[Federal Register Volume 61, Number 245 (Thursday, December 19, 1996)]
[Rules and Regulations]
[Pages 66902-66908]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-32109]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 71
[Airspace Docket No. 93-AWA-13]
RIN 2120-AA66
Modification of the Los Angeles Class B Airspace Area; California
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: This rule modifies the Los Angeles (LAX) Class B airspace
area, California (CA). Specifically, this action lowers the ceiling of
the LAX Class B airspace area from 12,500 feet mean sea level (MSL) to
10,000 feet MSL; reconfigures and/or raises the lower limits of several
existing subareas to provide additional airspace for general aviation
(GA) aircraft to navigate outside or under the LAX Class B airspace
area; and creates several subareas in order to contain operations
within the LAX Class B airspace area. The FAA is taking this action to
enhance safety, to reduce the potential for midair collision in this
high density traffic area, and to improve the management of air traffic
operations into, out of, and through the LAX Class B airspace area.
EFFECTIVE DATE: 0901 UTC, July 17, 1997.
FOR FURTHER INFORMATION CONTACT: William C. Nelson, Airspace and Rules
Division, ATA-400, Office of Air Traffic Airspace Management, Federal
Aviation Administration, 800 Independence Avenue, SW., Washington, DC
20591; Telephone: (202) 267-8783.
SUPPLEMENTARY INFORMATION:
Background
Airspace reclassification, which became effective September 16,
1993, discontinued the use of the term ``Terminal Control Area'' (TCA)
and replaced it with the term ``Class B airspace.'' This change in
terminology is reflected in this rule.
On May 21, 1970, the FAA published Amendment No. 91-78 to part 91
of the Federal Aviation Regulations (35 FR 7782). This rule provided
for the establishment of Class B airspace. Class B airspace was
developed to reduce the potential for midair collision in the congested
airspace surrounding airports with high density air traffic by
[[Page 66903]]
providing an area wherein all aircraft are subject to certain operating
rules and equipment requirements.
The density of traffic and the type of operations being conducted
in the airspace surrounding major terminals increase the probability of
midair collisions. In 1970, an extensive study found that the majority
of midair collisions occurred between a 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). The establishment of Class B airspace
areas provides a means to accommodate the increasing number of IFR and
VFR operations. The regulatory requirements of Class B airspace afford
the greatest protection for the greatest number of people by providing
air traffic control (ATC) with an increased capability to provide
aircraft separation service, thereby minimizing the mix of controlled
and uncontrolled aircraft.
The standard configuration of a Class B airspace area contains
three concentric circles centered on the primary airport extending to
10, 20, and 30 nautical miles (NM), respectively. The vertical limit of
a Class B airspace area normally does not exceed 10,000 feet MSL, with
the floor established at the surface in the inner circular area and at
levels appropriate to the containment of operations in the outer
circular areas. Class B airspace may be designed using variations of
these criteria which are dependent on terrain, adjacent regulatory
airspace, and factors unique to the specific terminal area. To date,
the FAA has established 29 Class B airspace areas.
The geographic coordinates for this airspace docket are based on
North American Datum 83. Class B airspace areas are published in
paragraph 3000 of FAA Order 7400.2D dated September 4, 1996, and
effective September 16, 1996, which is incorporated by reference in 14
CFR 71.1. The Class B airspace area listed in this document will be
published subsequently in the Order.
Related Rulemaking Actions
On June 21, 1988, the FAA published the Transponder with Automatic
Altitude Reporting Capability Requirement final rule (53 FR 23356).
This rule requires all aircraft to have an altitude encoding
transponder when operating within 30 NM of any designated Class B
primary airport from the surface up to 10,000 feet MSL. This rule
excluded those aircraft that were not originally certificated with an
engine-driven electrical system (or those that have not subsequently
been certified with such a system), balloons, or gliders.
On October 14, 1988, the FAA published the TCA Classification and
TCA Pilot and Navigation Equipment Requirements final rule (53 FR
40318). This rule, in part, removed the different classifications of
TCA's, and 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 who has received certain documented training.
