[Federal Register Volume 59, Number 224 (Tuesday, November 22, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-28314]


[[Page Unknown]]

[Federal Register: November 22, 1994]


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Part VII





Department of Transportation





_______________________________________________________________________



Federal Aviation Administration



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14 CFR Part 71




Proposed Alteration of the Los Angeles, CA, Class B Airspace; Proposed 
Rule
DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 93-AWA-13]
RIN 2120-AF38

 
Proposed Alteration of the Los Angeles, CA, Class B Airspace

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This notice proposes to alter the Los Angeles, CA, Class B 
airspace area. This proposal would lower the ceiling of the Los Angeles 
Class B airspace area from 12,500 feet mean sea level (MSL) to 10,000 
feet MSL; raise the base altitude west of Santa Monica, CA, from 4,000 
feet MSL to 7,000 feet MSL to provide for more airspace for 
uncontrolled traffic to navigate outside of the Los Angeles Class B 
airspace area; and expand the eastern, southern and southeastern 
boundaries for additional airspace for the arrival of high performance 
aircraft. This action would improve aviation traffic flow and enhance 
safety in the Los Angeles area while accommodating the concerns of 
airspace users.

DATES: Comments must be received on or before January 23, 1995.

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. 93-AWA-13, 800 Independence 
Avenue, SW., Washington, DC 20591.
    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: Norman W. Thomas, Airspace and 
Obstruction Evaluation Branch (ATP-240), Airspace-Rules and 
Aeronautical Information Division, Air Traffic Rules and Procedures 
Service, Federal Aviation Administration, 800 Independence Avenue, SW., 
Washington, DC 20591; telephone: (202) 267-9230.

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 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. 93-
AWA-13.'' 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 the 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

    Any person may obtain a copy of this Notice of Proposed Rulemaking 
(NPRM) by submitting a request to the Federal Aviation Administration, 
Office of Public Affairs, Attention: Public Inquiry Center, APA-220, 
800 Independence Avenue, SW., Washington, DC 20591, or by calling (202) 
267-3485. Communications must identify the notice number of this NPRM. 
Persons interested in being placed on a mailing list for future NPRM's 
should also request a copy of Advisory Circular No. 11-2A, which 
describes the application procedure.

Related Rulemaking Actions

    On May 21, 1970, the FAA published Amendment 91-78 to part 91 of 
the Federal Aviation Regulations (35 FR 7782) which provided for the 
establishment of Terminal Control Areas (TCA's).
    On June 21, 1988, the FAA published a final rule which requires 
Mode C equipment when operating within 30 nautical miles of any 
designated TCA primary airport from the surface up to 10,000 feet MSL, 
except for those aircraft not originally certified with an engine 
driven electrical system or which have not subsequently been certified 
with such a system installed (53 FR 23356).
    On October 14, 1988, the FAA published a final rule that revised 
the classification and pilot/equipment requirements for conducting 
operations in a TCA (53 FR 40318). Specifically, the rule: (a) 
Established a single-class TCA; (b) requires the pilot in command of a 
civil aircraft operating within a TCA to hold at least a private pilot 
certificate, except for a student pilot who has received certain 
documented training; and (c) eliminated the helicopter exception from 
the minimum navigational equipment requirement.
    On December 17, 1991, the FAA published a final rule on airspace 
reclassification (56 FR 65655) of those airspace designations described 
in part 71 of the FAR. As a result of this reclassification, that 
airspace formerly referred to as the Los Angeles, CA, Terminal Control 
Area was reclassified to the Los Angeles, CA, Class B airspace, 
effective September 16, 1993.

Background

    The Class B airspace (TCA prior to September 16, 1993) program was 
developed to reduce the midair collision potential in the congested 
airspace surrounding airports with high density air traffic by 
providing an area in which all aircraft will be 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 increase 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, 
military or another GA aircraft. The basic causal factor common to 
these conflicts was the mix of uncontrolled aircraft operating under 
visual flight rules (VFR) and controlled 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 (ATC) increased capability to provide aircraft separation 
service, thereby minimizing the mix of controlled and uncontrolled 
aircraft. To date, the FAA has established a total of 29 Class B 
airspace area designations. The FAA is proposing to take action to 
modify or implement additional Class B airspace areas to provide 
greater protection of air traffic in the airspace regions most commonly 
used by passenger-carrying aircraft.
    Class B airspace areas are published in Paragraph 3000 of FAA Order 
7400.9B dated July 18, 1994, and effective September 16, 1994. The 
Class B airspace area listed in this document would be published 
subsequently in the Order.
    The standard configuration of a Class B airspace area consists of 3 
concentric circles centered on the primary airport extending to 10, 20, 
and 30 nautical miles respectively. The vertical limits of the Class B 
airspace area should normally not exceed 10,000 feet MSL, with the 
floor established at the surface in the inner area and at levels 
appropriate for operations in the outer areas. Variations of these 
criteria may be authorized contingent upon terrain, adjacent regulatory 
airspace, and other factors unique to the area.

