]16'43'' W; to lat. 37[deg]40'21'' N, 
long. 122[deg]14'12'' W; to lat. 37[deg]35'32'' N, long. 
122[deg]14'06'' W; to lat. 37[deg]33'53'' N, long. 122[deg]14'49'' 
W; to lat. 37[deg]33'00'' N, long. 122[deg]15'24'' W; to lat. 
37[deg]33'39'' N, long. 122[deg]16'55'' W; to lat. 37[deg]33'38'' N, 
long. 122[deg]17'48'' W; to lat. 37[deg]32'57'' N, long. 
122[deg]20'25'' W; to lat. 37[deg]32'54'' N, long. 122[deg]22'20'' 
W; to lat. 37[deg]33'08'' N, long. 122[deg]22'36'' W; to lat. 
37[deg]33'36'' N, long. 122[deg]22'58'' W; to lat. 37[deg]33'56'' N, 
long. 122[deg]23'19'' W; to lat. 37[deg]34'01'' N, long. 
122[deg]23'34'' W; to lat. 37[deg]34'17'' N, long. 122[deg]23'50'' 
W; to lat. 37[deg]34'29'' N, long. 122[deg]24'01'' W; to lat. 
37[deg]35'00'' N, long. 122[deg]24'17'' W; to lat. 37[deg]36'09'' N, 
long. 122[deg]25'36'' W; to lat. 37[deg]36'22'' N, long. 
122[deg]25'42'' W; to lat. 37[deg]36'42'' N, long. 122[deg]25'34'' 
W; to lat. 37[deg]38'26'' N, long. 122[deg]29'41'' W; to lat. 
37[deg]39'25'' N, long. 122[deg]29'41'' W; to lat. 37[deg]40'32'' N, 
long. 122[deg]29'44'' W; to lat. 37[deg]41'08'' N, long. 
122[deg]29'46'' W, thence to the point of beginning.
    Area B. That airspace extending upward from 1,400 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]35'32'' N, long. 122[deg]14'06'' W; to lat. 
37[deg]35'11'' N, long. 122[deg]11'13'' W; to lat. 37[deg]32'49'' N, 
long. 122[deg]12'15'' W; to lat. 37[deg]31'29'' N, long. 
122[deg]13'08'' W; to lat. 37[deg]33'00'' N, long. 122[deg]15'24'' 
W; to lat. 37[deg]33'53'' N, long. 122[deg]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[deg]41'25'' N, long. 122[deg]30'23'' W; to lat. 
37[deg]41'08'' N, long. 122[deg]29'46'' W; to lat. 37[deg]40'32'' N, 
long. 122[deg]29'44'' W; to lat. 37[deg]39'25'' N, long. 
122[deg]29'41'' W; to lat. 37[deg]40'04'' N, long. 122[deg]31'15'' 
W; to lat. 37[deg]41'25'' N, long. 122[deg]30'23'' 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[deg]44'35'' N, long. 122[deg]35'53'' W; to lat. 
37[deg]41'40'' N, long. 122[deg]29'11'' W; to lat. 37[deg]41'08'' N, 
long. 122[deg]29'46'' W; to lat. 37[deg]40'32'' N, long. 
122[deg]29'44'' W; to lat. 37[deg]39'25'' N, long. 122[deg]29'41'' 
W; to lat. 37[deg]38'42'' N, long. 122[deg]29'41'' W; to lat. 
37[deg]38'26'' N, long. 122[deg]29'41'' W; to lat. 37[deg]39'19'' N, 
long. 122[deg]31'44'' W; to lat. 37[deg]41'47'' N, long. 
122[deg]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[deg]44'15'' N, long. 122[deg]28'11'' W; to lat. 
37[deg]47'12'' N, long. 122[deg]18'31'' W; to lat. 37[deg]45'33'' N, 
long. 122[deg]14'38'' W; to lat. 37[deg]44'42'' N, long. 