Public Input
On November 22, 1994, the FAA published a Notice of Proposed
Rulemaking in the Federal Register proposing to modify the LAX Class B
airspace area (Airspace Docket 93-AWA-13; 59 FR 60244). Interested
persons were invited to participate in this rulemaking action by
submitting written data, views, or arguments. In response to this
notice, the FAA received 33 comments. All comments received were
considered before issuing this final rule. An analysis of the comments
received in response to this notice is summarized below.
Analysis of Comments
Area B Airspace Boundary
Nineteen commenters opposed lowering the floor of the Class B
airspace area from 2,000 feet MSL to 1,500 feet MSL in Area B. These
commenters, all helicopter pilots, state that the proposed change would
compress VFR GA aircraft with helicopter traffic that normally operates
at or below 1,500 feet MSL in Area B, particularly along the Long Beach
Freeway. These commenters recommend that the FAA retain the floor of
Area B at 2,000 feet MSL.
The FAA agrees with this recommendation, and retains the floor of
Area B at 2,000 feet MSL.
Hollywood and Shoreline (H/S) VFR Routes, and Special Federal Aviation
Regulation (SFAR) No. 51-1
Several commenters objected to the elimination of the existing VFR
transition routes. These commenters state that this action does not
address the H/S VFR Routes, or the Special Flight Rules Area which the
FAA interprets as SFAR No. 51-1. Many of these commenters state that
this change will force them to fly alternate routes over populated and
noise-sensitive areas. These commenters request that the FAA take
action to preserve the existing VFR transition routes in the final LAX
Class B airspace design. The Air Line Pilots Association (ALPA) states
that the Shoreline route should be deleted because it is an obstacle to
the expeditious flow of traffic departing LAX.
This action does not eliminate SFAR No. 51-1, or the H/S Routes.
The FAA finds that the H/S routes and SFAR No. 51-1 pose no impairment
to air traffic operations into or out of LAX.
Very High Frequency Omnidirectional Range/Distance Measuring Equipment
(VOR/DME) Boundaries
Several commenters opposed defining the boundaries of the LAX Class
B airspace area exclusively in terms of latitude and longitude (lat/
long). These commenters recommended that the boundaries of the LAX
Class B airspace area remain defined in terms of VOR/DME (fix/radial/
distance) as well as geographical landmarks. The Northern California
Airspace Users Working Group (NCAUWG) also believes that several
boundary points are not shown on aeronautical charts, and that this
will increase cockpit workload. The NCAUWG also states that the lat/
long boundary identification method requires certified Global
Positioning System (GPS) equipment.
The FAA does not agree. Defining the boundaries in terms of VOR
radials and DME arcs would encompass more airspace than is required for
the specific LAX Class B airspace area design. In addition, the FAA
believes that there are sufficient geographical landmarks to determine
the boundaries of the LAX Class B airspace area without GPS equipment.
Terminal and Regional Airspace (TARA) Concept
The Southern California Airspace Users Working Group (SCAUWG)
proposed the implementation of the TARA concept as an alternative plan
to the LAX Class B airspace area proposal. This concept envisions
replacing the existing LAX Class B airspace area with two layers of
regulated airspace. Specifically, the TARA configuration would have an
upper area between 5,000 and 10,000 feet MSL called regional airspace
and a lower area called terminal airspace. This concept is supported by
the NCAUWG, ALPA, Aircraft Owners and Pilot Association (AOPA), and
other airspace users.
The FAA believes that to implement a significant change such as the
recommended TARA concept for the LAX airspace area, or any portion of
the National Airspace System, will require additional study and
evaluation. The FAA believes that to withdraw the
[[Page 66904]]
adopted modification to the LAX Class B airspace area at this point
would compromise aircraft safety in and around the LAX area. The FAA
believes, with the increase in traffic volume, the adopted
modifications detailed in this action are necessary to ensure continued
safe operations within the LAX Class B airspace area. Notwithstanding,
the FAA has begun further analysis and evaluation of the recommended
TARA concept.
Turn Style Philosophy
One commenter suggested that the FAA consider a general ``turn
style'' philosophy that includes an inner and outer track, allowing
approaches and departures along a tangential route with right hand
patterns and the occasional straight-in approach.