Pre-NPRM Public Input

    As announced in the Federal Register on April 22, 1992, pre-NPRM 
airspace meetings were held on June 23, 25, 30 and July 1, 1992, at 
Brentwood, San Diego, Los Alamitos, and Walnut, California, 
respectively, to encourage the public and airspace users to participate 
in developing the design for the Los Angeles Class B airspace area 
modification 57 FR 14670. Comments on this proposed modification were 
provided by private citizens, local government agencies, user groups, 
and local airport authorities. These comments were considered in the 
proposed modification of the Los Angeles Class B airspace area.
    Pilot groups were concerned more about the aviation aspects of the 
proposal, while some homeowners were more concerned with the non-
aviation aspects. Lowering the ceiling of the proposed airspace from 
12,500 to 10,000 feet MSL generated positive response from most pilots, 
because pilots would be able to overfly the Class B airspace area and 
descend south of the Class B airspace area while conforming to the mode 
C requirement. Some homeowners viewed this modification negatively. 
Current flight tracks bring aircraft over their homes, and lowering the 
ceiling of the proposed airspace would bring these aircraft in closer 
proximity to their homes. It should be noted that this proposed action 
does not propose a change to these flight tracks, as they now exist.
    Both groups had positive comments on raising the floor in the 
Malibu area to provide additional VFR operations. Expansion of the 
Class B airspace boundaries generated conflicting comments. Homeowners 
saw the regulatory airspace as growing for no reason, while pilots 
viewed the growth of regulatory airspace as providing additional 
controlled airspace for high performance aircraft from the east, 
southeast and south. Other comments are discussed below in the 
``Proposal'' section.

