Amendment of Class B Airspace; San Francisco, CA, 26568-26575 [2018-12304]

Download as PDF 26568 Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations International Airport; and that airspace extending upward from 1,200 feet above the surface within a 20-mile radius of Pago Pago International Airport, excluding that airspace extending beyond 12 miles of the shoreline. Issued in Washington, DC, on May 30, 2018. Rodger A. Dean Jr., Manager, Airspace Policy Group. [FR Doc. 2018–12295 Filed 6–7–18; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration Authority for This Rulemaking 14 CFR Part 71 [Docket No. FAA–2017–0653; Airspace Docket No. 17–AWA–2] RIN 2120–AA66 Amendment of Class B Airspace; San Francisco, CA Federal Aviation Administration (FAA), DOT. ACTION: Final rule. AGENCY: This action modifies the San Francisco, CA, Class B airspace area to contain aircraft conducting instrument flight rules (IFR) instrument approach procedures to San Francisco International Airport (SFO), San Francisco, CA. The FAA is taking this action to improve the flow of air traffic, enhance safety, and reduce the potential for midair collision in the SFO 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 enroute airspace to reduce aircraft delays and improve system capacity. SUMMARY: Effective date 0901 UTC, August 16, 2018. The Director of the Federal Register approves this incorporation by reference action under Title 1, Code of Federal Regulations, part 51, subject to the annual revision of FAA Order 7400.11 and publication of conforming amendments. ADDRESSES: FAA Order 7400.11B, Airspace Designations and Reporting Points, and subsequent amendments can be viewed online at http://www.faa.gov/ air_traffic/publications/. For further information, you can contact the Airspace Policy Group, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591; telephone: (202) 267–8783. The Order is also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of FAA amozie on DSK3GDR082PROD with RULES DATES: VerDate Sep<11>2014 16:08 Jun 07, 2018 Order 7400.11B at NARA, call (202) 741–6030, or go to https:// www.archives.gov/federal-register/cfr/ ibr-locations.html. FAA Order 7400.11, Airspace Designations and Reporting Points, is published yearly and effective on September 15. FOR FURTHER INFORMATION CONTACT: Kenneth Ready, Airspace Policy Group, Office of Airspace Services, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591; telephone: (202) 267–8783. SUPPLEMENTARY INFORMATION: Jkt 244001 The FAA’s authority to issue rules regarding aviation safety is found in Title 49 of the United States Code. Subtitle I, Section 106 describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the agency’s authority. This rulemaking is promulgated under the authority described in Subtitle VII, Part A, Subpart I, Section 40103. Under that section, the FAA is charged with prescribing regulations to assign the use of the airspace necessary to ensure the safety of aircraft and the efficient use of airspace. This regulation is within the scope of that authority as it modifies the San Francisco, CA, Class B airspace area to improve the flow of air traffic and enhance safety within the National Airspace System (NAS). Availability and Summary of Documents for Incorporation by Reference This document amends FAA Order 7400.11B, airspace Designations and Reporting Points, dated August 3, 2017, and effective September 15, 2017. FAA Order 7400.11B is publicly available as listed in the ADDRESSES section of this document. FAA Order 7400.11B lists Class A, B, C, D, and E airspace areas, air traffic service routes, and reporting points. History The FAA published a notice of proposed rulemaking (NPRM) in the Federal Register for Docket No. FAA– 2017–0653 (83 FR 2747; January 19, 2018). The NPRM proposed to modify the San Francisco, CA, Class B airspace area. Interested parties were invited to participate in this rulemaking effort by submitting written comments on the proposal. Ten written comments were received in response to the NPRM. All comments received were considered before making a determination on the final rule. PO 00000 Frm 00022 Fmt 4700 Sfmt 4700 Class B airspace designations are published in paragraph 3000 of FAA Order 7400.11B, dated August 3, 2017, and effective September 15, 2017, which is incorporated by reference in 14 CFR 71.1. The Class B airspace designations listed in this document will be subsequently published in the Order. Discussion of Comments In the response to the NPRM, several individuals and three aviation groups: Airline Pilots Association, International (ALPA), Aircraft Owners and Pilot Association (AOPA), and Experimental Aircraft Association (EAA) submitted comments expressing support for the proposed design of the San Francisco Class B and provided substantive