122[deg]15'13'' W; to lat. 37[deg]42'17'' N, long. 122[deg]11'39'' 
W; to lat. 37[deg]39'53'' N, long. 122[deg]11'31'' W; to lat. 
37[deg]35'11'' N, long. 122[deg]11'13'' W; to lat. 37[deg]35'32'' N, 
long. 122[deg]14'06'' W; to lat. 37[deg]40'21'' N, long. 
122[deg]14'12'' W; to lat. 37[deg]42'40'' N, long. 122[deg]16'43'' 
W; to lat. 37[deg]43'37'' N, long. 122[deg]18'59'' W; to lat. 
37[deg]43'52'' N, long. 122[deg]19'49'' W; to lat. 37[deg]44'03'' N, 
long. 122[deg]20'43'' W; to lat. 37[deg]44'10'' N, long. 
122[deg]21'53'' W; to lat. 37[deg]44'10'' N, long. 122[deg]23'03'' 
W; to lat. 37[deg]44'04'' N, long. 122[deg]24'05'' W; to lat. 
37[deg]43'52'' N, long. 122[deg]25'04'' W; to lat. 37[deg]43'31'' N, 
long. 122[deg]26'10'' W; to lat. 37[deg]43'08'' N, long. 
122[deg]27'05'' W; to lat. 37[deg]42'32'' N, long. 122[deg]28'07'' 
W, thence to the point of beginning.
    Area F. 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[deg]35'11'' N, long. 122[deg]11'13'' W; to lat. 
37[deg]34'12'' N, long. 122[deg]08'08'' W; to lat. 37[deg]32'01'' N, 
long. 122[deg]09'06'' W; to lat. 37[deg]29'30'' N, long. 
122[deg]08'21'' W; to lat. 37[deg]29'02'' N, long. 122[deg]11'17'' 
W; to lat. 37[deg]30'53'' N, long. 122[deg]14'38'' W; to lat. 
37[deg]33'38'' N, long. 122[deg]17'48'' W; to lat. 37[deg]33'39'' N, 
long. 122[deg]16'55'' W; to lat. 37[deg]33'00'' N, long. 
122[deg]15'24'' W; to lat. 37[deg]31'29'' N, long. 122[deg]13'08'' 
W; to lat. 37[deg]32'49'' N, long. 122[deg]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[deg]50'22'' N, long. 122[deg]41'07'' W; to lat. 
37[deg]47'11'' N, long. 122[deg]36'40'' W; to lat. 37[deg]51'35'' N, 
long. 122[deg]29'32'' W; to lat. 37[deg]51'03'' N, long. 
122[deg]20'24'' W; to lat. 37[deg]47'58'' N, long. 122[deg]13'04'' 
W; to lat. 37[deg]45'33'' N, long. 122[deg]14'38'' W; to lat. 
37[deg]47'12'' N, long. 122[deg]18'31'' W; to lat. 37[deg]44'15'' N, 
long. 122[deg]28'11'' W; to lat. 37[deg]42'32'' N, long. 
122[deg]28'07'' W; to lat. 37[deg]41'40'' N, long. 122[deg]29'11'' 
W; to lat. 37[deg]44'35'' N, long. 122[deg]35'53'' W; to lat. 
37[deg]41'47'' N, long. 122[deg]37'40'' W; to lat. 37[deg]39'19'' N, 
long. 122[deg]31'44'' W; to lat. 37[deg]38'26'' N, long. 
122[deg]29'41'' W; to lat. 37[deg]36'42'' N, long. 122[deg]25'34'' 
W; to lat. 37[deg]36'22'' N, long. 122[deg]25'42'' W; to lat. 
37[deg]36'09'' N, long. 122[deg]25'36'' W; to lat. 37[deg]35'00'' N, 
long. 122[deg]24'17'' W; to lat. 37[deg]34'29'' N, long. 
122[deg]24'01'' W; to lat. 37[deg]34'17'' N, long. 122[deg]23'50'' 
W; to lat. 37[deg]40'37'' N, long. 122[deg]39'05'' W; to lat. 