The Proposal

    The FAA proposes to amend part 71 of the Federal Aviation 
Regulations (14 CFR part 71) to modify the existing Los Angeles Class B 
airspace area, based on safety and operational needs. The FAA's 
responsibility is to manage efficiently and safely the airspace 
surrounding the Los Angeles area. This proposal would lower the ceiling 
of the Los Angeles Class B airspace area from 12,500 feet mean seal 
level (MSL) to 10,000 feet MSL; raise the base altitude west of Santa 
Monica, CA, from 4,000 feet MSL to 7,000 feet MSL to provide more 
airspace for uncontrolled traffic to navigate outside of the Los 
Angeles Class B airspace area; and expand the eastern, southern and 
southeastern boundaries for additional controlled airspace for the high 
performance aircraft. The proposed alteration is depicted in the 
attached chart.
    The following proposed modifications of the Los Angeles Class B 
airspace area are as follows:
    Area A. That airspace extending from the surface to 10,000 feet MSL 
bounded by a line beginning at lat. 34 deg.00'08''N., long. 
118 deg.45'01''W.; to lat. 34 deg.00'33''N., long. 118 deg.32'56''W.; 
to lat. 33 deg.57'42''N., long. 118 deg.27'23''W. (Ballona Creek/
Pacific Ocean); to lat. 33 deg.57'42''N., long. 118 deg.22'10''W. 
(Manchester/405 Fwy); to lat. 33 deg.58'54''N., long. 118 deg.16'41''W. 
(Broadway/64th St.); to lat. 33 deg.55'52''N., long. 118 deg.16'43''W. 
(Broadway/Imperial Hwy); to lat. 33 deg.55'51''N., long. 
118 deg.26'05''W. (Imperial Hwy/Pacific Ocean); to lat. 
33 deg.45'34''N., long. 118 deg.27'01''W. (LIMBO intersection); to lat. 
35 deg.45'14''N. long. 118 deg.32'29''W. (INISH intersection); to the 
point of beginning.
    This change is necessary because of the concentration of high 
performance aircraft operating very close to the surface as they arrive 
and depart Los Angeles International (LAX), the Class B airspace 
primary airport. The proposed modification, which incorporates the 
suggestion made by the Southern California Airspace User's Group to 
relocate the boundary of the area, would reduce the area size to the 
north of Los Angeles, thereby enabling aircraft utilizing the VFR 
Special Flight Rules Area to enter the traffic pattern sooner for the 
Santa Monica Airport. Additionally, this would allow aircraft at Santa 
Monica Airport to enter the traffic pattern at a more reasonable 
altitude. General aviation user groups actively supported this 
modification with the assurance that the VFR Special Flight Rules Area 
would remain available for transition through the Class B airspace.
    The number of turboprop aircraft operating at LAX has increased. 
The proposed modification would accommodate the requirement to contain 
turboprop operations within the Class B airspace area, segregating them 
from jet operations. Overwater portions of this area, used by VFR 
traffic for banner tows and low level sightseeing, would not be 
adversely affected by this change.
    Area B. That airspace extending upward from 1,500 feet MSL to and 
including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.58'54''N., long. 118 deg.16'41''W. (Broadway/64th St.); to lat. 
34 deg.00'01''N., long. 118 deg.07'58''W. (Garfield/Washington Blvd); 
to lat. 33 deg.56'10''N., long. 118 deg.07'21''W. (Stonewood Center); 
thence to lat. 33 deg.55'52''N., long. 118 deg.16'43''W. (Broadway/
Imperial Hwy); to the point of beginning.
    The proposed Area B is designed to allow more airspace with less 
restrictions for use by emergency support aircraft.
    Area C. That airspace extending upward from 2,500 feet MSL to and 
including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.06'00''N., long. 118 deg.14'27''W. (Railroad Freight Yard); to 
lat. 34 deg.06'00''N., long. 118 deg.11'23''W. (Ernest E. Debs Regional 
Park); to lat. 34 deg.02'03''N., long. 118 deg.03'39''W. (Legg Lake); 
to lat. 33 deg.58'40''N., long. 118 deg.01'49''W. (Whittier College); 
to lat. 33 deg.54'10''N., long. 118 deg.01'49''W.; to lat. 
33 deg.53'35''N., long. 118 deg.10'55''W. (Dominguez High School); to 
lat. 33 deg.55'52''N., long. 118 deg.16'43''W. (Broadway/Imperial Hwy); 
to lat. 33 deg.56'10''N., long. 118 deg.07'21''W. (Stonewood Center); 
to lat. 34 deg.00'01''N., long. 118 deg.07'58''W. (Garfield/Washington 
Blvd); to lat. 33 deg.58'54''N., long. 118 deg.16'41''W. (Broadway/64th 
St.); to lat. 33 deg.57'42''N., long. 118 deg.22'10''W. (Manchester/405 
Fwy); to lat. 33 deg.00'20''N., long. 118 deg.23'05''W. (West Los 
Angeles College); to lat. 34 deg.02'49''N., long. 118 deg.21'48''W.; to 
the point of beginning.
    The proposed modification would ease the restrictions on aircraft 
transiting north from Santa Monica and make navigation between the Los 
Angeles Class B airspace area and the Burbank-Glendale-Pasadena 
Airport, CA, Class C airspace area less difficult. Reducing this area 
of the Class B airspace area would increase the usable airspace for GA 
and emergency response aircraft as well as facilitate navigation clear 
of the Class B airspace area.
    Area D. That airspace extending upward from 4,000 feet MSL to and 
including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.02'03''N., long. 118 deg.03'39''W. (Legg Lake); to lat. 