The FAA does not agree with this suggestion. The suggested
operation is not compatible in view of the Los Angeles Basin
topography, traffic flow configurations, other airports, and noise
abatement procedures in the Class B airspace area.
LAX Class B Airspace Area Ceiling and Buffer Areas
One commenter suggests lowering the LAX Class B airspace area
ceiling to 8,000 feet MSL. This commenter believes that the San
Francisco (SFO) Class B airspace area configuration works well with the
ceiling at 8,000 feet MSL. In this commenter's opinion, SFO has arrival
and departure structures similar to those currently in place at LAX,
and this would allow non-turbocharged GA aircraft to overfly the LAX
Class B airspace area ``without bothering ATC.''
The FAA does not agree. An 8,000 feet MSL ceiling would not
adequately contain departing LAX traffic.
ALPA opposes lowering the LAX Class B airspace area ceiling below
12,000 feet MSL, contending it would allow VFR traffic to fly just
above the top of the airspace area without being in contact with ATC.
ALPA contends this would reduce safety between aircraft entering and
exiting the LAX Class B airspace area, and aircraft operating outside
the airspace area.
The FAA does not agree and determined that the 10,000 feet MSL
ceiling is sufficient to contain operations within the LAX Class B
airspace area.
In addition, ALPA recommends that buffer areas be created between
the horizontal and vertical boundaries of the Class B airspace area and
the surrounding airspace, specifically, 500 feet from all floor and
ceiling altitudes, and one mile from all lateral boundaries. ALPA
states that, under current rules, a pilot operating without benefit of
ATC guidance can fly up to the very edge of the Class B airspace area,
while pilots under ATC guidance are flying at assigned altitudes and
routes immediately inside the Class B airspace area.
The FAA does not agree with these recommendations. The LAX Class B
airspace area is designed to include only that airspace necessary to
contain the operations of participating aircraft. Establishing buffers
around the Class B airspace area would eliminate airspace that allows
nonparticipating VFR aircraft to circumnavigate the Class B airspace
area at prescribed VFR altitudes. Additionally, pilots are required to
operate in accordance with the provisions of the Federal Aviation
Regulations. These rules afford adequate protection between those
aircraft operating within or navigating outside of regulatory airspace.
The FAA is not establishing buffer zones around the LAX Class B
airspace area.
Class B airspace area Sector Modifications
One commenter recommended that the FAA raise the floor of Area N
west of Santa Monica Airport (SMO) to 5,000 feet MSL and consolidate
the area with the adjacent Area M 5,000 foot MSL sector. This commenter
also suggested realigning the northern boundary of Area A to
``eliminate inadvertent airspace intrusions'' into Area A by aircraft
operating southeast of SMO in Area N.
The FAA agrees, in part, with these comments. This action raises
the floor of Area N west of SMO to 5,000 feet MSL and adjusts Area M's
floor to 7,000 feet MSL to contain aircraft departing to the west. In
addition, this action reconfigures a portion of the northern boundary
of Area A. This reconfiguration provides additional airspace for
aircraft operations southeast of SMO (between SMO and LAX) by raising
the floor from the surface to 5,000 feet MSL.
Several commenters recommended modification of the Class B airspace
area east of SMO by raising the floor of Area C to 3,000 feet MSL. The
FAA disagrees with this recommendation. Raising the floor of Area C to
3,000 feet MSL would have an adverse impact on aircraft executing
instrument approach procedures into LAX.
Another commenter opposed raising the floor of Area N from 4,000 to
7,000 feet MSL west of SMO, claiming that this would decrease the
margin of safety for aircraft arriving from the north and west. This
commenter also states that traffic is often flying at 7,000 feet MSL in
the vicinity of the SMO VOR/DME, and the change will allow VFR aircraft
to operate below 7,000 feet MSL.
The FAA does not agree with this comment. The modification to Area
N and expansion of Area M will not decrease air safety. This action
consolidates Area N into one subarea with a floor of 5,000 feet MSL.