37[deg]46'40'' N, long. 122[deg]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[deg]39'53'' N, long. 122[deg]11'31'' W; to lat. 
37[deg]34'50'' N, long. 122[deg]03'58'' W; to lat. 37[deg]30'24'' N, 
long. 122[deg]05'54'' W; to lat. 37[deg]27'10'' N, long. 
122[deg]07'39'' W; to lat. 37[deg]26'26'' N, long. 122[deg]10'38'' 
W; to lat. 37[deg]28'39'' N, long. 122[deg]13'10'' W; to lat. 
37[deg]32'19'' N, long. 122[deg]21'54'' W; to lat. 37[deg]32'54'' N, 
long. 122[deg]22'20'' W; to lat. 37[deg]32'57'' N, long. 
122[deg]20'25'' W; to lat. 37[deg]33'38'' N, long. 122[deg]17'48'' 
W; to lat. 37[deg]30'53'' N, long. 122[deg]14'38'' W; to lat. 
37[deg]29'02'' N, long. 122[deg]11'17'' W; to lat. 37[deg]29'30'' N, 
long. 122[deg]08'21'' W; to lat. 37[deg]32'01'' N, long. 
122[deg]09'06'' W; to lat. 37[deg]34'12'' N, long. 122[deg]08'08'' 
W; to lat. 37[deg]35'11'' N, long. 122[deg]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[deg]55'31'' N, long. 122[deg]23'04'' W; to lat. 
37[deg]53'11'' N, long. 122[deg]09'28'' W; to lat. 37[deg]41'50'' N, 
long. 121[deg]57'39'' W; to lat. 37[deg]32'33'' N, long. 
121[deg]55'58'' W; to lat. 37[deg]28'19'' N, long. 121[deg]57'49'' 
W; to lat. 37[deg]22'19'' N, long. 122[deg]05'04'' W; to lat. 
37[deg]20'04'' N, long. 122[deg]07'47'' W; to lat. 37[deg]22'58'' N, 
long. 122[deg]19'36'' W; to lat. 37[deg]29'37'' N, long. 
122[deg]27'17'' W; to lat. 37[deg]39'32'' N, long. 122[deg]51'17'' 
W; to lat. 37[deg]44'03'' N, long. 122[deg]51'30'' W; to lat. 
37[deg]46'40'' N, long. 122[deg]47'13'' W; to lat. 37[deg]40'37'' N, 
long. 122[deg]39'05'' W; to lat. 37[deg]34'17'' N, long. 
122[deg]23'50'' W; to lat. 37[deg]34'01'' N, long. 122[deg]23'34'' 
W; to lat. 37[deg]33'56'' N, long. 122[deg]23'19'' W; to lat. 
37[deg]33'36'' N, long. 122[deg]22'58'' W; to lat. 37[deg]33'08'' N, 
long. 122[deg]22'36'' W; to lat. 37[deg]32'54'' N, long. 
122[deg]22'20'' W; to lat. 37[deg]32'19'' N, long. 122[deg]21'54'' 
W; to lat. 37[deg]28'39'' N, long. 122[deg]13'10'' W; to lat. 
37[deg]26'26'' N, long. 122[deg]10'38'' W; to lat. 37[deg]27'10'' N, 
long. 122[deg]07'39'' W; to lat. 37[deg]30'24'' N, long. 
122[deg]05'54'' W; to lat. 37[deg]34'50'' N, long. 122[deg]03'58'' 
W; to lat. 37[deg]39'53'' N, long. 122[deg]11'31'' W; to lat. 
37[deg]42'17'' N, long. 122[deg]11'39'' W; to lat. 37[deg]44'42'' N, 
long. 122[deg]15'13'' W; to lat. 37[deg]45'33'' N, long. 
122[deg]14'38'' W; to lat. 37[deg]47'58'' N, long. 122[deg]13'04'' 
W; to lat. 37[deg]51'03'' N, long. 122[deg]20'24'' W; to lat. 
37[deg]51'35'' N, long. 122[deg]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[deg]00'00'' N, long. 122[deg]25'00'' W; to lat. 
