[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]
_______________________________________________________________________
Part VII
Department of Transportation
_______________________________________________________________________
Federal Aviation Administration
_______________________________________________________________________
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