34 deg.00'45''N., long. 117 deg.54'03''W.; to lat. 33 deg.57'40''N., 
long. 117 deg.53'35''W.; to lat. 33 deg.54'26''N., long. 
117 deg.54'21''W. (Brea Municipal Golf Course); to lat. 
33 deg.54'10''N., long. 118 deg.01'49''W.; to lat. 33 deg.58'40''N., 
long. 118 deg.01'49''W. (Whittier College); to the point of beginning.
    The proposed change would move the northern boundary of this area 
south and remove V-186, below 8,000 feet MSL, from the Class B 
airspace. This will make navigation simpler and reduce the probability 
of an inadvertent Class B airspace violation. Currently, Area D 
contains a portion of V-186 from 4,000 feet to 12,500 feet MSL and is 
located 20 to 25 miles east of Los Angeles. V-186 is a primary route 
used for VFR navigation around the Los Angeles Class B airspace. To 
remain clear of the Class B airspace, VFR aircraft must navigate north 
of this airway. Navigation in this area is difficult for VFR traffic 
because of the rising terrain.
    Areas E and F. Area E is that airspace extending upward from 8,000 
feet MSL to and including 10,000 feet MSL bounded by a line beginning 
at lat. 34 deg.02'03''N., long. 118 deg.03'39''W. (Legg Lake); to lat. 
34 deg.02'50''N., long. 117 deg.50'43''W. (Mt. San Antonio College); to 
lat. 33 deg.59'28''N., long. 117 deg.50'42''W. (SUZZI Intersection); to 
lat. 33 deg.54'34''N., long. 117 deg.52'10''W. (Imperial Golf Course); 
to lat. 33 deg.54'26''N., long. 117 deg.54'21''W. (Brea Municipal Golf 
Course); to lat. 33 deg.57'40''N., long. 117 deg.53'35''W.; to lat. 
34 deg.00'45''N., long. 117 deg.54'03''W.; to the point of beginning. 
Area F is that airspace extending upward from 9,000 feet MSL to and 
including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.02'50''N., long. 117 deg.50'43''W. (Mt. San Antonio College); to 
lat. 34 deg.03'15''N., long. 117 deg.47'00''W. (General Dynamics); to 
lat. 33 deg.59'55''N., long. 117 deg.45'55''W. (ARNES Intersection/
Water Tower); to lat. 33 deg.54'39''N., long. 117 deg.46'57''W.; to 
lat. 33 deg.54'34''N., long. 117 deg.52'10''W. (Imperial Golf Course); 
to lat. 33 deg.59'28''N., long. 117 deg.50'42''W. SUZZI Intersection); 
to the point of beginning.
    With regard to Areas E and F, arrival traffic to Los Angeles from 
the east descends on the CIVET Southern California Terminal Airspace 
Realignment (STAR) arrival profile. This allows aircraft to descend on 
the glideslope, approximately 50 miles from the airport. This is the 
busiest route in the Los Angeles Basin. Traffic on this route must 
descend through an area surrounded by numerous VFR flyways with a mix 
of IFR traffic arriving, departing, and overflying the various airports 
in the Los Angeles Basin. Because of the analysis of near midair 
collision reports (NMAC), concern exists regarding the airspace between 
the outer boundary of the current Class B airspace and the Ontario 
Class C airspace, approximately 35 miles east of Los Angeles. In this 
area, high performance aircraft are descending out of 10,000 feet MSL, 
and VFR aircraft are navigating around the Class B airspace. This 
proposal would provide additional airspace for large jet aircraft 
within the Class B airspace area. Terrain features would be used to 
provide an easily discernible boundary to assist VFR aircraft in 
avoiding the Class B airspace. The extension of the Class B airspace 
area between 25 nautical miles (NM) and 35 NM east provides additional 
airspace for high performance aircraft in the Class B airspace area and 
provides better separation from other aircraft operating near the Class 
B airspace.
    Areas G, H, I, and J. Area G is that airspace extending upward from 
5,000 feet MSL to and including 10,000 feet MSL bounded by a line 
beginning at lat. 33 deg.55'51''N., long. 118 deg.26'05''W. (Imperial 
Hwy/Pacific Ocean); to lat. 33 deg.55'52''N., long. 118 deg.16'43''W. 
(Broadway/Imperial Hwy); to lat. 33 deg.53'35''N., long. 
118 deg.10'55''W. (Dominguez High School); to lat. 33 deg.54'10''N., 
long. 118 deg.01'49''W.; to lat. 33 deg.47'00''N., long. 
118 deg.03'17''W. (Seal Beach VORTAC/Los Alamitos Armed Forces Reserve 
Center); to lat. 33 deg.46'28''N., long. 118 deg.11'54''W. (Long Beach 
VA Hospital); to lat. 33 deg.45'34''N., long. 118 deg.27'01''W. (LIMBO 
Intersection); to the point of beginning. Area H is that airspace 
extending upward from 6,000 feet MSL to and including 10,000 feet MSL 
bounded by a line beginning at lat. 33 deg.54'10''N., long. 
118 deg.01'49''W.; to lat. 33 deg.54'26''N., long. 117 deg.54'21''W. 
(Brea Municipal Golf Course); to lat. 33 deg.47'23''N., long. 
117 deg.57'40''W. (Garden Grove Mall); to lat. 33 deg.47'00''N., long. 
118 deg.03'17''W. (Seal Beach VORTAC/Los Alamitos AFRC); to point of 
beginning. Area I is that airspace extending upward from 7,000 feet MSL 
to and including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.47'00''N., long. 118 deg.03'17''W. (Seal Beach VORTAC/Los 
Alamitos AFRC); to lat. 33 deg.47'23''N., long. 117 deg.57'40''W. 
(Garden Grove Mall); to lat. 33 deg.28'56''N., long. 117 deg.51'49''W.; 
to lat. 33 deg.26'40''N., long. 118 deg.00'54''W.; to lat. 
