[Federal Register Volume 70, Number 56 (Thursday, March 24, 2005)]
[Proposed Rules]
[Pages 15022-15028]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 05-5095]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2004-18612; Airspace Docket No. 04-AWA-05]
RIN 2120-AA66


Proposed Modification of the Los Angeles Class B Airspace Area; 
CA

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This proposal would modify the Los Angeles (LAX), CA, Class B 
airspace area. Specifically, this action proposes to expand the eastern 
boundary of the airspace to ensure containment of the LAX Standard 
Terminal Arrival Routes (STAR), and correct the inefficiencies of 
several existing areas identified during public meetings and Southern 
California TRACON (SCT) reviews of the airspace. The FAA is proposing 
this action to improve the flow of air traffic, enhance safety, and 
reduce the potential for midair collision in the LAX Class B airspace 
area, while accommodating the concerns of airspace users. Further, this 
effort supports the FAA's national airspace redesign goal of optimizing 
terminal and en route airspace areas to reduce aircraft delays and 
improve system capacity.

DATES: Comments must be received on or before May 23, 2005.

ADDRESSES: Send comments about this proposal to the Docket Management 
System, U.S. Department of Transportation, Room Plaza 401, 400 Seventh 
Street, SW., Washington, DC 20590-0001. You must write FAA Docket No. 
FAA-2004-18612 and Airspace Docket No. 04-AWA-05, at the beginning of 
your comments. You may also submit comments through the Internet at 
http://dms.dot.gov.

FOR FURTHER INFORMATION CONTACT: Ken McElroy, Airspace and Rules, 
Office of Air Traffic Airspace Management, Federal Aviation 
Administration, 800 Independence Avenue, SW., Washington, DC 20591; 
telephone: (202) 267-8783.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested parties are invited to participate in this proposed 
rulemaking by submitting such written data, views, or arguments as they 
may desire. Comments that provide the factual basis supporting the 
views and suggestions presented are particularly helpful in developing 
reasoned regulatory decisions on the proposal. Comments are 
specifically invited on the overall regulatory, aeronautical, economic, 
environmental, and energy-related aspects of the proposal.
    Communications should identify both docket numbers (FAA Docket No. 
FAA-2004-18612 and Airspace Docket No. 04-AWA-05) and be submitted in 
triplicate to the Docket Management System (see ADDRESSES section for 
address and phone number). You may also submit comments through the 
Internet at http://dms.dot.gov.
    Commenters wishing the FAA to acknowledge receipt of their comments 
on this action must submit with those comments a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Nos. FAA-2004-18612 and Airspace Docket No. 04-AWA-05.'' The 
postcard will be date/time stamped and returned to the commenter.
    All communications received on or before the specified closing date 
for comments will be considered before taking action on the proposed 
rule. The proposal contained in this action may be changed in light of 
comments received. All comments submitted will be available for 
examination in the public docket both before and after the closing date 
for comments. A report summarizing each substantive public contact with 
FAA personnel concerned with this rulemaking will be filed in the 
docket.

Availability of NPRM's

    An electronic copy of this document may be downloaded through the 
Internet at http://dms.dot.gov. Recently published rulemaking documents 
can also be accessed through the FAA's Web page at http://www.faa.gov 
or the Federal Register's Web page at http://www.gpoaccess.gov/fr/index.html.
    You may review the public docket containing the proposal, any 
comments received, and any final disposition in person in the Dockets 
Office (see ADDRESSES section for address and phone number) between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays. An 
informal docket may also be examined during normal business hours at 
the office of the Regional Air Traffic Division, Federal Aviation 
Administration, 15000 Aviation Boulevard, Lawndale, CA 90261.
    Persons interested in being placed on a mailing list for future 
NPRM's should contact the FAA's Office of Rulemaking, (202) 267-9677, 
for a copy of Advisory Circular No. 11-2A, Notice of Proposed 
Rulemaking Distribution System, which describes the application 
procedure.

