[Federal Register Volume 64, Number 19 (Friday, January 29, 1999)]
[Rules and Regulations]
[Pages 4527-4533]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-2135]



[[Page 4527]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 97-AWA-6]
RIN 2120-AA66


Modification of the San Diego Class B Airspace Area; CA

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This action modifies the San Diego, CA, Class B airspace area. 
Specifically, this action lowers the upper limit of the San Diego Class 
B airspace area from 12,500 feet mean sea level (MSL) to 10,000 feet 
MSL; expands the western and eastern boundaries of the airspace area; 
and moves the southern boundary north to align with the POGGI Very High 
Frequency Omnidirectional Range Tactical Air Navigation (VORTAC). The 
FAA is taking this action to enhance safety, reduce the potential for 
midair collision, and to improve the management of air traffic 
operations into, out of, and through the San Diego Class B airspace 
area, while accommodating the concerns of airspace users.

EFFECTIVE DATE: 0901 UTC, July 15, 1999.

FOR FURTHER INFORMATION CONTACT: Ken McElroy, 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:

Related Rulemaking Actions

    On May 21, 1970, the FAA published the Designation of Federal 
Airways, Controlled Airspace, and Reporting Points Final Rule (35 FR 
7782). This rule provided for the establishment of Terminal Control 
Airspace areas (now known as Class B airspace areas).
    On June 21, 1988, the FAA published the Transponder With Automatic 
Altitude Reporting Capability Requirement Final Rule in the Federal 
Register (53 FR 23356). This rule requires all aircraft to have an 
altitude encoding transponder when operating within 30 NM of any 
designated TCA (now known as Class B airspace area) 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 Terminal Control Area 
Classification and Terminal Control Area Pilot and Navigation Equipment 
Requirements Final Rule (53 FR 40318). This rule, in part, requires the 
pilot-in-command of a civil aircraft operating within a Class B 
airspace area to hold at least a private pilot certificate, except for 
a student pilot who has received certain documented training.
    On December 17, 1991, the FAA published the Airspace 
Reclassification Final Rule (56 FR 65638). This rule discontinued the 
use of the term ``Terminal Control Area'' and replaced it with the 
designation ``Class B airspace area.'' This change in terminology is 
reflected in this final rule.

Background

    The Terminal Control Airspace area (now known as the Class B 
airspace area) program was developed to reduce the potential for midair 
collision in the congested airspace surrounding airports with high 
density air traffic operations by 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 increases 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 or military aircraft, or another GA 
aircraft. The basic causal factor common to these conflicts was the mix 
of aircraft operating under visual flight rules (VFR) and 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 these 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.
    The standard configuration of these airspace areas normally 
contains three concentric circles centered on the primary airport 
extending to 10, 20, and 30 nautical miles (NM), respectively. The 
standard vertical limit of these airspace areas normally should not 
exceed 10,000 feet MSL, with the floor established at the surface in 
the inner area and at levels appropriate to the containment of 
operations in the outer areas. Variations of these criteria may be 
utilized contingent on the terrain, adjacent regulatory airspace, and 
factors unique to the terminal area.

Public Input

    On May 19, 1998, the FAA published a notice of proposed rulemaking 
(NPRM) in the Federal Register (Airspace Docket 97-AWA-6; 63 FR 27519) 
proposing to modify the San Diego Class B Airspace Area, CA. The 
comment period for this NPRM closed on July 20, 1998.
    The FAA received seven comments in response to the proposal. All 
comments received were considered before making a determination on this 
final rule. An analysis of the comments received and the FAA's response 
is summarized below.

Discussion of Comments

    The Air Line Pilots Association (ALPA) and the U.S. Marine Corps 
endorsed the proposed modification of the San Diego Class B airspace 
area as proposed, stating that the proposal will improve the safety, 
efficiency and the utility of airspace surrounding San Diego. Five 
other commenters endorsed the proposal, but included the 
recommendations discussed below.
    One commenter stated that the instrument approach angle to Miramar 
Marine Corps Air Station (MCAS) is currently a nonstandard 3.25 degree 
angle and requested that this nonstandard angle be maintained to 
provide safe vertical separation for those aircraft operating below the 
Class B airspace area from aircraft inbound on the final approach. The 
commenter believed that the NPRM did not clearly provide notice that 
the FAA was proposing to change the instrument approach angle from 3.25 
degrees to 3.00 degrees.
    The FAA does not agree with this request. In 1995 the U.S. Navy 
lowered the approach angle from 3.25 degrees to a standard approach 
angle of 3.00 degrees. The nonstandard angle required aircraft 
conducting an instrument approach to maintain excessive descent rates 
on final approach. The base altitude in the vicinity of the approach is 
necessary to contain the high volume of turbo-jet arrivals and 
departures to and from Miramar MCAS. The continued use of a standard 
3.0 degree approach angle provides aircraft operating under the Class B 
airspace area with safe vertical separation from aircraft on final 
approach to Miramar MCAS.
    The San Diego Airspace Users Group (SDAUG) and the Aircraft Owners 
and Pilots Association (AOPA) requested that the triangular-shaped 
southeast corner of Area Q be eliminated from the Class B airspace area 
and included in the VFR corridor to provide a direct