33 deg.34'42''N., long. 118 deg.07'48''W.; to lat. 33 deg.46'28''N., 
long. 118 deg.11'54''W. (Long Beach VA Hospital); to the point of 
beginning. Area J is that airspace extending upward from 8,000 feet MSL 
to and including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.45'34''N., long. 118 deg.27'01''W. (LIMBO Intersection); to lat. 
33 deg.46'28''N., long. 118 deg.11'54''W. (Long Beach VA Hospital); to 
lat. 33 deg.34'42''N., long. 118 deg.07'48''W.; to lat. 
33 deg.35'58''N., long. 118 deg.25'39''W.; to the point of beginning.
    With regard to Areas G, H, I, and J, major airspace modifications 
are proposed because of the implementation of the STAR (Southern 
California Terminal Airspace Realignment) plan and the resultant 
increase in the traffic routed inbound to LAX from the south. The Coast 
Terminal Radar Approach Control Facility (TRACON) sequences traffic 
from Asia and the Pacific arriving over the Santa Catalina Very High 
Frequency Omnidirectional Range/Tactical Air Navigation (VORTAC) with 
arrival traffic from Mexico, South America, and San Diego routed over 
the Seal Beach VORTAC (SLI). It is important that this traffic descend 
in a timely manner, as delays could affect the eastbound departure 
traffic. To facilitate this mix of traffic, the proposed Areas G, H, 
and I are designed to facilitate both the arrival and departure traffic 
without interfering with existing VFR routes. Area G would allow 
aircraft arriving from the south to remain within the Class B airspace 
as they descend to the final approach course. Depicted VFR flyways at 
3,500 and 4,500 feet MSL will remain unaffected. Area H would allow VFR 
aircraft to climb eastbound, east of the Seal Beach VORTAC, while 
enabling Los Angeles approach to utilize altitudes compatible with the 
final approach course. Area I has been proposed using geographical 
coordinates and terrain features to facilitate the efficient use of 
this airspace. Area J would allow VFR flight at 7,500 feet MSL which 
user input indicated was a commonly used altitude for VFR flight to and 
from Santa Catalina. This proposed area would not eliminate established 
VFR transition routes.
    Area K. That airspace extending upward from 5,000 feet MSL to and 
including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.45'34''N., long. 118 deg.27'01''W. (LIMBO Intersection); to lat. 
33 deg.35'58''N., long. 118 deg.25'39''W.; to lat. 33 deg.32'52''N., 
long. 118 deg.36'54''W., to lat. 33 deg.44'27''N., long. 
118 deg.42'23''W.; to lat. 33 deg.45'14''N., long. 118 deg.32'29''W. 
(INISH Intersection); to the point of beginning.
    Located entirely offshore, Area K is designed to accommodate high 
performance traffic departing LAX, via the LAXX ONE Departure, as well 
as arrival traffic when Los Angeles is in an east flow configuration. 
This area is not utilized by VFR aircraft on a routine basis; however, 
based on the recommendations of local pilots, the area was designed to 
accommodate GA operations offshore south of Palos Verdes, CA.
    Area L. That airspace extending upward from 2,000 feet MSL to and 
including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.45'14''N., long. 118 deg.32'29''W. (INISH Intersection); to lat. 
33 deg.44'27''N., long. 118 deg.42'23''W.; to lat. 33 deg.59'44''N., 
long. 118 deg.55'22''W.; to lat. 34 deg.00'08''N., long. 
118 deg.45'01''W.; to the point of beginning.
    The proposed Area L aligns with V-27. This would allow navigation 
along V-27, while in the Class B airspace area.
    Area M. That airspace extending upward from 7,000 feet MSL to and 
including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.06'00''N., long. 118 deg.56'33''W.; to lat. 34 deg.06'00''N., 
long. 118 deg.47'06''W.; to lat. 34 deg.00'08''N., long. 
118 deg.45'01''W.; to lat. 33 deg.59'44''N., long. 118 deg.55'22''W.; 
to the point of beginning.
    The proposed Area M would contain high performance aircraft 
arriving from the north, when LAX is in an east traffic flow 
configuration. To mitigate the impact of this area on VFR traffic and 
to prevent adverse effects, the floor of the Class B airspace area in 
this area is proposed to be 7,000 feet MSL. This would provide 
additional airspace for VFR operations.
    Area N. That airspace extending upward from 5,000 feet MSL to and 
including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.06'00''N., long. 118 deg.47'06''W.; to lat. 34 deg.06'00''N., 
long. 118 deg.14'27''W. (Railroad Freight Yard); to lat. 
34 deg.02'49''N., long. 118 deg.21'48''W.; to lat. 33 deg.00'20''N., 
long. 118 deg.23'05''W. (West Los Angeles College); to lat. 
33 deg.57'42''N., long. 118 deg.22'10''W. (Manchester/405 Hwy); to lat. 
33 deg.57'42''N., long. 118 deg.27'23''W. (Ballona Creek/Pacific 
Ocean); to lat. 34 deg.00'33''N., long. 118 deg.32'56''W.; to lat. 
34 deg.00'08''N., long. 118 deg.45'01''W.; to the point of beginning.
    The proposed Area N modification would allow for more airspace for 
aircraft departing LAX and would allow aircraft, northbound over Santa 
Monica, to execute an earlier turn westbound. Additionally, this change 
would benefit VFR operations by providing additional airspace for 
uncontrolled VFR aircraft to overfly Point Dume, CA.