However, expansion to the west is necessary for traffic arriving from
the north and west. In this action, Area M is expanded approximately 10
miles westward with a floor of 7,000 feet MSL. In addition, the floor
in Area N is raised to 5,000 feet MSL returning a significant amount of
airspace for GA aircraft using the SMO VOR/DME for navigation, and
operating into and out of SMO to the west.
Another commenter recommends raising the floor of Area C, or moving
the adjoining boundaries of Areas C and N further east in order to
allow GA aircraft to climb above SMO's airspace, if necessary.
The FAA agrees, in part, and has moved the adjoining boundary of
Areas C and N approximately 1\1/2\ NM eastward. This modification
supports operations into and out of SMO and contains operations within
the LAX Class B airspace area.
One commenter states that the revised Class B airspace area will
overlie the Santa Ana (SNA) Class C airspace area surrounding the John
Wayne/Orange County Airport. In this commenter's opinion, one can
overfly SNA from the northeast to Catalina Island at only one cardinal
VFR altitude, 6,500 feet MSL, which makes it difficult for an aviator
to plan a VFR return trip.
The FAA does not concur. Area I overlaps a portion of the west side
of the SNA Class C airspace area. However, VFR altitudes of 5,500,
6,000 and 6,500 feet MSL are available. In addition, GA aircraft can
circumnavigate the revised LAX Class B airspace area by flying to the
east approximately 8 NM and above the SNA Class C airspace area.
Further, GA operators who choose not to circumnavigate the area can
follow standard procedures and enter the LAX Class B or SNA Class C
airspace areas.
One commenter states that the FAA erroneously published the lat/
long coordinates of the Area C boundary point named ``West Los Angeles
College.'' According to this commenter, the published coordinates would
locate this boundary point 17 NM south of Santa Catalina Island, in the
Pacific Ocean.
The FAA agrees with this commenter, and has corrected the
coordinates for Area C (West Los Angeles College) in this final rule.
[[Page 66905]]
One commenter states that Areas A and G, as configured, are
excessive. In this commenter's opinion, a new area should be created
out of the western portion of Area A and the southern portion directly
west of Torrance, extending to 3 NM offshore, with its base at 1,000
feet MSL, rather than at the surface. This commenter states that if the
airspace design outlined in the NPRM is adopted, aircraft departing
Torrance, and aircraft from the southeast following the coastline, may
be adversely affected. The commenter suggested that the western and
very southern portions of Area A do not need to extend down to the
surface. The commenter further states that the designation of Class B
airspace around Long Beach/Daugherty Field (LGB) is not necessary, and
the western portion of Area G between Hawthorne and Torrance could be
completely eliminated since this portion of the airspace is very seldom
used by large jet aircraft.
The FAA disagrees with this commenter. The FAA has determined that
for the protection of the primary airport, airspace extending from the
surface is necessary. The LAX Class B airspace area has been configured
to contain heavily loaded jet and turboprop aircraft departing LAX to
remain within the Class B airspace area. In addition, this area is
designed to control both arriving/departing turboprop and jet aircraft
operating in the LAX Class B airspace area, whether the airport is in a
east or west operation. The 5,000 foot MSL floor in Area G of the LAX
Class B airspace area provides sufficient airspace for GA aircraft
operating between Hawthorne and Torrance. Furthermore, the VFR
Transition Routes and the SFAR No. 51-1 area provide for VFR aircraft
transiting the LAX Class B airspace area.
One commenter states that areas E and F are unnecessarily complex,
and suggested that the FAA simplify those areas by lowering the base of
Area F to 8,000 feet MSL and combine it with Area E.
The FAA does not agree with this comment or suggestion. The FAA
used only the minimum amount of airspace essential to support the Class
B requirements and does not believe the Areas E and F are complex in
design. In addition, the 9,000 foot MSL floor of Area F is designed to
contain arriving and departing aircraft from and to the east.
One commenter states that on VFR flights to Avalon, Catalina, the
base altitude and position of Area I might block the ``preferred
altitude'' of 7,500 feet MSL that they feel is necessary to glide and
land in the event of engine failure.