37[deg]58'50'' N, long. 122[deg]05'45'' W; to lat. 37[deg]53'11'' N, 
long. 122[deg]09'28'' W; to lat. 37[deg]55'31'' N, long. 
122[deg]23'04'' W; to lat. 37[deg]51'35'' N, long. 122[deg]29'32'' 
W; to lat. 37[deg]47'11'' N, long. 122[deg]36'40'' W; to lat. 
37[deg]50'22'' N, long. 122[deg]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[deg]58'50'' N, long. 122[deg]05'45'' W; to lat. 
37[deg]54'06'' N, long. 121[deg]59'12'' W; to lat. 37[deg]51'17'' N, 
long. 121[deg]58'51'' W; to lat. 37[deg]53'11'' N, long. 
122[deg]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[deg]53'11'' N, long. 122[deg]09'28'' W; to lat. 
37[deg]51'17'' N, long.

[[Page 2756]]

121[deg]58'51'' W; to lat. 37[deg]41'50'' N, long. 121[deg]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[deg]39'32'' N, long. 122[deg]51'17'' W; to lat. 
37[deg]29'37'' N, long. 122[deg]27'17'' W; to lat. 37[deg]22'58'' N, 
long. 122[deg]19'36'' W; to lat. 37[deg]20'04'' N, long. 
122[deg]07'47'' W; to lat. 37[deg]22'19'' N, long. 122[deg]05'04'' 
W; to lat. 37[deg]28'19'' N, long. 121[deg]57'49'' W; to lat. 
37[deg]32'33'' N, long. 121[deg]55'58'' W; to lat. 37[deg]32'27'' N, 
long. 121[deg]53'05'' W; to lat. 37[deg]32'54'' N, long. 
121[deg]51'09'' W; to lat. 37[deg]28'25'' N, long. 121[deg]49'25'' 
W; to lat. 37[deg]24'12'' N, long. 121[deg]55'56'' W; to lat. 
37[deg]19'04'' N, long. 122[deg]03'49'' W; to lat. 37[deg]10'36'' N, 
long. 122[deg]00'30'' W; to lat. 37[deg]15'08'' N, long. 
122[deg]24'54'' W; to lat. 37[deg]15'04'' N, long. 122[deg]24'55'' 
W; to lat. 37[deg]15'03'' N, long. 122[deg]25'01'' W; to lat. 
37[deg]14'54'' N, long. 122[deg]25'07'' W; to lat. 37[deg]14'39'' N, 
long. 122[deg]25'00'' W; to lat. 37[deg]14'29'' N, long. 
122[deg]25'03'' W; to lat. 37[deg]14'01'' N, long. 122[deg]24'53'' 
W; to lat. 37[deg]13'34'' N, long. 122[deg]24'30'' W; to lat. 
37[deg]13'18'' N, long. 122[deg]24'26'' W; to lat. 37[deg]13'02'' N, 
long. 122[deg]24'31'' W; to lat. 37[deg]12'01'' N, long. 
122[deg]24'30'' W; to lat. 37[deg]11'24'' N, long. 122[deg]23'57'' 
W; to lat. 37[deg]11'10'' N, long. 122[deg]23'54'' W; to lat. 
37[deg]11'01'' N, long. 122[deg]23'38'' W; to lat. 37[deg]11'03'' N, 
long. 122[deg]23'27'' W; to lat. 37[deg]10'59'' N, long. 
122[deg]22'55'' W; to lat. 37[deg]10'45'' N, long. 122[deg]22'39'' 
W; to lat. 37[deg]10'34'' N, long. 122[deg]22'20'' W; to lat. 
37[deg]10'25'' N, long. 122[deg]22'09'' W; to lat. 37[deg]10'11'' N, 
long. 122[deg]21'57'' W; to lat. 37[deg]15'22'' N, long. 
122[deg]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[deg]10'36'' N, long. 122[deg]00'30'' W; to lat. 
