[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