comments and recommendations to further the design. The comments were grouped in the following: • Glider Operations • Areas C and D • Area B • Area F • Ceiling of class B at 10,000 feet • ADS–B requirement Having considered the issues and recommendations provided by the commenters, the FAA offers the following responses. Glider Operations One individual commenter stated glider operations are just outside of the current lateral limits of the airspace and expanding the airspace may cause issues for the operations that exist in those locations. Prior to publishing the NPRM, the FAA formed an ad-hoc committee and held informal airspace meetings to present a pre-rulemaking outline of the revised Class B airspace. At that time, representatives from the glider community expressed concern that the changes to the airspace would have a negative impact on glider activity near Mount Diablo. Based on this input, the proposal put forth in the NPRM reflected changes to the Class B airspace over Mt. Diablo by eliminating some of the Class B airspace previously suggested during the pre-rulemaking phase and raising the floor in other areas to 7000 feet. The FAA is retaining these changes in the final rule to accommodate glider operations in the Mount Diablo area. In addition, the airspace over Pacifica was raised in the design proposal, accepted during the adhoc and thereby accommodating hang gliders. Areas C and D Four comments were received regarding the shape and altitudes associated with Area C and Area D. One E:\FR\FM\08JNR1.SGM 08JNR1 Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations amozie on DSK3GDR082PROD with RULES commenter expressed concern that the boundaries of Areas C and D are very close to one another and stated that general aviation pilots risk unintentionally violating lateral or vertical limits as they try to transition around the airspace. The commenter suggested that the cutouts exist due to the poor design of three departure procedures and recommended amending the departure procedures to allow for higher floors to the airspace and will enable the incorporation of Area C into Area D. Areas C and D were not designed to capture the Area Navigation (RNAV) departure procedures (DPs). These areas were designed to contain the instrument approaches to Runway (RWY) 10. Track data shows that the SNTNA DP, GNNRR DP and WESLA DPs do not enter Area C or D. All of these DPs have an initial climb gradient of at least 500 feet per nautical mile and standard aircraft performance places them above the C and D areas. The DPs were designed in compliance with the current RNAV DP design criteria in concert with industry and air traffic control standards. They were flown in simulators under varied wind conditions and have been utilized without incident since March 2015. Three other comments were concerned that lowering the floor of Areas C and D would impede VFR transiting along the coast. Area C is an arrival extension to Area A and was built to contain RNAV approaches to RWY10. Area D provides a longer arrival extension from the west and also contains the RWY10 arrival approaches and neither can be raised. The RNAV approach to RWY10L crosses NORMM (intermediate fix) which is located just outside of Area D at or above 3,500 feet descending on a 3degree glide path to cross XATTU (final approach fix) at or above 1,800 feet descending. XATTU is located on the border of Area C and Area A. Area D is needed to contain this descent path. The RNAV approaches to RWY10R cross DOTNE (intermediate fix) at 3,500 feet descending on a 3-degree glide path to cross JULOS (final approach fix) at 1,900 feet descending. DOTNE is just outside of Area D and JULOS is in the center of Area C. Area D is needed to contain this decent path. Area C is needed to capture the descent through 1,900 feet to 1,600 on the approach. Area B Two individual commenters stated lowering Area B from 1500 to 1400 feet will almost certainly lead to inadvertent Class B violations from pilots making a right crosswind departure from KSQL RWY30. Additionally, they indicate that VerDate Sep<11>2014 16:08 Jun 07, 2018 Jkt 244001 it will put a general aviation pilot at a disadvantage if flying over water. The FAA concurs and raised the floor of Area B to 1,500 feet. Area F Two aviation groups (AOPA and EAA) stated lowering the floor of Area F would reduce the airspace available for aircraft to transit the VFR flyway simultaneously in both directions from San Carlos Airport (SQL) and Palo Alto (PAO) airport. AOPA also indicated the FAA must justify the reduction of the Class B floor, as it does not appear to be aligned with any final approach course. AOPA and EAA both raised concerns for the potential of a mid-air collision due to compression and congestion. One aviation group (ALPA) concurs with