[[Page 4528]]

route from the VFR corridor to Brown Field.
    A review of this recommendation determined that the triangular-
shaped corner of Area Q provided no operational advantage to ATC and 
could be eliminated. Therefore, the FAA has adopted this recommendation 
by removing the southeast corner of Area Q, where it borders Area P, 
from the Class B airspace area and included this area in the VFR 
corridor.
    The SDAUG and AOPA stated that the proposed Class B Area I 3200-
foot MSL floor would create a dangerous situation by squeezing the VFR 
traffic entering and exiting Gillespie Airport to/from the northeast, 
into a small band of airspace between 2900 feet and 3200 feet MSL. It 
was recommended that the Class D airspace area at Gillespie Field be 
lowered from its current 2900 feet MSL to 2400 feet MSL to eliminate a 
narrow 300-foot shelf of airspace between the Class B airspace in Area 
I and the Gillespie Field Class D airspace area.
    The FAA agrees with this recommendation and has lowered the 
Gillespie Field Class D airspace area ceiling to 2400 feet MSL. This 
creates an 800-foot transition area under the Class B airspace area and 
over the Gillespie Class D airspace area for VFR aircraft.
    The SDAUG and AOPA questioned the rationale for using Lindberg 
Field and Miramar MCAS as the primary airports to determine the 30-NM 
Mode C veil. They pointed out that Federal Aviation Regulation Part 91 
Appendix D Section 1 states that location, not airport, is the basis 
for establishing the center of the veil. Based on this, they 
recommended that the San Diego Mode C veil reference point be changed 
from the designated airports Lindberg Field and Miramar MCAS to the 
Mission Bay VORTAC (MZB). These commenters contend that this would 
provide a method of Class B airspace area boundary simplification for 
navigation using Distance Measuring Equipment (DME) to define the 30-NM 
Mode C veil.
    The FAA does not agree with this recommendation. Currently, Class B 
airspace is designated for airports, and legal descriptions are based 
on the airport reference point of a designated primary airport(s) as 
listed in Subpart B Federal Aviation Order 7400.9. Additionally, 14 CFR 
Section 91.215 (b)(2) states that all aircraft operating within 30 NM 
of an airport listed in Appendix D Section 1 must comply with the Mode 
C rule. Charts are provided for VFR navigation which contain a 
substantial number of visual landmarks such as highly visible roadways, 
landmarks, and other visual checkpoints easily identifiable from the 
air. These charts also include other navigation information to provide 
guidance in and around the Class B airspace area. The FAA believes that 
sufficient aeronautical information is available for VFR pilots to 
navigate in and around the Class B airspace area without sole reliance 
upon DME information to define the Mode C Veil when appropriately 
planned during preflight or in coordination with ATC.
    The SDAUG and AOPA recommended several charting additions to the 
San Diego VFR Terminal Chart to assist pilots navigating in the San 
Diego area. Specifically, these commenters recommended the following: 
(1) Provide VOR radial DME table to define each corner of the Class B 
airspace area using local navigational aids (NAVAID's); (2) create a 
VFR terminal chart be similar to the Los Angeles terminal area chart; 
(3) publish recommended altitudes on the chart for the VFR corridor; 
(4) include new visual check points on the chart; (5) chart Area O as a 
20 NM DME fix; (6) adjust the VFR flyway to reflect changes.
    The FAA agrees with these recommendations because they will 
facilitate VFR operations in the San Diego area, and has taken action 
to include them on future San Diego VFR Terminal Area charts.

The Rule

    This amendment to 14 CFR part 71 modifies the San Diego Class B 
airspace area. Specifically, this action lowers the upper limit of the 
San Diego Class B airspace area from 12,500 feet MSL to 10,000 feet 
MSL, expands the western and eastern boundaries, and moves the southern 
boundary northward to align with the POGGI VORTAC. The FAA is taking 
this action to improve the boundary definition and decrease the overall 
size of the Class B airspace area. The modification of the San Diego 
Class B airspace area includes a redundant system of boundary depiction 
to the maximum extent possible. The primary boundary definition uses 
latitude and longitude points (Global Positioning System [GPS] 
waypoints) and, wherever feasible, the boundaries are also aligned with 
reference to existing ground-based NAVAID's and prominent geographical 
landmarks. This modification of the San Diego Class B airspace area 
results in a net reduction in the size of the airspace area. These 
changes will improve efficiency of the airspace area and provide a 
clearer definition of Class B airspace area boundaries to aid those 
users who choose to remain outside of the Class B airspace area.
    The coordinates for this airspace docket are based on North 
American Datum 83. Class B airspace areas are published in Paragraph 
3000 of FAA Order 7400.9F dated September 10, 1998, and effective 
September 16, 1998, which is incorporated by reference in 14 CFR 
section 71.1. The Class B airspace area listed in this document will be 
published subsequently in the Order.

Regulatory Evaluation Summary

    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 businesses and other 
small entities. Third, the Office of Management and Budget directs 
agencies to assess the effect of regulatory changes on international 
trade. 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 here in the preamble and the full Regulatory 
Evaluation is in the docket.
    The FAA is modifying the San Diego Class B airspace area by 
lowering the ceiling from 12,500 feet MSL to 10,000 feet MSL, by 
expanding and moving lateral boundaries, and by modifying base 
altitudes. The FAA has determined that modification of the San Diego 
Class B airspace area will improve the efficiency of aircraft movement 
in the airspace and enhance safety for VFR and IFR airspace users while 
accommodating the operations of turbo-jet aircraft and helicopters at 
Marine Corps Air Station (MCAS) Miramar.
    The modifications will generate several benefits for system users. 
These benefits include redefining the Class B airspace subareas, 
increased airspace for aircraft transitioning to and from satellite 
airports, improved containment within the Class B airspace area for 
turbo-jet aircraft arriving and departing MCAS Miramar, and reduced 
potential

[[Page 4529]]

for midair collisions in the San Diego terminal area.
    The final rule will impose minimal costs on FAA or airspace users. 
Printing of aeronautical charts which reflect the changes to the Class 
B airspace area will be accomplished during a scheduled chart printing, 
and will result in no additional costs for plate modification and 
updating of charts. Notices will be sent to all pilots within a 100-
mile radius of the San Diego International Airport at a total cost of 
$100.00 for postage. No staffing changes will be required to maintain 
the modified Class B airspace area.
    The San Diego Class B airspace area will be designated by a 
redundant boundary depiction system which uses longitude and latitude 
points (GPS waypoints), existing NAVAIDs, and visual references to 
identify the airspace boundaries. These three options, two of which are 
available currently, will not cause airspace users to incur any 
additional equipment costs. Moreover, the overall reduction of the 
Class B airspace area will increase the airspace for nonparticipating 
aircraft operators thereby reducing the circumnavigation costs to GA 
aircraft operators. In view of the minimal cost of compliance, enhanced 
safety, and operational efficiency, the FAA has determined that the 
final rule will be cost-beneficial.