Background

    In July 1971, the FAA issued a final rule establishing the LAX 
Terminal Control Area (TCA). This area was later renamed as Class B 
airspace as a result of the Airspace Reclassification Final Rule (56 FR 
65638). Since its establishment, the LAX Class B airspace area has 
undergone several modifications. The current Class B airspace area was 
developed in the early 1990's and revised in 1996 (96 FR 66902). From 
January 2003 to February 2004, reviews were conducted by SCT and the 
results presented to the Southern California Airspace Users Working 
Group (SCAUWG) at regularly scheduled meetings. These reviews noted 
several areas where boundary locations and identification could be 
improved and identified areas in need of modification to ensure the 
containment of Standard Terminal Arrival Routes (STAR) within the LAX 
Class B airspace. The proposed LAX Class B airspace area modifications 
will address these matters.

Public Input

    As announced in the Federal Register (68 FR 64832), informal 
airspace meetings were held on January 20, 2004, at the Embassy Suites 
Hotel El Segundo, CA; January 22, 2004, at the James Monroe High 
School, North Hills, CA; January 27, 2004, at the Marriot Hotel, 
Riverside, CA; and January 29, 2004, at the Costa Mesa Neighborhood 
Community Center, Costa Mesa, CA. Interested airspace users had an 
opportunity to present their views and offer suggestions regarding 
planned modifications to the LAX Class B airspace area. All comments 
received during the informal airspace meetings and the subsequent 
comment period

[[Page 15023]]

was considered in developing this proposal.

Analysis of Comments

Proposed Area N

    Five commenters suggested the FAA raise the floor of the proposed 
area N to 5,500 feet. They stated raising the floor of the proposed 
area N would allow easier VFR transition for southeast bound aircraft. 
They considered the 3,500 foot mandatory altitude of the Special Air 
Traffic Rules Area for southeasterly bound VFR aircraft to be too low, 
especially at night. Three other commenters suggested the FAA raise the 
floor of area N from the proposed 5,000 feet to 6,000 feet. They 
indicated raising the floor would provide additional terrain clearance 
for aircraft transitioning the Santa Monica Mountains to the southeast, 
and would also result in the benefit of additional altitudes in the 
Special Air Traffic Rules Area, which would provide controller workload 
relief.
    The FAA does not agree with these comments. This proposal would not 
change existing arrival or departure routes or the altitudes used on 
these routes. Raising the floor of the proposed area N would not 
provide containment of LAX arrival traffic within the Class B airspace. 
Additionally, no changes to the Special Air Traffic Rules Area are 
associated with this proposal, therefore, comments addressing Special 
Air Traffic Rules Area changes are outside the scope of this proposal.
    Several commenters recommended moving the northwestern boundary of 
proposed area N (originally proposed SMO 253 degree radial) further 
south to allow VFR flight along the shoreline off of Point Dume.
    The FAA agrees. In response to comments requesting more room for 
VFR flight in the vicinity of Point Dume so that VFR aircraft can 
follow the shoreline, the proposed southern boundary of area N was 
moved south, and realigned along the Santa Monica (SMO) VOR 252 degree 
radial. As proposed, this will provide VFR aircraft the flexibility to 
navigate over the water along the shoreline near Point Dume.