the NPRM design, which was suggested by the ad hoc committee. The FAA policy for airspace design directs that Class B airspace designers have the flexibility to use the configuration that best meets the purposes of reducing mid-air collision potential, assures containment of instrument approaches, and enhances the efficient use of airspace. The floor of the Area F airspace takes into account the visual approaches to the runway, which enhances the efficiency of the airspace. Published procedures, separation minimum, track data, and local experience were used to determine the required airspace floor in this area. Additionally, SFO arrivals to RWY28 have two charted visual approaches that are highly used, thereby increasing efficiency to the airport. San Francisco’s air traffic control tower and Northern California TRACON (NCT) advertise and issue side-by-side visual approaches approximately 86% of the time. Visual approaches are a critical component of the efficiency of the San Francisco Airport. The arrival rate during visual meteorological conditions (VMC) when using side-by-side visual approaches is 54 arrivals and during instrument meteorological conditions (IMC) it is 36 arrivals. The higher efficiency rate is only possible through the use of visual approaches. While operating at the higher rate the FAA has a requirement to maintain vertical separation between the two visual approach aircraft until visual separation is applied. Aircraft altitudes are stepped down when using visual approaches. Aircraft arriving RWY28L are kept lower than aircraft on RWY28R. This allows the FAA to safely transition to simultaneous ILS approaches quickly if a weather front comes in, which is a common occurrence in the San Francisco Bay area. Additionally, a special flyway was PO 00000 Frm 00023 Fmt 4700 Sfmt 4700 26569 developed to facilitate PAO and SQL airports traffic. The highest minimum vectoring altitude (MVA) on RWY28L final is 2100 feet. NCT uses the airspace to 2100 feet in Area F; however, due to the mid-air collision concerns raised by the aviation group commenters, the floor is being raised to 2300 feet in this final rule. The floor inside of Area F will be raised to 2,300 feet and VFR aircraft will have adequate maneuvering altitude with this design. Ceiling of Class B at 10,000 Feet AOPA and EAA requested justification for the establishment of a 10,000-foot ceiling to the Class B airspace. AOPA noted that the 10,000foot ceiling will require general aviation pilots seeking to transit the Class B airspace to fly at a low altitude (less than 1,600 feet MSL) or a high altitude (over 10,000 feet MSL). AOPA states that the FAA should improve the opportunity for general aviation aircraft to overfly the coast at cruise altitudes more normally utilized, such as 7,500 and 8,500 feet MSL. AOPA recommended that the Class B areas west of the U.S. coast have a ceiling of 7,000 feet MSL to facilitate general aviation overflight without the requirement to obtain a clearance. One aviation group (ALPA) concurred with the NPRM design stating departure and arrival procedures enter and exit the Class B at higher altitudes. Generally, the standard design for Class B airspace is from the surface to 10,000 feet MSL. Class B airspace surrounds the nation’s busiest airports in terms of airport operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored and is designed to contain all published instrument procedures. The current Class B airspace between 8,000 and 10,000 feet at San Francisco International Airport is used to do much of the vectoring of aircraft to facilitate sequencing and provide for separation on final. The airspace around the Bay Area is very congested and the only airspace available for vectoring that facilitates the sequencing of arrivals and prevents conflict with other arrivals and departures is offshore. Fifty percent of the aircraft on the SERFR from the south are vectored. Aircraft from the east cannot be vectored without conflicting with multiple other arrival and departure routes. There are a significant number of arrivals from the west, northwest, and southwest offshore. The FAA is being asked by the public to perform more vectoring offshore to mitigate aircraft noise. Additionally, E:\FR\FM\08JNR1.SGM 08JNR1 26570 Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations amozie on DSK3GDR082PROD with RULES new arrival procedures are being developed originating from offshore that will also utilize this airspace. For these reasons, AOPA’s recommendation to establish a ceiling of 7,000 feet MSL west of the U.S. coast is not feasible, as it will deteriorate the arrival rate of the SFO airport. ADSB Requirement One individual commenter stated, because the lateral boundaries of Class B airspace are being expanded, the Mode C veil will be extended