Cost-Benefit Analysis

    The final rule will generate benefits to system users and the FAA 
in the form of improved flow of air traffic in the Class B airspace 
around the San Diego area.
    Benefits of the Class B airspace changes will include clearer 
airspace boundaries along major roadways for VFR users; greater terrain 
clearance for VFR aircraft below the Class B airspace so as not to 
require flight over the ocean or near mountainous terrain; increased 
airspace available for VFR aircraft transitioning to and from satellite 
airports in the San Diego area; easier navigation for VFR aircraft 
around the Class B airspace area; and an overall reduction of the 
impact of the Class B airspace area on VFR traffic.
    There will be a 5 to 10 percent increase in the amount of GA 
aircraft operating in uncontrolled airspace as a result of the overall 
decrease in the San Diego Class B airspace area. The FAA contends that 
this modification will reduce the cost of circumnavigation to 
nonparticipating operators.
    A redundant system of airspace boundary depiction will be used. 
This means that longitude and latitude points (GPS waypoints), existing 
NAVAIDs, and visual landmarks will all be available for Class B 
boundary identification.
    Furthermore, the final rule will improve the flow of air traffic 
and enhance the safety of turbo-jet aircraft. The rule will provide 
turbo-jet aircraft inbound to San Diego Lindbergh Airport (Runway 27) 
the optimum 300 foot per nautical mile descent gradient. Additionally, 
turbo-jet aircraft arriving and departing at MCAS Miramar and at San 
Diego Lindbergh Airport will experience improved containment during 
arrival and departure thereby reducing the potential for midair 
collisions in the congested airspace in the San Diego area.

Costs

    The FAA has determined that implementation of the final rule will 
impose negligible costs on the agency and no additional costs on 
airspace users. No staffing changes will be required to maintain the 
altered Class B airspace. The final rule will not create any additional 
administrative costs for personnel, facilities, or equipment to the 
FAA. The FAA systematically revises IFR charts every 56 days and 
sectional and terminal area charts every six months. Printing the 
revised aeronautical charts to reflect the Class B airspace area 
changes around San Diego will be accomplished during regularly 
scheduled chart printings. Any costs associated with modifying the 
plates used to print the charts and printing the updated charts will be 
considered a normal cost of doing business.
    The Western-Pacific Region will send a mailing to all pilots within 
a 100-mile radius of the San Diego International Airport as a routine 
public service. The cost for the postage for the mailing is $100.00.
    Although many aircraft do not currently have GPS equipment, the 
Class B airspace depiction uses existing NAVAID's and visual references 
to identify the airspace boundaries. Therefore no additional costs will 
be imposed by using GPS waypoints for boundary identification. Thus, 
there will be no additional costs imposed on airspace users as a result 
of the San Diego Class B airspace modification.

International Trade Impact Assessment

    The final rule will not constitute a barrier to international 
trade, including the export of U.S. goods and services to foreign 
countries or the import of foreign goods and services into the United 
States.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 establishes ``as a principle 
of regulatory issuance that agencies shall endeavor, consistent with 
the objective of the rule and of applicable statutes, to fit regulatory 
and informational requirements to the scale of the business, 
organizations, and governmental jurisdictions subject to regulation.'' 
To achieve that principal, the Act requires agencies to solicit and 
consider flexible regulatory proposals and to explain the rationale for 
their actions. The Act covers a wide-range of small entities, including 
small businesses, not-for-profit organizations and small governmental 
jurisdictions.
    Agencies must perform a review to determine whether a proposed or 
final rule will have a significant economic impact on a substantial 
number of small entities. If the determination is that it will, the 
agency must prepare a regulatory flexibility analysis (RFA) as 
described in the Act.
    However, if an agency determines that a proposed or final rule is 
not expected to have a significant economic impact on a substantial 
number of small entities, section 605(b) of the 1980 act provides that 
the head of the agency may so certify and an RFA is not required. The 
certification must include a statement providing the factual basis for 
this determination, and the reasoning should be clear.
    The FAA contends that there will be no additional costs imposed on 
aircraft operators as a result of using GPS waypoints for boundary 
identification. Although many aircraft do not currently have a GPS 
receiver, the redundant boundary depiction system also uses existing 
NAVAID's and visual references to identify the airspace boundaries for 
which GPS equipment is not required. Aircraft operators may navigate 
accurately using VORTAC radials and DME arcs, visually by using 
prominent geographic landmarks, or a combination of these options.
    The FAA, in conducting this review of the final rule, has 
determined that the rule will not have a significant economic impact on 
a substantial number of small entities. Accordingly, pursuant to the 
Regulatory Flexibility Act, 5 U.S.C. 605(b), the Federal Aviation 
Administration certifies that this rule will not have a significant 
economic impact on a substantial number of small entities.

Unfunded Mandates 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

[[Page 4530]]

agency rule that may result in the expenditure of $100 million or more 
(when 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, which, among other things, must 
provide 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 final rule does not contain any Federal intergovernmental or 
private sector mandates. Therefore, the requirements of Title II of the 
Unfunded Mandates Reform Act of 1995 do not apply.

Paperwork Reduction Act

    This 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.).

Federalism Implications

    This rule will not have substantial direct effects on the States, 
the relationship between the National government and the States, or the 
distribution of power and responsibilities among the various levels of 
government. Therefore, in accordance with Executive Order 12612 (52 FR 
41695; October 30, 1987), it is determined that this rule does not have 
sufficient federalism implications to warrant the preparation of a 
Federalism Assessment.

Conclusion

    The FAA has determined that there are benefits in the form of 
improved flow of both GA and military air traffic, and enhanced safety 
for aircraft operators in the Class B airspace area, especially to 
military aircraft. This final rule will reduce the size of the Class B 
airspace area around San Diego and provide more uncontrolled airspace 
for VFR operations. In addition, there will be minimal costs for a 
mailing to local pilots informing them of the alteration of the San 
Diego Class B airspace area. Because of the distinct benefits and 
minimal costs of the final rule, the FAA has determined that this final 
rule will be cost-beneficial.