Proposed Area H

    One commenter requested that the FAA raise the 5,000 foot floor 
over Palos Verdes, to allow more GA access to and from Torrance (TOA) 
and Hawthorne (HHR) airports. Raising the floor would make some 
airspace revert to Class E airspace which means pilots would not have 
to be in contact with ATC. The commenter believes, raising the 5,000 
foot floor south of LAX would provide more available altitudes in the 
Special Air Traffic Rules Area. The commenter maintains that a higher 
floor would prompt aircraft currently using the Hollywood Park Route to 
move to the Special Air Traffic Rules Area, where communication with 
ATC is not required. He believes this would reduce the workload for the 
controller in the Hollywood Park Route Sector. One commenter suggested 
that the FAA either re-route LAX turboprop departures landing at Santa 
Ana (SNA) or Ontario (ONT) around Palos Verdes, or raise the floor 
altitude of the proposed LAX Class B airspace southeast of LAX (area H) 
to increase the crossing altitude of turboprop aircraft that overfly 
Palos Verdes. Four other commenters suggested raising the 5,000 foot 
floor over the Palos Verdes Peninsula (area H) to 6,000 feet. The Mayor 
of Palos Verdes Estates requested that the FAA raise the floor of the 
Class B airspace over the Palos Verdes peninsula to 7,000 feet to 
reduce noise from turboprop aircraft over flights. Additionally, the 
Chairman of the Los Angeles Noise Roundtable requested the FAA 
determine if the 5,000 foot floor above the northern portion of the 
Palos Verdes Peninsula could be raised in an effort to help reduce 
noise from overflights of the community.
    The FAA does not agree with these requests or suggestions for the 
following reasons. This proposal does not change existing arrival/
departure routes or the altitudes used on these routes. No changes to 
the Special Air Traffic Rules Area, Hollywood Park Route, or LAX 
departure routes are associated with this proposal, therefore, comments 
addressing these items are outside the scope of this proposal. The FAA 
has reviewed the issue of raising the floor of the proposed area H and 
determined that such action would result in departure and arrival 
aircraft exiting the LAX Class B airspace area while in the LAX 
terminal area. This would not be consistent with safe and efficient 
management of air traffic in the LAX Class B airspace area. 
Additionally, the FAA believes the 5,000 foot floor of the LAX Class B 
in area H provides non-participating aircraft ample airspace for access 
to, from, or between the TOA and HRR airports, which have field 
elevations of 103 feet and 66 feet, respectively.
    Several commenters suggested publishing airspace block ``ID 
letters'' (from the Class B legal description) on the Terminal Area 
Chart and publishing the VOR radials on the proposed Los Angeles 
Charted VFR Flyway Planning Routes portion of the Terminal Area Chart, 
the same as are currently shown on the San Diego Terminal Area Chart. 
Several commenters stated a preference for visual landmarks.
    The FAA agrees with these suggestions, and will publish this 
information on the Los Angeles Terminal Area Chart and the Los Angeles 
Charted VFR flyway Planning Chart. Existing landmarks will be retained 
on the charts.

Existing Areas E, F & G

    Numerous comments were received concerning the proposed 
description. Several commenters suggested using single north/south VOR 
radials to define the eastern edges of proposed areas E, F, and G, as 
opposed to the multiple north/south radials presented. Other commenters 
suggested the FAA simplify the east boundary of the Class B to just 
7,000 and 8,000 feet as opposed to 7,000/8,000/9,000 feet as proposed. 
Another commenter pointed out that it may be difficult to navigate the 
eastern portion of the Class B on a VFR flight direct to Lake Arrowhead 
from SNA airport. Some suggested aligning the northern boundary of the 
Class B with a Pomona (POM) or Ventura (VTU) VOR radials. One comment 
suggests using a Seal Beach (SLI) radial to define the division south 
of Long Beach (LGB) as opposed to using the LGB runway 16R extended 
centerline.
    The FAA reviewed the possibilities for using VOR radials to 
simplify the eastern Class B boundary lines, and agrees that re-
alignment of area E, F, and G can be matched with El Toro (ELB) VOR 
radials. The ELB 332 and ELB 342 radials have been incorporated into 
the propose description to define areas E, F, and G. However, locations 
and useable parameters of the Ventura and Pomona VOR's do not allow for 
their use in defining the northern boundary of the Class B. Moving the 
western boundary of the proposed area J to match a SLI radial would not 
provide containment of LAX arrival traffic within the Class B airspace 
area. Simplifying the east boundary of the Class B to one large 7,000 
or 8,000 foot area would take more airspace than needed, creating 
unnecessary airspace restrictions on non-participating aircraft.
    One commenter suggested the FAA redefine easternmost boundaries of 
proposed, new, and existing areas as DME arcs. Another disagreed with 
the use of DME arcs and preferred visual landmarks.
    The FAA does not agree with the comments concerning DME Arc's, but 
agrees with the use of visual landmarks to the extent practicable. 
Class B airspace designed using DME Arc's, exclusive of other options, 
would not be