as well. The commenter noted that this change will cause financial loss due to the equipment requirements (Mode C transponder/ADS–B Out) associated with this airspace expansion. Additionally, one individual commenter contends the expansion of the Class B airspace will have a negative financial burden to aircraft owners due to Automatic Dependent SurveillanceBroadcast (ADS–B) requirement in 14 CFR 91.225(d)(3)’’; stating privately owned aircraft will have to move their aircraft further away from the Class B airspace if they do not equip for ADS– B. The FAA does not agree with the commenter who states the Mode C Veil will expand with the expansion of the Class B airspace. The Mode C veil was established by an independent 14 Code of Federal Regulation (CFR) rulemaking action under part 91.215 ‘‘ATC transponder and altitude reporting equipment and use.’’ Although the Class B airspace extends beyond 30 miles in certain areas around SFO, the Mode C veil does not extend with the Class B airspace and remains a 30-mile ring around SFO. The FAA does not agree with the individual commenters that stated expansion beyond 30 miles for the Class B will expand the forthcoming ADS–B equipment mandate. The ADS–B requirement in 14 CFR 91.225 states ADS–B equipment is required in 1) Class B, 2) within 30 miles and up to 10,000 feet MSL of a Class B, 3) above the ceiling and within the lateral boundaries of a Class B upward to 10,000 feet MSL. In the three locations where SFO’s Class B extends beyond 30 miles all altitudes for those areas are 8,000 feet to 10,000 feet MSL. Considering these areas are Class B (from 8,000 to 10,000 feet MSL) they require ADS–B equipment. There is no provision stating you must equip with ADS–B below the floor and within the boundaries of a Class B outside the 30mile ring. Hence, aircraft that choose not to equip with the ADS–B mandate in the year 2020, will not have to extend beyond 30 miles to other airports VerDate Sep<11>2014 16:08 Jun 07, 2018 Jkt 244001 because the SFO Class B expanded beyond 30 miles at higher altitudes. Differences From the NPRM In the NPRM, the FAA proposed lower floor altitudes for Areas B and F but have raised these altitudes in response to comments received to the NPRM. Initially, Area B was proposed at 1,400 feet MSL and has been changed to 1,500 feet MSL. Area F was proposed at 2,100 feet MSL and has been changed to 2,300 feet MSL. Additionally, a charting error is being corrected to Area C. The initial geographic lat/long coordinate (lat. 37°41′25″ N, long. 122°30′23″ W) in Area C was duplicated at the end of the description in the NPRM. The FAA is removing the unnecessary secondary geographic lat/long coordinate to correct the charting error. The Rule The FAA is amending Title 14 of the Code of Federal Regulations (14 CFR) part 71 to modify the SFO Class B airspace area. This action (depicted on the attached graphic) moves away from the three concentric circle (upside down wedding cake) design configuration and is redrawn based on arrival and departure routes into and out of SFO. Using this design approach allows the FAA to minimize the Class B airspace necessary to contain instrument procedures within Class B airspace for aircraft arriving and departing SFO and to re-designate current Class B airspace as Class E or Class G to make it available for aircraft circumnavigating the Class B airspace area. Additionally, the proposed modifications would better segregate IFR aircraft arriving/departing SFO and VFR aircraft operating in the vicinity of the SFO Class B airspace area. The modifications to the SFO Class B airspace area are discussed below. Area A. Area A is amended as proposed by moving the southern boundary northward to accommodate local hang glide operations and incorporating minor modifications to the northeast boundary by using geographic coordinates to define the surface area. Area A extends upward from the surface, to and including 10,000 feet MSL. Area B. Area B is amended by incorporating portions of existing Area B and Area F and establishing a floor at 1,500 feet MSL. The existing Area B southern boundary is moved northward and eastern boundary is moved westward, and a small portion of existing Area F is added. The floor of the existing Area F portion is lowered from 2,100 feet MSL to 1,500 feet MSL. PO 00000 Frm 00024 Fmt 4700 Sfmt 4700 Area B extends upward from 1,500 feet MSL, to and including 10,000 feet MSL. Area C. A new Area C is established, as proposed in the NPRM, west of SFO beyond Area A, by incorporating small portions of existing Area F and Area I and establishing a floor at 1,600 feet MSL. The floor of the existing Area F portion is lowered from 2,100 feet MSL to 1,600 feet MSL and the floor of the existing Area I portion is raised from 1,500 feet MSL to 1,600 feet