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--DESIGNATION OF CLASS A, CLASS B, CLASS C, CLASS D, AND 
CLASS E AIRSPACE AREAS; AIRWAYS; ROUTES; AND REPORTING POINTS

    1. The authority citation for 14 CFR 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.


Sec. 71.1  [Amended]

    2. The incorporation by reference in 14 CFR 71.1 of the Federal 
Aviation Administration Order 7400.9F, Airspace Designations and 
Reporting Points, dated September 10, 1998, and effective September 16, 
1998, is amended as follows:

Paragraph 3000--Subpart B--Class B Airspace

* * * * *

AWP CA B San Diego, CA  [Revised]

San Diego (Lindbergh Field), CA (Primary Airport)
    (Lat. 32 deg.44'01'' N., long. 117 deg.11'23'' W.)
MCAS Miramar, Miramar, CA (Primary Airport)
    (Lat. 32 deg.52'06'' N., long. 117 deg.08'33'' W.)
POGGI VORTAC (PGY)
    (Lat. 32 deg.36'37'' N., long. 116 deg.58'45'' W.)
Oceanside VORTAC (OCN)
    (Lat. 33 deg.14'26'' N., long. 117 deg.25'04'' W.)
Julian VORTAC (JLI)
    (Lat. 33 deg.08'26'' N., long. 116 deg.35'09'' W.)
Mission Bay VORTAC (MZB)
    (Lat. 32 deg.46'56'' N., long. 117 deg.13'32'' W.)

Boundaries

    Area A. That airspace extending upward from 4,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
JLI 262 deg. radial and the eastern edge of Warning Area 291 (W-291) 
(lat. 32 deg.59'31'' N., long. 117 deg.47'25'' W.); thence east via 
the JLI 262 deg. radial to intercept the MZB 325 deg. radial (lat. 
33 deg.02'13'' N., long. 117 deg.26'14'' W.); thence southeast via 
the MZB 325 deg. radial to intercept the JLI 257 deg. radial (lat. 
32 deg.58'53'' N., long. 117 deg.23'27'' W.); thence west via the 
JLI 257 deg. radial to intercept the OCN 200 deg. radial (lat. 
32 deg.57'02'' N., long. 117 deg.32'35'' W.); thence south via the 
OCN 200 deg. radial to the intersection of the OCN 200 deg. radial 
and the eastern edge of W-291 (lat. 32 deg.45'23'' N., long. 
117 deg.37'35'' W.); thence northwest via the eastern edge of W-291 
to the point of beginning.
    Area B. That airspace extending upward from 2,000 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
eastern edge of W-291 and the OCN 200 deg. radial (lat. 
32 deg.45'23'' N., long. 117 deg.37'35'' W.); thence north via the 
OCN 200 deg. radial to intercept the JLI 257 deg. radial (lat. 
32 deg.57'02'' N., long. 117 deg.32'35'' W.); thence east via the 
JLI 257 deg. radial to intercept the OCN 182 deg. radial (lat. 
32 deg.58'25'' N., long. 117 deg.25'44'' W.); thence south via the 
OCN 182 deg. radial to intercept the PGY 290 deg. radial (lat. 
32 deg.45'02'' N., long. 117 deg.26'17'' W.); thence east via the 
PGY 290 deg. radial to the intersection of the PGY 290 deg. radial 
and the 32 deg.43'22'' latitude line (lat. 32 deg.43'22'' N., long. 
117 deg.20'47'' W.); thence east via the 32 deg.43'22'' latitude 
line to intercept the OCN 171 deg. radial (lat. 32 deg.43'22'' N., 
long. 117 deg.19'15'' W.); thence south via the OCN 171 deg. radial 
to intercept the PGY 279 deg. radial (lat. 32 deg.39'14'' N., long. 
117 deg.18'28'' W.); thence west via the PGY 279 deg. to intercept 
the eastern edge of W-291 (lat. 32 deg.41'27'' N., long. 
117 deg.35'27'' W.); thence northwest along the eastern edge of W-
291 to the point of beginning.
    Area C. That airspace extending upward from 1,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
OCN 182 deg. and the JLI 257 deg. radials (lat. 32 deg.58'25'' N., 
long. 117 deg.25'44'' W.); thence east via the JLI 257 deg. radial 
to intercept the MZB 325 deg. radial (lat. 32 deg.58'53'' N., long. 
117 deg.23'27'' W.); thence southeast via the MZB 325 deg. radial to 
intercept the OCN 167 deg. radial (lat. 32 deg.54'08'' N., long. 
117 deg.19'31'' W.); thence south via the OCN 167 deg. radial to 
intercept the MZB 310 deg. radial (lat. 32 deg.50'28'' N., long. 
117 deg.18'30'' W.); thence southeast via the MZB 310 deg. radial to 
the Mission Bay VORTAC; thence west via the MZB 279 deg. radial to 
intercept the OCN 171 deg. radial (lat. 32 deg.47'48'' N., long. 
117 deg.20'04'' W.); thence south via the OCN 171 deg. radial to the 
intersection of the OCN 171 deg. radial and the 32 deg.43'22'' 
latitude line (lat. 32 deg.43'22'' N., long. 117 deg.19'15'' W.); 
thence west via the 32 deg.43'22'' latitude line to intercept the 
PGY 290 deg. radial (lat. 32 deg.43'22'' N., long. 117 deg.20'47'' 
W.); thence west via the PGY 290 deg. radial to intercept the OCN 
182 deg. radial (lat. 32 deg.45'02'' N., long. 117 deg.26'17'' W.); 
thence north via the OCN 182 deg. radial to the point of beginning.
    Area D. That airspace extending upward from 1,800 feet MSL to 
and including 3,200 feet MSL and that airspace extending upward from 
6,800 feet MSL to and including 10,000 feet MSL beginning at the 
intersection of MZB 325 deg. and the JLI 257 deg. radials (lat. 
32 deg.58'53'' N., long. 117 deg.23'27'' W.); thence southeast 
direct to the intersection of I-5, I-805, and the JLI 247 deg. 
radial (lat. 32 deg.54'31'' N., long. 117 deg.13'39'' W.); thence 
south direct to the intersection of I-5 and Genessee Avenue (lat. 
32 deg.53'13'' N., long. 117 deg.13'40'' W.); thence south direct to 
the intersection of