[[Page 15024]]

compatible with operational requirements around LAX. Considering the 
unique requirements of the LAX terminal area, adopting a Class B design 
based on circles centered on the airport reference point would create 
more Class B airspace than necessary and have a negative impact on GA 
operations.
    A commenter suggested modifying the southwest portion of area A, by 
raising the floor from the current surface to 2,000 feet or moving the 
area further offshore. Another commenter suggested lowering the ceiling 
of the LAX class B airspace from 10,000 to 8,000 feet to accommodate 
small aircraft that cannot climb above 10,000 feet.
    The FAA does not agree. Raising the floor of area A, moving it 
further offshore, or lowering the ceiling of the entire Class B 
airspace area, would not provide for the containment of arrival or 
departure aircraft within the confines of the Class B airspace.
    Seven comments were received in support of the proposal, the 
Aircraft Owners and Pilots Association (AOPA) cited the work of the 
Southern California Airspace User Working Group and the collaborative 
efforts of the FAA in developing this proposal. They pointed out that 
the overall modifications will prove beneficial to the general aviation 
community and result in a reduction of approximately 100 square miles 
of existing Class B airspace.
    The FAA agrees with these comments. This proposal will result in an 
overall reduction of 100 square miles of existing Class B airspace.

The Proposal

    The FAA is proposing an amendment to Title 14 Code of Federal 
Aviation Regulations (14 CFR) part 71 (part 71) to modify the LAX Class 
B airspace area. Specifically, this action (depicted on the attached 
chart) proposes to expand the eastern boundary to ensure the 
containment of the LAX STAR's within Class B airspace and reconfigure 
several existing areas, correcting areas of inefficiencies identified 
during public meetings and during reviews of the existing Class B 
airspace area by SCT. These proposed modifications reduce the overall 
size of the LAX Class B airspace area, improve the containment of 
turbo-jet aircraft within the airspace, and improve the alignment of 
lateral boundaries with VOR radials and visual landmarks for improved 
VFR navigation.
    The following are the proposed revisions for each area of the LAX 
Class B airspace area:
    Area A: The east/west line along the northwestern boundary will be 
aligned to the SMO 252(M)/267(T) radial to provide redundant reference 
for VFR navigation, and allow VFR aircraft to transition along the 
shoreline at Point Dume.
    Area B: No change.
    Area C: The east/west and northwest/southeast lines along the 
southern boundary will be aligned with the SLI 300(M)/315(T) radial and 
PDZ 252(M)/267(T) radial providing a redundant reference for VFR 
navigation.
    Area D: The east/west line along the southern boundary to will be 
aligned with the PDZ 252(M)/267(T) radial to provide redundant 
reference for VFR navigation.
    Area E: The east/west line along the southern boundary aligned with 
the PDZ 252(M)/267(T) radial, and the northern boundary aligned with 
the SMO 071(M)/086(T) radial. The eastern boundary will be aligned with 
the ELB 332(M)/347(T) radial. This modification will align the eastern 
boundary with existing VOR radials to provide redundant reference for 
VFR navigation, and lowers the floor to 7000 feet, ensuring containment 
of aircraft descending on the LAX profile.
    Area F: The east/west line along the southern boundary will be 
aligned with the PDZ 252(M)/267(T) radial, and the northern boundary 
aligned with the SMO 071(M)/086(T) radial. The western boundary will be 
aligned with Block E of the Class B airspace area along ELB 332(M)/
347(T) radial. The eastern boundary will be aligned with the ELB 
342(M)/357(T) radial. These modifications will align the boundaries 
with existing VOR radials providing a redundant reference for VFR 
navigation, and lower the floor to 8000 feet, ensuring containment of 
aircraft descending on the LAX profile.
    Area G: The east/west line along the southern boundary will be 
aligned with the PDZ 252(M)/267(T) radial, and the northern boundary 
will be aligned with the SMO 071(M)/086(T) radial. The western boundary 
will be aligned with Block F along ELB 342(M)/357(T) radial. The 
eastern boundary will be aligned with the ELB 352(M)/007(T) radial, and 
the POM 112(M)/127(T) radial. These modifications will align the 
boundaries with existing VOR radials providing a redundant reference 
for VFR navigation. This area will expand the existing LAX Class B 
airspace area slightly to ensure containment of aircraft descending on 
the LAX profile.
    Area H: The east/west and northwest/southeast lines along the 
northern boundary will be aligned with the SLI 300(M)/315(T) radial and 
PDZ 252(M)/267(T) radial to provide a redundant reference for VFR 
navigation.
    Area I: The east/west line along the northern boundary will be 
aligned with the PDZ 252(M)/267(T) radial to provide a redundant 
reference for VFR navigation.
    Area J: The southern boundary will be aligned with the ELB 226(M)/
241(T) radial. The eastern boundary will be shortened to end at the ELB 
226(M)/241(T) radial. The western boundaries will be realigned to the 
LAX 127(M)/142(T) radial and the LGB extended runway 16R centerline. 
These modifications will align the boundaries with existing VOR radials 
where possible providing a redundant reference for VFR navigation.
    Area K: The southern boundary will be aligned with the ELB 248(M)/
263(T) radial to provide a redundant reference for VFR navigation, and 
the eastern boundary will be realigned with the LGB extended runway 16R 
centerline.
    Area L: The southern boundary will be aligned with the ELB 248(M)/
263(T) radial to provide a redundant reference for VFR navigation.
    Area M: The northern boundaries will be aligned with the SMO 
252(M)/267(T) radial andVNY 220(M)/235(T) radial to provide a redundant 
reference for VFR navigation.
    Area N: The western boundary will be aligned with the VNY 220(M)/
235(T) radial. The southern boundary aligned with the SMO 252(M)/267(T) 
radial. These modifications align the boundaries with existing VOR 
radials to provide a redundant reference for VFR navigation.