MSL. Area C extends upward from 1,600 feet MSL, to and including 10,000 feet MSL. Area D. A new Area D is established, as proposed in the NPRM, west of SFO beyond the new Area C, by incorporating small portions of existing Area F, Area G, and Area I. The floor of the existing Area F portion is retained at 2,100 feet MSL, the floor of the existing Area G portion is lowered from 3,000 feet MSL to 2,100 feet MSL, and the floor of the existing Area I portion is raised from 1,500 feet MSL to 2,100 feet MSL. Area D extends upward from 2,100 feet MSL, to and including 10,000 feet MSL. Area E. A new Area E is established, as proposed in the NPRM, northwest of SFO extending clockwise to the east of SFO beyond Area A, by incorporating a sliver of existing Area A and small portions of existing Area F and Area G. The floor of the existing Area A portion is raised from the surface to 2,100 feet MSL, the floor of the existing Area F portion is retained at 2,100 feet MSL, and the floor of the existing Area G portion is lowered from 3,000 feet MSL to 2,100 feet MSL. Area E extends upward from 2,100 feet MSL, to and including 10,000 feet MSL. Area F. A new Area F is established, located southeast of SFO beyond the new Area B, by incorporating small portions of existing Area B, Area C, Area F, and Area G. The floor of the existing Area B portion is raised from 1,500 feet MSL to 2,300 feet MSL, the floor of the existing Area C portion is lowered from 2,500 feet MSL to 2,300 feet MSL and the existing Area G portion is lowered from 3,000 feet MSL to 2,300 feet MSL, and the floor of the existing Area F portion is retained at 2,300 feet MSL. Area F extends upward from 2,300 feet MSL, to and including 10,000 feet MSL. Area G. A new Area G is established, as proposed in the NPRM, northwest of SFO beyond the new Area D and Area E, by incorporating small portions of existing Area A, Area F, Area G, Area H, and Area I. The floor of the existing Area A portion is raised from the surface to 3,000 feet MSL, the existing Area F portion is raised from 2,100 feet MSL to 3,000 feet MSL, and the existing Area I portion is raised from 1,500 feet E:\FR\FM\08JNR1.SGM 08JNR1 amozie on DSK3GDR082PROD with RULES Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations MSL to 3,000 feet MSL; the floor of the existing Area G portion is retained at 3,000 feet MSL; and the floor of the existing Area H portion is lowered from 4,000 feet MSL to 3,000 feet MSL. Additionally, a sliver of Class B airspace is established beyond the existing Area H external SFO Class B airspace boundary with a floor of 3,000 feet MSL. Area G extends upward from 3,000 feet MSL, to and including 10,000 feet MSL. Area H. A new Area H is established, as proposed in the NPRM, southeast of SFO beyond the new Area E and Area F, by incorporating small portions of existing Area A, Area B, Area C, Area D, Area F, and Area G. The floor of the existing Area A portion is raised from the surface to 3,000 feet MSL, the existing Area B portion is raised from 1,500 feet MSL to 3,000 feet MSL, the existing Area C portion is raised from 2,500 feet MSL to 3,000 feet MSL, and the existing Area F portion is raised from 2,100 feet MSL to 3,000 feet MSL; the floor of the existing Area G portion is retained at 3,000 feet MSL; and the floor of the existing Area D portion is lowered from 4,000 feet MSL to 3,000 feet MSL. Area H extends upward from 3,000 feet MSL, to and including 10,000 feet MSL. Area I. A new Area I is established, as proposed in the NPRM, north of SFO extending clockwise to the west of SFO beyond the new Area E, Area G, and Area H, by incorporating small portions of the existing Area A, Area C, Area D, Area E, Area F, Area G, Area H, Area I, and Area K. The floor of the existing Area A portion is raised from the surface to 4,000 feet MSL, the existing Area C portion is raised from 2,500 feet MSL to 4,000 feet MSL, the existing Area F portion is raised from 2,100 feet MSL to 4,000 feet MSL, the existing Area G portion is raised from 3,000 feet MSL to 4,000 feet MSL, and the existing Area I portion is raised from 1,500 feet MSL to 4,000 feet MSL; the floor of the existing Area D and Area H portions are retained at 4,000 feet MSL; and the floor of the existing Area E portions are lowered from 6,000 feet MSL to 4,000 feet MSL and the existing Area K portion is lowered from 5,000 feet MSL to 4,000 feet MSL. Additionally, a small portion of Class B airspace is established beyond the existing Area E and Area H external SFO Class B airspace boundaries with a floor of 4,000 feet MSL. Area I extends upward from 4,000 feet MSL, to and including 10,000 feet MSL. Area J. A new Area J is established, as proposed in the NPRM, north of SFO beyond the new Area G and Area I, by incorporating small portions of the existing Area D, Area