[[Page 4531]]

Genessee Avenue and Route 52 (lat. 32 deg.50'49'' N., long. 
117 deg.12'08'' W.); thence northwest direct to the intersection of 
the westerly extension of the Montgomery Field Runway 10L/28R 
centerline and the OCN 167 deg. radial (lat. 32 deg.53'11'' N., 
long. 117 deg.19'15'' W.); thence north via the OCN 167 deg. radial 
to intercept the MZB 325 deg. radial (lat. 32 deg.54'08'' N., long. 
117 deg.19'31'' W.); thence northwest via the MZB 325 deg. radial to 
the point of beginning.
    Area E. That airspace extending upward from 3,000 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
MZB 008 deg. and the JLI 252 deg. radials (lat. 32 deg.58'21'' N., 
long. 117 deg.11'37'' W.); thence east via the JLI 252 deg. radial 
to intercept the OCN 135 deg. radial (lat. 32 deg.59'32'' N., long. 
117 deg.07'24'' W.); thence southeast via the OCN 135 deg. radial to 
intercept the MZB 027 deg. radial (lat. 32 deg.58'45'' N., long. 
117 deg.06'29'' W.); thence southwest via the MZB 027 deg. radial to 
intercept the JLI 247 deg. radial (lat. 32 deg.56'45'' N., long. 
117 deg.07'35'' W.); thence southwest via the JLI 247 deg. radial to 
intercept the MZB 008 deg. radial (lat. 32 deg.55'05'' N., long. 
117 deg.12'10'' W.); thence north via the MZB 008 deg. radial to the 
point of beginning.
    Area F. That airspace extending upward from the surface to and 
including 3,200 feet MSL and that airspace extending upward from 
4,800 feet MSL to and including 10,000 feet MSL beginning at the 
intersection of I-5, I-805, and the JLI 247 deg. radial (lat. 
32 deg.54'31'' N., long. 117 deg.13'39'' W.); thence southeast 
direct to the departure end of MCAS Miramar Runway 24R (lat. 
32 deg.51'49'' N., long. 117 deg.09'55'' W.); thence east direct to 
the approach end of MCAS Miramar Runway 28 centerline (lat. 
32 deg.51'57'' N., long. 117 deg.07'37'' W.); thence east direct to 
the intersection of the Gillespie Field Class D airspace area and a 
line extending west from the southern boundary of the MCAS Miramar 
Class E airspace area (lat. 32 deg.51'14'' N., long. 117 deg.03'03'' 
W.); thence southwest direct to the intersection of the Gillespie 
Field Class D airspace area and the MZB 065 deg. radial (lat. 
32 deg.51'00'' N., long. 117 deg.03'10'' W.); thence west direct to 
the intersection of Santo Road, Route 52, and the 32 deg.50'25'' N. 
latitude line (lat. 32 deg.50'25'' N., long. 117 deg.05'48'' W.); 
thence west via the 32 deg.50'25'' N. latitude line to the 
intersection of 32 deg.50'25'' N. latitude line and Route 52 (lat. 
32 deg.50'25'' N., long. 117 deg.09'50'' W.); thence northwest 
direct to the intersection of Route 52 and I-805 (lat. 
32 deg.50'50'' N., long. 117 deg.10'40'' W.); thence west direct to 
the intersection of Route 52 and Genessee Avenue (lat. 
32 deg.50'49'' N., long. 117 deg.12'08'' W.); thence northwest 
direct to the intersection of I-5 and Genessee Avenue (lat. 
32 deg.53'13'' N., long. 117 deg.13'40'' W.); thence north via I-5 
to the point of beginning.
    Area G. That airspace extending upward from the surface to and 
including 10,000 feet MSL beginning at the intersection of the OCN 
135 deg. and the JLI 247 deg. radials (lat. 32 deg.57'38'' N., long. 
117 deg.05'10'' W.); thence southeast via the OCN 135 deg. radial to 
intercept the south boundary line of the MCAS Miramar Class E 
airspace area (lat. 32 deg.52'03'' N., long. 116 deg.58'35'' W.); 
thence west along the southern boundary line to the intersection of 
the southern boundary line and the Gillespie Field Class D airspace 
area 4.3-mile arc (lat. 32 deg.51'14'' N., long. 117 deg.03'03'' 
W.); thence west direct to the approach end of MCAS Miramar Runway 
28 (lat. 32 deg.51'57'' N., long. 117 deg.07'37'' W.); thence west 
direct to the departure end of MCAS Miramar Runway 24R (lat. 
32 deg.51'49'' N., long. 117 deg.09'55'' W.); thence northwest 
direct to the intersection of I-5, I-805, and the JLI 247 deg. 
radial (lat. 32 deg.54'31'' N., long. 117 deg.13'39'' W.); thence 
northeast via the JLI 247 deg. radial to the point of beginning.
    Area H. That airspace extending upward from 1,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
OCN 135 deg. and the JLI 247 deg. radial (lat. 32 deg.57'38'' N., 
long. 117 deg.05'10'' W.); thence northeast via the JLI 247 deg. 
radial to intercept the OCN 130 deg. radial (lat. 32 deg.58'33'' N., 
long. 117 deg.02'38'' W.); thence southeast via the OCN 130 deg. 
radial to the PGY 005 deg. radial (lat. 32 deg.54'27'' N., long. 
116 deg.56'54'' W.); thence south via the PGY 005 deg. radial to the 
southern boundary line of the MCAS Miramar Class E airspace area 
(lat. 32 deg.52'18'' N., long. 116 deg.57'07'' W.); thence west 
along the southern boundary line to intercept the OCN 135 deg. 
radial (lat. 32 deg.52'03'' N., long. 116 deg.58'35'' W.); thence 
northwest via the OCN 135 deg. radial to the point of beginning.
    Area I. That airspace extending upward from 3,200 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
OCN 130 deg. and the JLI 247 deg. radials (lat. 32 deg.58'33'' N., 
long. 117 deg.02'38'' W.); thence northeast via the JLI 247 deg. 
radial to intercept the OCN 127 deg. radial (lat. 32 deg.59'08'' N., 
long. 117 deg.01'01'' W.); thence southeast via the OCN 127 deg. 