Regulatory Evaluation Summary

    The FAA has determined that this rulemaking is not a ``significant 
regulatory action'' as defined by Executive Order 12866, and therefore 
no Regulatory Impact Analysis is required. Nevertheless, in accordance 
with the Department of Transportation policies and procedures, the FAA 
has evaluated the anticipated costs and benefits, which are summarized 
below. For more detailed economic information, see the full regulatory 
evaluation contained in the docket.

Benefit-Cost Analysis

    The proposal would improve aviation traffic flow and enhance 
aviation safety by altering Class B airspace in and around LAX while 
accommodating the legitimate concerns of airspace users.
Costs
    The FAA has determined that there would be little or no costs 
associated with implementation of the proposed modification to the LAX 
Class B airspace area to either the agency or aircraft operators. The 
determination for each potential cost is discussed below.
    The proposed rule would not impose any additional administrative 
costs on the FAA for either personnel or equipment. The additional 
operations workload generated by the proposed rule would be absorbed by 
current personnel and equipment resources which are already in place. 
The cost of revising aeronautical charts to reflect the change of the 
airspace would not add to the normal requirement of routine and 
periodic updating of the charts.
    Aircraft operating in the vicinity of the proposed expanded Los 
Angeles Class B airspace area should already have two-way radio 
communications capability because the proposed expanded LAX Class B 
airspace area is surrounded by Class C and D airspace areas. Thus, 
little if any, additional communication equipment should be required by 
this proposal. To minimize any radio installation costs that may occur, 
the FAA would provide cutouts along the floor of the proposed expanded 
Class B airspace area. In addition, procedural agreements between ATC 
and affected satellite airports could be used to avoid imposing radio 
installation costs on operators at these airports. Additionally, the 
cost to pilots who avoid the Los Angeles Class B airspace area should 
not increase significantly. Only small deviations from the current 
flight paths would be required to avoid the proposed expanded Los 
Angeles Class B airspace area.
    Ordinarily, aircraft operating in and above the proposed expanded 
LAX Class B airspace area would be required to have Mode C transponders 
as a result of the Mode C rule. However, all of the airspace that would 
be included in the proposed expanded Class B airspace area lies 
entirely within the Los Angeles Mode C Veil centered around LAX. 
Therefore, the FAA contends that all aircraft operating in or above the 
proposed expanded LAX Class B airspace area already have Mode C 
transponders.
Benefits
    The proposed rule is expected to generate benefits primarily in the 
form of improved traffic flow while enhancing safety. Enhancements to 
safety come in the lowered risk of midair collisions (despite the rise 
in traffic density) due to the increased ATC control of the modified 
airspace.
    This proposed rule would benefit GA aircraft operators by reducing 
the size of the various subareas of the Class B airspace area, thus 
increasing usable airspace for GA aircraft. Additionally, it would 
simplify the airspace and reduce possible pilot confusion. Also, areas 
B and C would be reduced to allow more airspace with less restrictions 
for emergency response aircraft.
    In view of the minimal cost of compliance versus enhancements to 
aviation safety and efficiency, the FAA has determined that the 
proposed rule is cost-beneficial.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) was enacted to ensure 
that small entities are not unnecessarily and disproportionately 
burdened by Government regulations. The RFA requires agencies to review 
proposed rules which may have a significant economic impact on a 
substantial number of small entities. The small entities which could be 
potentially affected by the implementation of this proposed rule are 
unscheduled operators of aircraft for hire owning nine or fewer 
aircraft.
    Only those unscheduled aircraft operators without the capability to 
operate under IFR conditions would be potentially impacted by the 
proposed rule. The FAA believes that all of the potentially impacted 
unscheduled aircraft operators are already equipped to operate under 
IFR conditions. This is because such operators fly regularly in 
airports where radar approach control services have been established. 
Therefore, the FAA believes this proposed rule would have a significant 
economic impact on a substantial number of small entities.

International Trade Impact Assessment

    The proposed rule would neither have an effect on the sale of 
foreign aviation products or services in the United States, nor would 
it have an effect on the sale of United States products or services in 
foreign countries. The proposed rule would neither impose costs on 
aircraft operators nor aircraft manufacturers (United States or 
foreign).

Federalism Implications

    This proposed rule would not have substantial direct effects on the 
states, on the relationship between the national government and the 
states, or on the distribution of power and responsibilities among the 
various levels of government. Therefore, in accordance with Executive 
Order 12612 (52 FR 41685; October 30, 1987), it is determined that this 
proposed rule does not have sufficient federalism implications to 
warrant the preparation of a Federalism Assessment.

Environmental Analysis

    The procedures implemented by this rule have been determined to not 
significantly affect the quality of the human environment. Pursuant to 
the Department of Transportation ``Policies and Procedures for 
Considering Environmental Impacts'' (FAA Order 1050.1D), this action is 
categorically excluded per Appendix 3, paragraph 4e(2).

Paperwork Reduction Act

    This proposed rule contains no information collection requests 
requiring approval of the Office of Management and Budget pursuant to 
the Paperwork Reduction Act (44 U.S.C. 3507 et seq.).

International Civil Aviation Organization (ICAO) and Joint Aviation 
Regulations (JAR)

    The FAA has determined that this proposal, if adopted, would not 
conflict with any international agreements of the United States.

Conclusion

    For reasons discussed in the preamble, and based on the findings in 
the Regulatory Flexibility Determination and the International Trade 
Impact Analysis, the FAA has determined that this regulation is not a 
``significant regulatory action'' under Executive Order 12866. In 
addition, the FAA certifies that this regulation will not have a 
significant economic impact, positive or negative, on a substantial 
number of small entities under the criteria of the Regulatory 
Flexibility Act. This regulation is not considered significant under 
Order DOT 2100.5, Policies and Procedures for Simplification, Analysis 
and Review of Regulations. A final regulatory evaluation of the 
proposed regulation, including a final Regulatory Flexibility 
Determination and International Trade Impact Analysis has been placed 
in the docket. A copy may be obtained by contacting the person 
identified under FOR FURTHER INFORMATION CONTACT.

List of Subjects in 14 CFR Part 71

    Airspace, Federal Aviation Administration, Navigation (Air).

The Proposed Amendment

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

PART 71--[AMENDED]

    1. The authority citation for part 71 continues to read as follows:

    Authority: 49 U.S.C. app. 1348(a), 1354(a), 1510; E.O. 10854, 24 
FR 9565, 3 CFR, 1959-1963 Comp., p. 389; 49 U.S.C. 106(g); 14 CFR 
11.69.


Sec. 71.1  [Amended]

    2. The incorporation by reference in 14 CFR 71.1 of the Federal 
Aviation Administration Order 7400.9B, Airspace Designations and 
Reporting Points, dated July 18, 1994, and effective September 16, 
1994, is amended as follows:

Paragraph 3000--Subpart B--Class B Airspace

* * * * *
AWP CA B Los Angeles, CA [Revised]
Los Angeles International Airport (Primary Airport)
    (lat. 33 deg.56'33''N., long. 118 deg.24'29''W.)