The FAA does not agree. Area I's 7,000 feet MSL floor is necessary
to contain high performance jet and turboprop aircraft departing out of
the LAX Class B airspace area to the east and southeast. In addition,
GA aircraft can alter their flight paths to the west and fly under Area
J and then climb to 7,500 feet MSL, or these pilots can use standard
procedures and enter the LAX Class B airspace area.
One commenter recommended modifying the boundary of Area K to
remove VOR Federal Airway V25-27 from the LAX Class B airspace area.
The FAA concurs with this recommendation, and in this action
modifies the boundary of Area K and L to parallel V25-27 along its
western boundary.
The Rule
This amendment to 14 CFR part 71 modifies the LAX Class B airspace
area, CA. This action lowers the ceiling of the LAX Class B airspace
area from 12,500 feet MSL to 10,000 feet MSL; reconfigures and/or
raises the lower limits of several existing subareas to provide
additional airspace for GA aircraft to navigate outside or under the
LAX Class B airspace area; and creates several subareas in order to
contain operations within the LAX Class B airspace area. The FAA is
taking this action to enhance safety, to reduce the potential for
midair collision in this high density traffic area, and to improve the
management of air traffic operations into, out of, and through the LAX
Class B airspace area. The modifications are depicted on the attached
chart.
Regulatory Evaluation Summary
Final rule changes to Federal regulations must undergo several
economic analyses. First, Executive Order 12866 directs that each
Federal agency shall propose or adopt a regulation only upon a reasoned
determination that the benefits of the intended regulation justify its
costs. Second, the Regulatory Flexibility Act requires agencies to
analyze the economic effect of regulatory changes on small entities.
Third, the Office of Management and Budget directs agencies to assess
the effect of regulatory changes on small entities. In conducting these
analyses, the FAA has determined that this final rule: (1) will
generate benefits that justify its minimal costs and is not ``a
significant regulatory action'' as defined in the Executive Order; (2)
is not significant as defined in the Department of Transportation's
Regulatory Policies and Procedures; (3) will not have a significant
impact on a substantial number of small entities; (4) will not
constitute a barrier to international trade and (5) will not contain
any Federal intergovernmental or private sector mandate. These analyses
are summarized below.
A. Costs
The final rule will alter several existing areas and lateral
boundaries, as well as create several new areas within the limits of
the LAX Class B airspace area. All of the changes to the revised LAX
Class B airspace area occur entirely within the Los Angeles Mode C veil
centered around LAX. The FAA has determined that altering the LAX Class
B airspace area will impose minimal, if any, additional cost to either
the agency or aircraft operators. The FAA has concluded this for
several reasons. First, the FAA can absorb any additional workload with
existing personnel and equipment. Second, the FAA routinely and
periodically updates aeronautical charts; therefore, alterations in LAX
Class B airspace area aeronautical charts will not impose any
additional cost. Third, aircraft operating in the expanded areas of
Class B airspace will already have two-way communication capability and
Mode C transponders. Fourth, pilots can avoid the expanded areas of the
Class B airspace area with only small deviations from their current
flight paths.
B. Benefits
The FAA has determined the final rule will improve traffic flow
while enhancing safety. Enhancements to safety come in the lowered risk
of midair collisions (despite the rise in traffic density) due to
increased control in those subareas where Class B airspace will be
expanded. The final rule will benefit GA aircraft operators by
modifying the size of various subareas of the Class B airspace area. In
addition, the alterations of the Class B airspace will simplify
airspace boundaries.
C. Conclusion
In view of the minimal cost of compliance and benefits of enhanced
aviation safety and increased operational efficiency, the FAA has
determined that the final rule will be cost beneficial.
Final Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (RFA) was enacted by
Congress to ensure that small entities are not unnecessarily and
disproportionately burdened by Federal regulations. The RFA requires a
Regulatory Flexibility
[[Page 66906]]
Analysis to determine if a final rule will have ``significant economic
impact on a substantial number of small entities.'' FAA Order 2100.14A
outlines the FAA's procedures and criteria for implementing the RFA.