radial to intercept the PGY 010 deg. radial (lat. 32 deg.55'11'' N., 
long. 116 deg.54'52'' W.); thence south via the PGY 010 deg. radial 
to the southern boundary line of the MCAS Miramar Class E airspace 
area (lat. 32 deg.52'37'' N., long. 116 deg.55'24'' W.); thence west 
along the southern boundary line to intercept the PGY 005 deg. 
radial (lat. 32 deg.52'18'' N., long. 116 deg.57'07'' W.); thence 
north via the PGY 005 deg. radial to intercept the OCN 130 deg. 
radial (lat. 32 deg.54'27'' N., long. 116 deg.56'54'' W.); thence 
northwest via the OCN 130 deg. radial to the point of beginning.
    Area J. That airspace extending upward from 4,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
southern boundary line of the MCAS Miramar Class E airspace area and 
the OCN 132 deg. radial (lat. 32 deg.52'28'' N., long. 
116 deg.56'13'' W.); thence southeast via the OCN 132 deg. radial to 
intercept the JLI 201 deg. radial (lat. 32 deg.44'36'' N., long. 
116 deg.45'59'' W.); thence south via the JLI 201 deg. radial to 
intercept the PGY 083 deg. radial (lat. 32 deg.37'37'' N., long. 
116 deg.49'08'' W.); thence west via the PGY 083 deg. radial to the 
POGGI VORTAC; thence northeast via the PGY 069 deg. radial to 
intercept the JLI 207 deg. radial (lat. 32 deg.38'25'' N., long. 
116 deg.53'13'' W.); thence northeast via the JLI 207 deg. radial to 
intercept the MZB 099 deg. radial (lat. 32 deg.43'45'' N., long. 
116 deg.50'02'' W.); thence west via the MZB 099 deg. radial to the 
Mission Bay VORTAC; thence via the MZB 310 deg. radial to intercept 
the OCN 167 deg. radial (lat. 32 deg.50'28'' N., long. 
117 deg.18'30'' W.); thence north via the OCN 167 deg. radial to 
intercept the westerly extension of the Montgomery Field Runway 10L/
28R centerline (lat. 32 deg.53'11'' N., long. 117 deg.19'15'' W.); 
thence southeast direct to the intersection of Route 52 and Genessee 
Avenue (lat. 32 deg.50'49'' N., long. 117 deg.12'08'' W.); thence 
east direct to the intersection of Route 52 and I-805 (lat. 
32 deg.50'50'' N., long. 117 deg.10'40'' W.); thence southeast 
direct to the intersection of Route 52 and the 32 deg.50'25'' N. 
latitude line (lat. 32 deg.50'25'' N., long. 117 deg.09'50'' W.); 
thence east along the 32 deg.50'25'' N. latitude line to the 
intersection of the 32 deg.50'25'' N. latitude line, Route 52, and 
Santo Road (lat. 32 deg.50'25'' N., long. 117 deg.05'48'' W.); 
thence east direct to the intersection of the MZB 065 deg. radial 
and the Gillespie Field Class D airspace area (lat. 32 deg.51'00'' 
N., long. 117 deg.03'10'' W.); thence northeast direct to the 
intersection of the Gillespie Field Class D airspace area and a line 
extending west from the southern boundary of the MCAS Miramar Class 
E airspace area (lat. 32 deg.51'14'' N., long. 117 deg.03'03'' W.); 
thence east via the southern boundary line to the point of 
beginning.
    Area K. That airspace extending upward from 5,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
OCN 132 deg. and the MZB 091 deg. radials (lat. 32 deg.46'31'' N., 
long. 116 deg.48'29'' W.); thence east via the MZB 091 deg. radial 
to intercept the JLI 191 deg. radial (lat. 32 deg.46'22'' N., long. 
116 deg.40'14'' W.); thence south via the JLI 191 deg. radial to 
intercept the PGY 083 deg. radial (lat. 32 deg.38'20'' N., long. 
116 deg.42'04'' W.); thence west via the PGY 083 deg. radial to 
intercept the JLI 201 deg. radial (lat. 32 deg.37'37'' N., long. 
116 deg.49'08'' W.); thence north via the JLI 201 deg. radial to 
intercept the OCN 132 deg. radial (lat. 32 deg.44'36'' N., long. 
116 deg.45'59'' W.); thence northwest via the OCN 132 deg. radial to 
the point of beginning.
    Area L. That airspace extending upward from the surface to and 
including 10,000 feet MSL beginning at the intersection of the OCN 
171 deg. and the MZB 279 deg. radials (lat. 32 deg.47'48'' N., long. 
117 deg.20'04'' W.); thence east via the MZB 279 deg. radial to the 
Mission Bay VORTAC; thence east via the MZB 099 deg. radial to the 
MZB 099 deg. radial 10 DME fix (lat. 32 deg.45'21'' N., long. 
117 deg.01'49'' W.); thence south direct to the intersection of the 
MZB 10-mile arc and the easterly extension of the Lindbergh Field 
Runway 09/27 centerline (lat. 32 deg.42'02'' N., long. 
117 deg.03'11'' W.); thence southwest direct to the intersection of 
the PGY 300 deg. radial and the MZB 10-mile arc (lat. 32 deg.39'47'' 
N., long. 117 deg.05'13'' W.); thence northwest via the PGY 300 deg. 
radial to the PGY 300 deg. radial 13.5 DME fix (lat. 32 deg.43'22'' 
N., long. 117 deg.12'36'' W.) thence west direct to the OCN 171 deg. 
radial 31.4 DME fix (lat. 32 deg.43'22'' N., long. 117 deg.19'15'' 
W.); thence north via the OCN 171 deg. radial to the point of 
beginning; excluding the VFR corridor described as that airspace 
extending upward from 3,301 feet MSL to, but not including 4,700 
feet MSL in an area beginning at the Mission Bay VORTAC; thence east 
direct to the intersection of I-8, I-805, and the MZB 099 deg. 
radial (lat. 32 deg.46'11'' N., long. 117 deg.07'55'' W.); thence 
south direct to the intersection of I-5 and Highway 94 (lat. 
32 deg.42'49'' N., long. 117 deg.08'51'' W.); thence southerly via 
I-5 to the intersection of I-5 and the PGY 300 deg. radial (lat. 
32 deg.40'27'' N., long. 117 deg.06'35''