E, Area G, and VerDate Sep<11>2014 16:08 Jun 07, 2018 Jkt 244001 Area H. The floor of the existing Area G portion is raised from 3,000 feet MSL to 5,000 feet MSL and the existing Area D and Area H portions are raised from 4,000 feet MSL to 5,000 feet MSL, and the floor of the existing Area E portion is lowered from 6,000 feet MSL to 5,000 feet MSL. Additionally, a small portion of Class B airspace is established beyond the existing Area D, Area E, and Area G external SFO Class B airspace boundaries with a floor of 5,000 feet MSL. Area J extends upward from 5,000 feet MSL, to and including 10,000 feet MSL. Area K. A new Area K is established, as proposed in the NPRM, north of SFO beyond the new Area I and Area L (described below), by incorporating small portions of the existing Area D and Area E. The floor of the existing Area D portion is raised from 4,000 feet MSL to 5,000 feet MSL and the floor of the existing Area E portion is retained at 6,000 feet MSL. Additionally, a sliver of Class B airspace is established beyond the existing Area E external SFO Class B boundary with a floor of 6,000 feet MSL. Area K extends upward from 6,000 feet MSL, to and including 10,000 feet MSL. Area L. A new area is established, as proposed in the NPRM, northeast of SFO beyond the new Area I, by incorporating small portions of the existing Area D and Area E. The floor of the existing Area D portion is raised from 4,000 feet MSL to 5,000 feet MSL and the floor of the existing Area E portion is lowered from 6,000 feet MSL to 5,000 feet MSL. Area L extends upward from 5,000 feet MSL, to and including 10,000 feet MSL. Area M. A new area is established, as proposed in the NPRM, south of SFO beyond the new Area I, by incorporating portions of the existing Area D, Area E, Area G, Area J, and Area K. The floor of the existing Area D portion is raised from 4,000 feet MSL to 6,000 feet MSL, the existing Area G portion is raised from 3,000 feet MSL to 6,000 feet MSL, and the existing Area K portion is raised from 5,000 feet MSL to 6,000 feet MSL; the floor of the existing Area E portion is retained at 6,000 feet MSL; and the floor of the existing Area J is lowered from 8,000 feet MSL to 6,000 feet MSL. Additionally, a portion of Class B airspace is established beyond the existing Area E and Area J external SFO Class B boundaries with a floor of 6,000 feet MSL. Area M extends upward from 6,000 feet MSL, to and including 10,000 feet MSL. Area N. A new area is established, as proposed in the NPRM, south-southeast of SFO beyond the new Area M, by incorporating small portions of the PO 00000 Frm 00025 Fmt 4700 Sfmt 4700 26571 existing Area E and Area J. The floor of the existing Area E portion is raised from 6,000 feet MSL to 8,000 feet MSL and the floor of the existing Area J portion is retained at 8,000 feet MSL. Additionally, a portion of Class B airspace is established beyond the existing Area J external SFO Class B boundary with a floor of 8,000 feet MSL. Area N extends upward from 8,000 feet MSL, to and including 10,000 feet MSL, to accommodate VFR aircraft operating in higher terrain below the Class B airspace. Area O. A new area is established, as proposed in the NPRM, northeast of SFO beyond the new Area L, within a portion of the existing Area E. The floor of the existing Area E portion is raised from 6,000 feet MSL to 7,000 feet MSL. Additionally, a sliver of Class B airspace is established beyond the current Area E external SFO Class B boundary with a floor of 7,000 feet MSL. Area O extends upward from 7,000 feet MSL, to and including 10,000 feet MSL, to accommodate frequent use by VFR traffic operating in higher terrain (Mount Diablo) below the Class B airspace. Area P. A new area is established, as proposed in the NPRM, east-southeast of SFO beyond the new Area M, within a portion of the existing Area J. The floor of the existing Area J portion is lowered from 8,000 feet MSL to 7,000 feet MSL. Additionally, a small portion of Class B airspace is established beyond the existing Area J external SFO Class B boundary with a floor of 7,000 feet MSL. Area P extends upward from 7,000 feet MSL, to and including 10,000 feet MSL. Area Q. A new area is established, as proposed in the NPRM, east of SFO beyond the new Area I and Area P, within a portion of the existing Area E and Area J. The floor of the existing Area E portion is raised from 6,000 feet MSL to 8,000 feet MSL and the floor of the existing Area J portion is retained at 8,000 feet MSL. Additionally, a portion of Class B airspace is established beyond the existing Area E and Area J external SFO Class B boundaries with a floor of 8,000 feet MSL. Area Q extends upward from 8,000 feet MSL, to and including 10,000 feet MSL, to capture delay vectoring for runway 10 and 19 IFR arrival aircraft. Regulatory Notices