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 
proposed rule: (1) Would generate benefits that justify its 
circumnavigation 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) would not have a significant impact on a substantial number of 
small entities; (4) would not constitute a barrier to

[[Page 15025]]

international trade; and (5) would 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.
    This action would modify the LAX Class B airspace area. The 
proposed rule would reconfigure the area's lateral boundaries.
    This action would generate benefits for system users and the FAA in 
the form of enhanced operational efficiency and simplified navigation 
in the LAX terminal area. These modifications would impose some 
circumnavigation costs on operators who want to remain outside the 
Class B airspace area. Although the overall impact of our proposal 
would be to reduce one hundred square miles of the Class B airspace in 
the eastern most sectors of the Class B airspace there would be some 
increase Class B airspace where we have proposed to raise the ceiling. 
Some pilots may choose to circumnavigate the eastern sectors. However, 
the cost of circumnavigation in the ``E'' sector is considered to be 
small. Moreover, the overall impact will reduce circumnavigation costs 
because of the reduction in the ``N'' sector. We're also proposing to 
reduce that sector both laterally and vertically. Thus, the FAA has 
determined this proposed rule would be cost-beneficial.

Initial 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.
    This proposed rule may impose some circumnavigation costs on 
individuals operating in the LAX terminal area; but the proposed rule 
would not impose any costs on small business entities. Operators of 
general aviation aircraft are considered individuals, not small 
business entities and are not included when performing a regulatory 
flexibility analysis. Flight schools are considered small business 
entities. However, the FAA assumes that they provide instruction in 
aircraft equipped to navigate in Class B airspace given they currently 
provide instruction in the LAX terminal area. Air taxis are also 
considered small business entities, but are assumed to be properly 
equipped to navigate Class B airspace because it is part of their 
current practice. Therefore, these small entities should not incur any 
additional costs as a result of the proposed rule. Accordingly, 
pursuant to the Regulatory Flexibility Act, 5 U.S.C. 605(b), the 
Federal Aviation Administration certifies this rule would not have a 
significant economic impact on a substantial number of small entities. 
The FAA solicits comments from affected entities with respect to this 
finding and determination.