[[Page 4532]]

W.); thence southwest direct to the intersection of the PGY 279 deg. 
radial, the MZB 10-mile arc, and Silver Strand Boulevard (lat. 
32 deg.37'54'' N., long. 117 deg.08'23'' W.); thence northwesterly 
via the Silver Strand Boulevard to the Hotel del Coronado (south end 
of Coronado Island) (lat. 32 deg.40'51'' N., long. 117 deg.10'41'' 
W.) thence north direct to the point of beginning.
    Area M. That airspace extending upward from 1,800 feet MSL to 
and including 10,000 feet MSL beginning at the MZB 099 deg. radial 
10 DME fix (lat. 32 deg.45'21'' N., long. 117 deg.01'49'' W.); 
thence east via the MZB 099 deg. radial to the MZB 099 deg. radial 
13 DME fix (lat. 32 deg.44'53'' N., long. 116 deg.58'18'' W.); 
thence south direct to the intersection of the easterly extension of 
the Lindbergh Field Runway 09/27 centerline and the MZB 13-mile arc 
(lat. 32 deg.41'11'' N., long. 116 deg.59'42'' W.); thence southwest 
direct to the intersection of the MZB 13-mile arc and the PGY 
300 deg. radial (lat. 32 deg.38'14'' N., long. 117 deg.02'03'' W.); 
thence northwest via the PGY 300 deg. radial to the intersection the 
PGY 300 deg. radial and the MZB 10-mile arc (lat. 32 deg.39'47'' N., 
long. 117 deg.05'13'' W.); thence northeast direct to the 
intersection of the Lindbergh Field Runway 09/27 centerline and the 
MZB 10-mile arc (lat. 32 deg.42'02'' N., long. 117 deg.03'11'' W.); 
thence north direct to the point of beginning.
    Area N. That airspace extending upward from 3,000 feet MSL to 
and including 10,000 feet MSL beginning at the MZB 099 deg. radial 
13 DME fix (lat. 32 deg.44'53'' N., long. 116 deg.58'18'' W.); 
thence east via the MZB 099 deg. radial to the MZB 099 deg. radial 
15 DME fix (lat. 32 deg.44'34'' N., long. 116 deg.55'58'' W.); 
thence south direct to the intersection of the easterly extension of 
the Lindbergh Field Runway 09/27 centerline and the MZB 15-mile arc 
(lat. 32 deg.40'37'' N., long. 116 deg.57'24'' W.); thence southwest 
direct to the intersection of the MZB 15-mile arc and the PGY 
300 deg. radial (lat. 32 deg.37'13'' N., long. 116 deg.59'58'' W.); 
thence northwest via the PGY 300 deg. radial to the PGY 300 deg. 
radial 13 DME fix (lat. 32 deg.38'14'' N., long. 117 deg.02'03'' 
W.); thence northeast direct to the intersection of the Lindbergh 
Field Runway 09/27 centerline and the MZB 13-mile arc (lat. 
32 deg.41'11'' N., long. 116 deg.59'42'' W.); thence north direct to 
the point of beginning.
    Area O. That airspace extending upward from 3,500 feet MSL to 
and including 10,000 feet MSL beginning at the MZB 099 deg. radial 
15 DME fix (lat. 32 deg.44'34'' N., long. 116 deg.55'58'' W.); 
thence east via the MZB 099 deg. radial to intercept the JLI 
207 deg. radial (lat. 32 deg.43'45'' N., long. 116 deg.50'02'' W.); 
thence southwest along the JLI 207 deg. radial to intercept the PGY 
069 deg. radial (lat. 32 deg.38'25'' N., long. 116 deg.53'13'' W.); 
thence southwest via the PGY 069 deg. radial to the POGGI VORTAC; 
thence northwest via the PGY 300 deg. radial to intercept the MZB 
15-mile arc (lat. 32 deg.37'13'' N., long. 116 deg.59'58'' W.); 
thence northeast direct to the intersection of the MZB 15-mile arc 
and the easterly extension of the Lindbergh Field Runway 09/27 
centerline (lat. 32 deg.40'37'' N., long. 116 deg.57'24'' W.); 
thence north direct to the point of beginning.
    Area P. That airspace extending upward from 4,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
PGY 279 deg. radial and the eastern edge of W-291 (lat. 
32 deg.41'27'' N., long. 117 deg.35'27'' W.); thence east via the 
PGY 279 deg. radial to the intersection of the PGY 279 deg. radial, 
the MZB 10-mile arc, and Silver Strand Boulevard (lat. 
32 deg.37'54'' N., long. 117 deg.08'23'' W.); thence northeast 
direct to the intersection of I-5 and the PGY 300 deg. radial (lat. 
32 deg.40'27'' N., long. 117 deg.06'35'' W.); thence southeast via 
the PGY 300 deg. radial to the POGGI VORTAC; thence west via the PGY 
264 deg. radial to the eastern edge of W-291 (lat. 32 deg.33'40'' 
N., long. 117 deg.31'13'' W.); thence north via the eastern edge of 
W-291 to the point of beginning.
    Area Q. That airspace extending upward from 2,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
OCN 171 deg. radial 31.4 DME fix (lat. 32 deg.43'22'' N., long. 
117 deg.19'15'' W.); thence east direct to the intersection of the 
PGY 300 deg. radial 13.5 DME fix (lat. 32 deg.43'22'' N., long. 
117 deg.12'36'' W.); thence southeast via the PGY 300 deg. radial to 
the intersection of I-5 and the PGY 300 deg. radial (lat. 
32 deg.40'27'' N., long. 117 deg.06'35'' W.); thence southwest 