and Analyses The FAA has determined that this regulation only involves an established body of technical regulations for which frequent and routine amendments are necessary to keep them operationally current. It, therefore: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866; (2) is not a E:\FR\FM\08JNR1.SGM 08JNR1 26572 Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations ‘‘significant rule’’ under Department of Transportation (DOT) Regulatory Policies and Procedures (44 FR 11034; February 26, 1979); and (3) does not warrant preparation of a regulatory evaluation as the anticipated impact is so minimal. Since this is a routine matter that only affects air traffic procedures and air navigation, it is certified that this rule, when promulgated, does not have a significant economic impact on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. Environmental Review The FAA has determined that this action of redesigning Class B airspace associated with the KSFO for the purpose of reducing the potential for midair collisions in airspace around airports with high-density air traffic, qualifies for categorical exclusion under the National Environmental Policy Act and its agency-specific implementing regulations in FAA Order 1050.1F, ‘‘Environmental Impacts: Policies and Procedures’’ regarding categorical exclusions for procedural actions at paragraph 5–6.5.a, which categorically excludes from full environmental impact review rulemaking actions that designate or modify classes of airspace areas, airways, routes, and reporting points. This airspace action is an editorial change only and is not expected to result in any potentially significant environmental impacts. In accordance with FAA Order 1050.1F, paragraph 5–2 regarding Extraordinary Circumstances, this action has been reviewed for factors and circumstances in which a normally categorically excluded action may have a significant environmental impact requiring further analysis, and it is determined that no extraordinary circumstances exist that warrant preparation of an environmental assessment. amozie on DSK3GDR082PROD with RULES Paperwork Reduction Act The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires that the FAA consider the impact of paperwork and other information collection burdens imposed on the public. We have determined that there is no new information collection requirement associated with this rule. Regulatory Evaluation Changes to Federal regulations must undergo several economic analyses. First, Executive Order 12866 and Executive Order 13563 direct 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. VerDate Sep<11>2014 16:08 Jun 07, 2018 Jkt 244001 Second, the Regulatory Flexibility Act of 1980 (Pub. L. 96–354) requires agencies to analyze the economic impact of regulatory changes on small entities. Third, the Trade Agreements Act (Pub. L. 96–39) prohibits agencies from setting standards that create unnecessary obstacles to the foreign commerce of the United States. In developing U.S. standards, the Trade Act requires agencies to consider international standards and, where appropriate, that they be the basis of U.S. standards. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L. 104–4) requires agencies to prepare a written assessment of the costs, benefits, and other effects of proposed or final rules that include a Federal mandate likely to result in the expenditure by State, local, or tribal governments, in the aggregate, or by the private sector, of $100 million or more annually (adjusted for inflation with base year of 1995). Department of Transportation Order DOT 2100.5 prescribes policies and procedures for simplification, analysis, and review of regulations. If the expected cost impact is so minimal that a proposed or final rule does not warrant a full evaluation, this order permits that a statement to that effect and the basis for it to be included in the preamble if a full regulatory evaluation of the cost and benefits is not prepared. Such a determination has been made for this final rule. The reasoning for this determination follows. It is appropriate to redesign SFO Class B airspace for reasons described earlier including the availability of new procedures such as the use of ‘‘Optimized Profile Descents,’’ advances in technology; migration to GPS from ground based navigation facilities and updated charting criteria. This regulation will modify the San Francisco, CA, (SFO) Class B airspace area to improve the flow of air traffic, enhance safety and reduce the potential for midair collision in the SFO Class B airspace area while accommodating the concerns of airspace users. This effort supports the FAA’s national airspace redesign goal of optimizing terminal and enroute airspace to reduce aircraft delays and improve system capacity. The Class B