International Trade Impact Assessment

    The Trade Agreement Act of 1979 prohibits Federal agencies from 
engaging in any standards or related activities that create unnecessary 
obstacles to the foreign commerce of the United States. Legitimate 
domestic objectives, such as safety, are not considered unnecessary 
obstacles. The statute also requires consideration of international 
standards and where appropriate, that they be the basis for U.S. 
standards.
    The proposed rule is not expected to affect trade opportunities for 
U.S. firms doing business overseas or for foreign firms doing business 
in the United States.

Unfunded Mandates Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (the Act), 
enacted as Public Law 0104-4 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 (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 for these small governments to 
provide input in the development of regulatory proposals.
    This proposed 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

    In accordance with the Paperwork Reduction Act of 1980 (Pub. L. 96-
511), there are no requirements for information collection associated 
with this action.

Conclusion

    In view of the minimal or zero cost of compliance of this action 
and the enhancements to operational efficiency, the FAA has determined 
that this action would be cost-beneficial.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

The Proposed Amendment

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

PART 71--DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR 
TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

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


[[Page 15026]]


    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 7400.9M, Airspace Designations and 
Reporting Points, dated August 30, 2004, and effective September 16, 
2004, 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]56'55'' N., long. 118[deg]24'49'' W.)
Area A. That airspace extending upward from the surface to 10,000 
feet MSL beginning at
    Lat. 33[deg]59'50'' N., long. 118[deg]44'43'' W.
    Lat. 34[deg]00'23'' N., long. 118[deg]32'33'' W.
    Lat. 33[deg]57'42'' N., long. 118[deg]27'23'' W. Ballona Creek/
Pacific Ocean
    Lat. 33[deg]57'42'' N., long. 118[deg]22'10'' W. Manchester/405 
Fwy
    Lat. 34[deg]01'00'' N., long. 118[deg]15'00'' W.
    Lat. 33[deg]55'48'' N., long. 118[deg]13'52'' W. SLI 300(M/
315(T)10 DME
    Lat. 33[deg]55'51'' N., long. 118[deg]26'05'' W. Imperial Hwy/
Pacific Ocean
    Lat. 33[deg]45'34'' N., long. 118[deg]27'01'' W. LIMBO 
intersection
    Lat. 33[deg]45'14'' N., long. 118[deg]32'29'' W. INISH 
intersection to point of beginning.
Area B. That airspace extending upward from 2,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 34[deg]01'00'' N., long. 118[deg]15'00'' W.
    Lat. 34[deg]00'01'' N., long. 118[deg]07'58'' W. Garfield 
Washington Blvd
    Lat. 33[deg]56'10'' N., long. 118[deg]07'21'' W. Stonewood 
Center
    Lat. 33[deg]55'48'' N., long. 118[deg]13'52'' W. SLI 300(M)/
315(T) 10 DME to point of beginning.
Area C. That airspace extending upward from 2,500 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]57'42'' N., long. 118[deg]22'10'' W. Manchester/405 
Fwy
    Lat. 34[deg]00'20'' N., long. 118[deg]23'05'' W. West Los 
Angeles College
    Lat. 34[deg]02'49'' N., long. 118[deg]21'48'' W.