direct to the intersection of the PGY 279 deg. radial, the MZB 10-
mile arc, and Silver Strand Boulevard (lat. 32 deg.37'54'' N., long. 
117 deg.08'23'' W.); thence west via the PGY 279 deg. radial to 
intercept the OCN 171 deg. radial (lat. 32 deg.39'14'' N., long. 
117 deg.18'28'' W.); thence north via the OCN 171 deg. radial to the 
point of beginning; excluding that airspace contained in the VFR 
corridor as described in Area L.
    Area R. That airspace extending upward from 4,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
OCN 135 deg. and the JLI 257 deg. radials (lat. 33 deg.01'36'' N., 
long. 117 deg.09'51'' W.); thence east via the JLI 257 deg. radial 
to intercept the OCN 115 deg. radial (lat. 33 deg.03'53'' N., long. 
116 deg.58'19'' W.); thence via the OCN 115 deg. radial to intercept 
the PGY 019 deg. radial (lat. 33 deg.00'13'' N., long. 
116 deg.49'06'' W.); thence south via the PGY 019 deg. radial to 
intercept the OCN 121 deg. radial (lat. 32 deg.56'51'' N., long. 
116 deg.50'29'' W.); thence northwest via the OCN 121 deg. radial to 
intercept the JLI 247 deg. radial (lat. 33 deg.00'25'' N., long. 
116 deg.57'28'' W.); thence southwest via the JLI 247 deg. radial to 
intercept the MZB 027 deg. radial (lat. 32 deg.56'45'' N., long. 
117 deg.07'35'' W.); thence northeast via the MZB 027 deg. radial to 
intercept the OCN 135 deg. radial (lat. 32 deg.58'45'' N., long. 
117 deg.06'29'' W.); thence northwest via the OCN 135 deg. radial to 
the point of beginning.
    Area S. That airspace extending upward from 6,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
JLI 262 deg. and the MZB 325 deg. radials (lat. 33 deg.02'13'' N., 
long. 117 deg.26'14'' W.); thence east via the JLI 262 deg. radial 
to intercept the OCN 115 deg. radial (lat. 33 deg.05'14'' N., long. 
117 deg.01'43'' W.); thence southeast via the OCN 115 deg. radial to 
intercept the JLI 257 deg. radial (lat. 33 deg.03'53'' N., long. 
116 deg.58'19'' W.); thence west via the JLI 257 deg. radial to 
intercept the MZB 008 deg. radial (lat. 33 deg.01'21'' N., long. 
117 deg.11'07'' W.); thence south via the MZB 008 deg. radial to 
intercept the JLI 247 deg. radial (lat. 32 deg.55'05'' N., long. 
117 deg.12'10'' W.); thence southwest via the JLI 247 deg. radial to 
the intersection of I-5, I-805, and the JLI 247 deg. radial (lat. 
32 deg.54'31'' N., long. 117 deg.13'39'' W.); thence northwest 
direct to the intersection of the JLI 257 deg. and the MZB 325 deg. 
radials (lat. 32 deg.58'53'' N., long. 117 deg.23'27'' W.); thence 
northwest via the MZB 325 deg. radial to the point of beginning.
    Area T. That airspace extending upward from 3,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
OCN 127 deg. and the JLI 247 deg. radials (lat. 32 deg.59'08'' N., 
long. 117 deg.01'01'' W.); thence northeast via the JLI 247 deg. 
radial to intercept the OCN 121 deg. radial (lat. 33 deg.00'25'' N., 
long. 116 deg.57'28'' W.); thence southeast via the OCN 121 deg. 
radial to intercept the PGY 019 deg. radial (lat. 32 deg.56'51'' N., 
long. 116 deg.50'29'' W.); thence south via the PGY 019 deg. radial 
to intercept a line extending east from the southern boundary of the 
MCAS Miramar Class E airspace area (lat. 32 deg.53'14'' N., long. 
116 deg.51'58'' W.); thence west along the southern boundary line to 
intercept the PGY 010 deg. radial (lat. 32 deg.52'37'' N., long. 
116 deg.55'24'' W.); thence north via the PGY 010 deg. radial to 
intercept the OCN 127 deg. radial (lat. 32 deg.55'11'' N., long. 
116 deg.54'52'' W.); thence northwest via the OCN 127 deg. radial to 
the point of beginning.
    Area U. That airspace extending upward from 3,800 feet MSL to 
and including 10,000 feet MSL beginning at the intersection of the 
MZB 008 deg. and the JLI 257 deg. radials (lat. 33 deg.01'21'' N., 
long. 117 deg.11'07'' W.); thence east via the JLI 257 deg. radial 
to intercept the OCN 135 deg. radial (lat. 33 deg.01'36'' N., long. 
117 deg.09'51'' W.); thence southeast via the OCN 135 deg. radial to 
intercept the JLI 252 deg. radial (lat. 32 deg.59'32'' N., long. 
117 deg.07'24'' W.); thence southwest via the JLI 252 deg. radial to 
intercept the MZB 008 deg. radial (lat. 32 deg.58'21'' N., long. 
117 deg.11'37'' W.); thence north via the MZB 008 deg. radial to the 
point of beginning.

    Issued in Washington, DC, on January 21, 1999.
Reginald C. Matthews,
Acting Program Director for Air Traffic Airspace Management.

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

BILLING CODE 4910-13-P

[[Page 4533]]

Appendix--San Diego, CA, Class B Airspace Area
[GRAPHIC] [TIFF OMITTED] TR29JA99.000


[FR Doc. 99-2135 Filed 1-28-99; 8:45 am]
BILLING CODE 4910-13-C