Boundaries.

    Area A. That airspace extending upward from the surface to 
10,000 feet MSL bounded by a line beginning at lat. 
34 deg.00'08''N., long. 118 deg.45'01''W.; to lat. 34 deg.00'33''N., 
long. 118 deg.32'56''W.; to lat. 33 deg.57'42''N., long. 
118 deg.27'23''W. (Ballona Creek/Pacific Ocean); to lat. 
33 deg.57'42''N., long. 118 deg.22'10''W. (Manchester/405 Fwy); to 
lat. 33 deg.58'54''N., long. 118 deg.16'41''W. (Broadway/64th St.); 
to lat. 33 deg.55'52''N., long. 118 deg.16'43''W. (Broadway/Imperial 
Hwy); to lat. 33 deg.55'51''N., long. 118 deg.26'05''W. (Imperial 
Hwy/Pacific Ocean); to lat. 33 deg.45'34''N., long. 
118 deg.27'01''W. (LIMBO intersection); to lat. 33 deg.45'14''N., 
long. 118 deg.32'29''W. (INISH intersection); to the point of 
beginning.
    Area B. That airspace extending upward from 1,500 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.58'54''N., long. 118 deg.16'41''W. (Broadway/64th St.); to 
lat. 34 deg.00'01''N., long. 118 deg.07'58''W. (Garfield/Washington 
Blvd); to lat. 33 deg.56'10''N., long. 118 deg.07'21''W. (Stonewood 
Center); thence to lat. 33 deg.55'52''N., long. 118 deg.16'43''W. 
(Broadway/Imperial Hwy); to the point of beginning.
    Area C. That airspace extending upward from 2,500 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.06'00''N., long. 118 deg.14'27''W. (Railroad Freight Yard); 
to lat. 34 deg.06'00''N., long. 118 deg.11'23''W. (Ernest E. Debs 
Regional Park); to lat. 34 deg.02'03''N., long. 118 deg.03'39''W. 
(Legg Lake); to lat. 33 deg.58'40''N., long. 118 deg.01'49''W. 
(Whittier College); to lat. 33 deg.54'10''N., long. 
118 deg.01'49''W.; to lat. 33 deg.53'35''N., long. 118 deg.10'55''W. 
(Dominguez High School); to lat. 33 deg.55'52''N., long. 
118 deg.16'43''W. (Broadway/Imperial Hwy); to lat. 33 deg.56'10''N., 
long. 118 deg.07'21''W. (Stonewood Center); to lat. 
34 deg.00'01''N., long. 118 deg.07'58''W. (Garfield Washington 
Blvd); to lat. 33 deg.58'54''N., long. 118 deg.16'41''W. (Broadway/
64th St.); to lat. 33 deg.57'42''N., long. 118 deg.22'10''W. 
(Manchester/405 Fwy); to lat. 33 deg.00'20''N., long. 
118 deg.23'05''W. (West Los Angeles College); to lat. 
34 deg.02'49''N., long. 118 deg.21'48''W.; to the point of 
beginning.
    Area D. That airspace extending upward from 4,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.02'03''N., long 118 deg.03'39''W. (Legg Lake); to lat. 
34 deg.00'45''N., long. 117 deg.54'03''W.; to lat. 33 deg.57'40''N., 
long. 117 deg.53'35''W.; to lat. 33 deg.54'26''N., long. 
117 deg.54'21''W. (Brea Municipal Golf Course); to lat. 
33 deg.54'10''N., long. 118 deg.01'49''W.; to lat. 33 deg.58'40''N., 
long. 118 deg.01'49''W. (Whittier College); to the point of 
beginning.
    Area E. That airspace extending upward from 8,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.02'03''N., long. 118 deg.03'39''W. (Legg Lake); to lat. 
34 deg.02'50''N., long. 117 deg.50'43''W. (Mt. San Antonio College); 
to lat. 33 deg.59'28''N., long. 117 deg.50'42''W. (SUZZI 
Intersection); to lat. 33 deg.54'34''N., long. 117 deg.52'10''W. 
(Imperial Golf Course); to lat. 33 deg.54'26''N., long. 
117 deg.54'21''W. (Brea Municipal Golf Course); to lat. 
33 deg.57'40''N., long. 117 deg.53'35''W., to lat. 34 deg.00'45''N., 
long. 117 deg.54'03''W.; to the point of beginning.
    Area F. That airspace extending upward from 9,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.02'50''N., long. 117 deg.50'43''W. (Mt. San Antonio College); 
to lat. 34 deg.03'15''N., long. 117 deg.47'00''W. (General 
Dynamics); to lat. 33 deg.59'55''N., long. 117 deg.45'55''W. (ARNES 
Intersection/Water Tower); to lat. 33 deg.54'39''N., long. 
117 deg.46'57''W.; to lat. 33 deg.54'34''N., long. 117 deg.52'10''W. 
(Imperial Golf Course); to lat. 33 deg.59'28''N., long. 
117 deg.50'42''W. (SUZZI Intersection); to the point of beginning.