The small entities that may be affected by the implementation of
the final rule are unscheduled operators of aircraft for hire owning
nine or less aircraft. Only those unscheduled aircraft operators
without the capability to operate under IFR conditions will be
potentially affected by the final rule. The FAA contends that all of
the potentially affected unscheduled aircraft operators will already be
equipped to operate under IFR conditions. Therefore, the FAA contends
that the final rule will not have a significant economic impact on a
substantial number of small entities.
International Trade Impact Assessment
The final rule will not constitute a barrier to international
trade, including the export of American goods and services to foreign
countries and the import of foreign goods and services into the United
States (U.S.). This assessment is based on the fact that the final rule
will neither impose costs on aircraft operators nor aircraft
manufacturers (U.S. or foreign).
Unfunded Mandate Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (the Act),
enacted as Public Law 104-4 on March 22, 1995, requires each Federal
agency, to the extent permitted by law, to prepare a written assessment
of the effects of any Federal mandate in a proposed or final agency
rule that may result in the expenditure of $100 million or more
adjusted annually for inflation in any one year by State, local, and
tribal governments, in the aggregate, or by the private sector. Section
204(a) of the Act, 2 U.S.C. 1534(a), requires the Federal agency to
develop an effective process to permit timely input by elected officers
(or their designees) of State, local and tribal governments on a
proposed ``significant intergovernmental mandate.'' A ``significant
intergovernmental mandate'' under the Act is any provision in a Federal
agency regulation that would impose an enforceable duty upon State,
local, and tribal governments, in the aggregate, (of $100 million
adjusted annually for inflation) in any one year. Section 203 of the
Act, 2 U.S.C. 1533, which supplements section 204(a), provides that
before establishing any regulatory requirements that might
significantly or uniquely affect small governments, the agency shall
have developed a plan that among other things, provides for notice to
potentially affected small governments, if any, and for a meaningful
and timely opportunity to provide input in the development of
regulatory proposals.
This rule does not contain any Federal intergovernmental or private
sector mandate. Therefore, the requirements of Title II of the Unfunded
Mandates Reform Act of 1995 do not apply.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference, Navigation (air).
The Amendment
In consideration of the foregoing, the Federal Aviation
Administration amends 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. 106(g), 40103, 40113, 40120; E.O. 10854, 24
FR 9565, 3 CFR, 1959-1963 Comp., p. 389; 14 CFR 11.69.
Sec. 71.1 [Amended]
2. The incorporation by reference in 14 CFR 71.1 of the Federal
Aviation Administration Order 7400.9D, Airspace Designations and
Reporting Points, dated September 4, 1996, and effective September 16,
1996, 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. 34 deg.01'00''N,
long. 118 deg.15'00''W; to lat. 33 deg.55'48''N, long.
118 deg.13'54''W; 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 2,000 feet MSL to
and including 10,000 feet MSL bounded by a line beginning at lat.
34 deg.01'00''N, long. 118 deg.15'00''W; 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); to lat.
33 deg.55'48''N, long. 118 deg.13'54''W (V16/V370 10 DME); 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.55'48''N, long. 118 deg.13'54''W(V16/V370 10
DME); 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. 34 deg.01'00''N, long. 118 deg.15'00''W
(V264 10 DME); to lat. 33 deg.57'42''N, long. 118 deg.22'10''W
(Manchester/405 Fwy); to lat. 34 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); lat.
34 deg.06'00''N, long. 118 deg.11'23''W (Ernest E. Debs Regional
Park); 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.02'19''N, long. 117 deg.59'13''W ; 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.54'21''W (Brea
[[Page 66907]]
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''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. 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.
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.33'50''N, long. 118 deg.33'23''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, 93-AWA-13 5 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. 34 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 December 6, 1996
Jeff Griffith,
Program Director for Air Traffic Airspace Management.
Appendix
Note: This appendix will not appear in the Code of Federal
Regulations.
[[Page 66908]]
[GRAPHIC] [TIFF OMITTED] TR19DE96.001
[FR Doc. 96-32109 Filed 12-18-96; 8:45 am]
BILLING CODE 4910-13-C