    Lat. 34[deg]06'00'' N., long. 118[deg]14'24'' W. Railroad 
Freight Yard
    Lat. 34[deg]06'00'' N., long. 118[deg]11'23'' W. Ernest E. Debs 
Regional Park
    Lat. 34[deg]02'03'' N., long. 118[deg]03'39'' W. Legg Lake
    Lat. 33[deg]58'40'' N., long. 118[deg]01'49'' W. Whittier 
College
    Lat. 33[deg]53'44'' N., long. 118[deg]01'52'' W. PDZ 252(M)/
267(T) 25.1
    Lat. 33[deg]53'17'' N., long. 118[deg]10'50'' W. Dominguez High 
School
    Lat. 33[deg]55'48'' N., long. 118[deg]13'52'' W. SLI 300(M)/
315(T) 10 DME
    Lat. 33[deg]56'10'' N., long. 118[deg]07'21'' W. Stonewood 
Center
    Lat. 34[deg]00'01'' N., long. 118[deg]07'58'' W. Garfield/
Washington Blvd
    Lat. 34[deg]01'00'' N., long. 118[deg]15'00'' W. to point of 
beginning.
Area D. That airspace extending upward from 4,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 34[deg]06'00'' N., long. 118[deg]11'23'' W. Ernest E. Debs 
Regional Park
    Lat. 34[deg]00'45'' N., long. 117[deg]54'03'' W.
    Lat. 33[deg]57'40'' N., long. 117[deg]53'35'' W.
    Lat. 33[deg]54'04'' N., long. 117[deg]54'35'' W. Brea Municipal 
Golf Course
    Lat. 33[deg]53'44'' N., long. 118[deg]01'52'' W. PDZ 252(M)/
267(T) 25.1
    Lat. 33[deg]58'40'' N., long. 118[deg]01'49'' W. Whittier 
College
    Lat. 34[deg]02'03'' N., long. 118[deg]03'39'' W. Legg Lake to 
the point of beginning.
Area E. That airspace extending upward from 7,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]54'04'' N., long. 117[deg]54'35'' W. Brea Municipal 
Golf Course
    Lat. 33[deg]54'23'' N., long. 117[deg]47'42'' W.
    Lat. 34[deg]02'42'' N., long. 117[deg]50'00'' W. Mt. San Antonio 
College
    Lat. 34[deg]02'22'' N., long. 117[deg]59'23'' W.
    Lat. 34[deg]00'45'' N., long. 117[deg]54'03'' W.
    Lat. 33[deg]57'40'' N., long. 117[deg]53'35'' W.
    Lat. 33[deg]54'04'' N., long. 117[deg]54'35'' W. Brea Municipal 
Golf Course to point of beginning.
Area F. That airspace extending upward from 8,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]54'23'' N., long. 117[deg]47'42'' W. PDZ 252(M)/
267(T) ELB 332(M)/347(T)
    Lat. 33[deg]54'31'' N., long. 117[deg]44'45'' W. PDZ 252(M)/
267(T) ELB 342(M)/357(T)
    Lat. 34[deg]02'57'' N., long. 117[deg]45'16'' W. SMO 071(M)/
086(T) ELB 342(M)/357(T)
    Lat. 34[deg]02'42'' N., long. 117[deg]50'00'' W. SMO 071(M)/
086(T) Mt. San Antonio College to point of beginning.
Area G. That airspace extending upward from 9,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]54'31'' N., long. 117[deg]44'45'' W.
    Lat. 33[deg]54'39'' N., long. 117[deg]41'48'' W.
    Lat. 34[deg]00'44'' N., long. 117[deg]40'54'' W.
    Lat. 34[deg]02'59'' N., long. 117[deg]44'29'' W.
    Lat. 34[deg]02'57'' N., long. 117[deg]45'16'' W. to point of 
beginning.
Area H. That airspace extending upward from 5,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]53'44'' N., long. 118[deg]01'52'' W. PDZ 252(M)/
267(T) 25.1
    Lat. 33[deg]47'00'' N., long. 118[deg]03'17'' W. Seal Beach 
VORTAC Los Alamitos AFRC
    Lat. 33[deg]46'40'' N., long. 118[deg]08'53'' W. SLI 251(M)/
266(T) 4.7
    Lat. 33[deg]45'34'' N., long. 118[deg]27'01'' W. LIMBO 
Intersection/SLI 251(M)/266(T)
    Lat. 33[deg]55'51'' N., long. 118[deg]26'05'' W. Imperial Hwy/
Pacific Ocean
    Lat. 33[deg]55'48'' N., long. 118[deg]13'52'' W. SLI 300(M)/
315(T) 10 DME