37[deg]15'08'' N, long. 122[deg]24'54'' W; to lat. 37[deg]15'04'' N, 
long. 122[deg]24'55'' W; to lat. 37[deg]15'03'' N, long. 
122[deg]25'01'' W; to lat. 37[deg]14'54'' N, long. 122[deg]25'07'' 
W; to lat. 37[deg]14'39'' N, long. 122[deg]25'00'' W; to lat. 
37[deg]14'29'' N, long. 122[deg]25'03'' W; to lat. 37[deg]14'01'' N, 
long. 122[deg]24'53'' W; to lat. 37[deg]13'34'' N, long. 
122[deg]24'30'' W; to lat. 37[deg]13'18'' N, long. 122[deg]24'26'' 
W; to lat. 37[deg]13'02'' N, long. 122[deg]24'31'' W; to lat. 
37[deg]12'01'' N, long. 122[deg]24'30'' W; to lat. 37[deg]11'24'' N, 
long. 122[deg]23'57'' W; to lat. 37[deg]11'10'' N, long. 
122[deg]23'54'' W; to lat. 37[deg]11'01'' N, long. 122[deg]23'38'' 
W; to lat. 37[deg]11'03'' N, long. 122[deg]23'27'' W; to lat. 
37[deg]10'59'' N, long. 122[deg]22'55'' W; to lat. 37[deg]10'45'' N, 
long. 122[deg]22'39'' W; to lat. 37[deg]10'34'' N, long. 
122[deg]22'20'' W; to lat. 37[deg]10'25'' N, long. 122[deg]22'09'' 
W; to lat. 37[deg]10'11'' N, long. 122[deg]21'57'' W; to lat. 
37[deg]05'50'' N, long. 121[deg]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[deg]54'06'' N, long. 121[deg]59'12'' W; to lat. 
37[deg]51'25'' N, long. 121[deg]55'58'' W; to lat. 37[deg]42'02'' N, 
long. 121[deg]51'17'' W; to lat. 37[deg]41'50'' N, long. 
121[deg]57'39'' W; to lat. 37[deg]51'17'' N, long. 121[deg]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[deg]32'54'' N, long. 121[deg]51'09'' W; to lat. 
37[deg]33'53'' N, long. 121[deg]46'49'' W; to lat. 37[deg]29'10'' N, 
long. 121[deg]45'04'' W; to lat. 37[deg]26'32'' N, long. 
121[deg]45'50'' W; to lat. 37[deg]22'31'' N, long. 121[deg]52'05'' 
W; to lat. 37[deg]24'12'' N, long. 121[deg]55'56'' W; to lat. 
37[deg]28'25'' N, long. 121[deg]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[deg]41'50'' N, long. 121[deg]57'39'' W; to lat. 
37[deg]42'02'' N, long. 121[deg]51'17'' W; to lat. 37[deg]35'02'' N, 
long. 121[deg]37'45'' W; to lat. 37[deg]31'02'' N, long. 
121[deg]37'11'' W; to lat. 37[deg]23'32'' N, long. 121[deg]42'43'' 
W; to lat. 37[deg]22'31'' N, long. 121[deg]52'05'' W; to lat. 
37[deg]26'32'' N, long. 121[deg]45'50'' W; to lat. 37[deg]29'10'' N, 
long. 121[deg]45'04'' W; to lat. 37[deg]33'53'' N, long. 
121[deg]46'49'' W; to lat. 37[deg]32'27'' N, long. 121[deg]53'05'' 
W; to lat. 37[deg]32'33'' N, long. 121[deg]55'58'' W, thence to the 
point of beginning.

    Issued in Washington, DC, on January 16, 2018.
Scott M. Rosenbloom,
Acting Manager, Airspace Policy Group.
 BILLING CODE 4910-13-P

[[Page 2757]]

[GRAPHIC] [TIFF OMITTED] TP19JA18.003

[FR Doc. 2018-01023 Filed 1-17-18; 4:15 pm]
 BILLING CODE 4910-13-C


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