    Area G. That airspace extending upward from 5,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.55'51''N., long 118 deg.26'05''W. (Imperial Hwy/Pacific 
Ocean); to lat. 33 deg.55'52''N., long. 118 deg.16'43''W. (Broadway/
Imperial Hwy); to lat. 33 deg.53'35''N., long. 118 deg.10'55''W. 
(Dominguez High School); to lat. 33 deg.54'10''N., long 
118 deg.01'49''W.; to lat. 33 deg.47'00''N., long. 118 deg.03'17''W. 
(Seal Beach VORTAC/Los Alamitos Armed Forces Reserve Center); to 
lat. 33 deg.46'28''N., long. 118 deg.11'54''W. (Long Beach VA 
Hospital); to lat. 33 deg.45'34''N., long. 118 deg.27'01''W. (LIMBO 
Intersection); to the point of beginning.
    Area H. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.54'10''N., long. 118 deg.01'49''W.; to lat. 33 deg.54'26''N., 
long. 117 deg.54'22''W. (Brea Municipal Golf Course); to lat. 
33 deg.47'23''N., long. 117 deg.57'40''W. (Garden Grove Mall); to 
lat. 33 deg.47'00''N., long. 118 deg.03'17''W. (Seal Beach VORTAC/
Los Alamitos AFRC); to point of beginning.
    Area I. That airspace extending upward from 7,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.47'00''N., long. 118 deg.03'17''W. (Seal Beach VORTAC/Los 
Alamitos AFRC); to lat. 33 deg.47'23''., long. 117 deg.57'40''W. 
(Garden Grove Mall); to lat. 33 deg.28 '56''N., long. 
117 deg.51'49''W.; to lat. 33 deg.26'40''N., long. 
118 deg.00'54''W.; to lat. 33 deg.34'42''., long. 118 deg.07'48''W.; 
to lat. 33 deg.46'28''N., long. 118 deg.11'54''W. (Long Beach VA 
Hospital); to the point of beginning.
    Area J. That airspace extending upward from 8,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.45'34''N., long. 118 deg.27'01''W. (LIMBO Intersection); to 
lat. 33 deg.46'28''N., long. 118 deg.11'54''W. (Long Beach VA 
Hospital); to lat. 33 deg.34'42''N. 118 deg.07'48''W.; to lat. 
33 deg.35'58''N., Long. 118 deg.25'39''W.; to the point of 
beginning.
    Area K. That airspace extending upward from 5,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
33 deg.45'34''N., long. 118 deg.27'01''W. (LIMBO Intersection); to 
lat. 33 deg.35'58''N., long. 118 deg.25'39''W.; to lat. 
33 deg.32'52''N., long. 118 deg.36'54''W.; to lat. 33 deg.44'27''N., 
long. 118 deg.42'23''W.; to lat. 33 deg.45'14''N., long. 
118 deg.32'29''W. (INISH Intersection); to the point of beginning.
    Area L. That airspace extending upward from 2,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat 
33 deg.45'14''N., long. 118 deg.32'29''W. (INISH Intersection); to 
lat. 33 deg.44'27''N., long. 118 deg.42'23''W.; to lat. 
33 deg.59'44''N., long. 118 deg.55'22''W.; to lat. 34 deg.00'08''N., 
long. 118 deg.45'01''W.; to the point of beginning.
    Area M. That airspace extending upward from 7,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.06'00''N., long. 118 deg.56'33''W,; to lat. 34 deg.06'00''N., 
long. 118 deg.47'06''W.; to lat. 34 deg.00'08''N., long. 
118 deg.45'01''W.; to lat. 33 deg.59'44''N., long. 
118 deg.55'22''W.; to the point of beginning.
    Area N. That airspace extending upward from 5,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at lat. 
34 deg.06'00''N., long. 118 deg.47'06''W.; to lat. 34 deg.06'00''N., 
long. 118 deg.14'27''W. (Railroad Freight Yard); to lat. 
34 deg.02'49''N., long. 118 deg.21'48''W.; to lat. 33 deg.00'20''N., 
long. 118 deg.23'05''W. (West Los Angeles College); to lat. 
33 deg.57'42''N., long. 118 deg.22'10''W. (Manchester/405 Hwy); to 
lat. 33 deg.57'42''N., long. 118 deg.27'23''W. (Ballona Creek/ 
Pacific Ocean); to lat. 34 deg.00'33''N., long. 118 deg.32'56''W.; 
to lat. 34 deg.00'08''N., long. 118 deg.45'01''W.; to the point of 
beginning.
* * * * *
    Issued in Washington, DC, on November 8, 1994.
Herold W. Becker,
Manager, Airspace-Rules and Aeronautical Information Division.

    Note: This Appendix will not appear in the Code of Federal 
Regulations.

BILLING CODE 4910-13-M

Appendix--Los Angeles International Airport, Class B Airspace

TP22NO94.000

[FR Doc. 94-28314 Filed 11-21-94; 8:45 am]
BILLING CODE 4910-13-C