    Lat. 33[deg]53'17'' N., long. 118[deg]10'50'' W. Dominguez High 
School to point of beginning.
Area I. That airspace extending upward from 6,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]54'04'' N., long. 117[deg]54'35'' W. Brea Municipal 
Golf Course
    Lat. 33[deg]47'23'' N., long. 117[deg]57'40'' W. Garden Grove 
Mall
    Lat. 33[deg]47'00'' N., long. 118[deg]03'17'' W. Seal Beach 
VORTAC/Los Alamitos AFRC
    Lat. 33[deg]53'44'' N., long. 118[deg]01'52'' W. PDZ 252(M)/
267(T) 25.1 to point of beginning.
Area J. That airspace extending upward from 7,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]47'23'' N., long. 117[deg]57'40'' W. Garden Grove 
Mall
    Lat. 33[deg]35'52'' N., long. 117[deg]53'59'' W. Newport Bay
    Lat. 33[deg]31'34'' N., long. 118[deg]03'11'' W.
    Lat. 33[deg]37'56'' N., long. 118[deg]09'04'' W. LAX 127(M)/
142(T) 22.7
    Lat. 33[deg]46'40'' N., long. 118[deg]08'53'' W. SLI 251(M)/
266(T)) 4.7
    Lat. 33[deg]47'00'' N., long. 118[deg]03'17'' W. Seal Beach 
VORTAC/Los Alamitos AFRC to point of beginning.
Area K. That airspace extending upward from 8,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]37'56'' N., long. 118[deg]09'04'' W. LAX 127(M)/
142(T) 22.7
    Lat. 33[deg]36'09'' N., long. 118[deg]25'38'' W. ELB 249(M)/
264(T) 35.1
    Lat. 33[deg]45'34'' N., long. 118[deg]27'01'' W. LIMBO 
Intersection
    Lat. 33[deg]46'40'' N., long. 118[deg]08'53'' W. SLI 251(M)/
266(T) 4.7 to point of beginning.
Area L. That airspace extending upward from 5,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]36'09'' N., long. 118[deg]25'38'' W. ELB 249(M)/
264(T) 35.1
    Lat. 33[deg]35'11'' N., long. 118[deg]34'31'' W. ELB 248(M)/
263(T) 42.6
    Lat. 33[deg]44'27'' N., long. 118[deg]42'23'' W. SLI 251(M)/
266(T) 32.7
    Lat. 33[deg]45'14'' N., long. 118[deg]32'29'' W. INISH 
Intersection
    Lat. 33[deg]45'34'' N., long. 118[deg]27'01'' W. LIMBO 
Intersection to point of beginning.
Area M. That airspace extending upward from 2,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]44'27'' N., long. 118[deg]42'23'' W. SLI 251(M)/
266(T) 32.7
    Lat. 33[deg]58'48'' N., long. 118[deg]54'27'' W. VNY 220(M)/
235(T) 25.3
    Lat. 33[deg]59'26'' N., long. 118[deg]53'23'' W.
    Lat. 33[deg]59'50'' N., long. 118[deg]44'43'' W.
    Lat. 33[deg]45'14'' N., long. 118[deg]32'29'' W. INISH 
Intersection to point of beginning.
Area N. That airspace extending upward from 5,000 feet MSL to and 
including 10,000 feet MSL beginning at
    Lat. 33[deg]59'26'' N., long. 118[deg]53'23'' W.
    Lat. 34[deg]06'00'' N., long. 118[deg]42'12'' W.
    Lat. 34[deg]06'00'' N., long. 118[deg]14'24'' W. Railroad 
Freight Yard
    Lat. 34[deg]02'49'' N., long. 118[deg]21'48'' W.
    Lat. 34[deg]00'20'' N., long. 118[deg]23'05'' W. West Los 
Angeles College
    Lat. 33[deg]57'42'' N., long. 118[deg]22'10'' W. Manchester/405 
Hwy
    Lat. 33[deg]57'42'' N., long. 118[deg]27'23'' W. Ballona Creek/
Pacific Ocean
    Lat. 34[deg]00'23'' N., long. 118[deg]32'33'' W. SMO 252(M)/
267(T) 4.3
    Lat. 33[deg]59'50'' N., long. 118[deg]44'43'' W. to point of 
beginning.
* * * * *


[[Page 15027]]


    Issued in Washington DC, on March 3, 2005.
Edith V. Parish,
Acting Manager, Airspace and Rules.
BILLING CODE 4910-13-P

[[Page 15028]]

[GRAPHIC] [TIFF OMITTED] TP24MR05.002

[FR Doc. 05-5095 Filed 3-23-05; 8:45 am]
BILLING CODE 4910-13-C