airspace redesign may enhance opportunities for more fuelefficient descent profiles. Further, the SFO Class B airspace redesign will enhance safety by containing IFR traffic arriving and departing SFO within the confines of Class B airspace and will better segregate IFR and VFR aircraft. Finally, the regulation will return current Class B airspace that is not being used for SFO airport arrivals or PO 00000 Frm 00026 Fmt 4700 Sfmt 4700 departures to the NAS. Because it will modify SFO Class B airspace to take advantage of more fuel efficient approaches and optimize terminal and enroute airspace to reduce delays and improve system capacity, the rule is expected to be a minimal cost rule with the potential to result in minor cost savings. FAA has, therefore, determined that this final rule is not a ‘‘significant regulatory action’’ as defined in section 3(f) of Executive Order 12866, and is not ‘‘significant’’ as defined in DOT’s Regulatory Policies and Procedures. Regulatory Flexibility Determination The Regulatory Flexibility Act of 1980 (Pub. L. 96–354) (RFA) establishes ‘‘as a principle of regulatory issuance that agencies shall endeavor, consistent with the objectives of the rule and of applicable statutes, to fit regulatory and informational requirements to the scale of the businesses, organizations, and governmental jurisdictions subject to regulation.’’ To achieve this principle, agencies are required to solicit and consider flexible regulatory proposals and to explain the rationale for their actions to assure that such proposals are given serious consideration. The RFA 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 rule will have a significant economic impact on a substantial number of small entities. If the agency determines that it will, the agency must prepare a regulatory flexibility analysis as described in the RFA. However, if an agency determines that a rule is not expected to have a significant economic impact on a substantial number of small entities, section 605(b) of the RFA provides that the head of the agency may so certify and a regulatory flexibility analysis is not required. The certification must include a statement providing the factual basis for this determination, and the reasoning should be clear. The redesign of the SFO Class B airspace will not affect a substantial number of small entities because the redesign does not alter or amend any existing flight path at SFO. Any change to an existing flight path will be achieved through a separate action. Therefore, the expected outcome, if any, will be a minimal economic impact on small entities affected by this rulemaking action. If an agency determines that a rulemaking will not result in a significant economic impact on a substantial number of small entities, the E:\FR\FM\08JNR1.SGM 08JNR1 Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations head of the agency may so certify under section 605(b) of the RFA. Therefore, as provided in section 605(b), the head of the FAA certifies that this rulemaking will not result in a significant economic impact on a substantial number of small entities. International Trade Impact Assessment The Trade Agreements Act of 1979 (Pub. L. 96–39), as amended by the Uruguay Round Agreements Act (Pub. L. 103–465), prohibits Federal agencies from establishing standards or engaging in related activities that create unnecessary obstacles to the foreign commerce of the United States. Pursuant to these Acts, the establishment of standards is not considered an unnecessary obstacle to the foreign commerce of the United States, so long as the standard has a legitimate domestic objective, such as the protection of safety, and does not operate in a manner that excludes imports that meet this objective. The statute also requires consideration of international standards and, where appropriate, that they be the basis for U.S. standards. The FAA has assessed the potential effect of this final rule and determined that it will improve safety and is consistent with the Trade Agreements Act. Unfunded Mandates Assessment Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104–4) requires each Federal agency to prepare a written statement assessing the effects of any Federal mandate in a proposed or final agency rule that may result in an expenditure of $100 million or more (in 1995 dollars) in any one year by State, local, and tribal governments, in the aggregate, or by the private sector; such a mandate is deemed to be a ‘‘significant regulatory action.’’ The FAA currently uses an inflation-adjusted value of $155 million in lieu of $100 million. This final rule does not contain such a mandate; therefore, the requirements of Title II of the Act do not apply. List of Subjects in 14 CFR Part 71 Airspace, Incorporation by reference, Navigation (air). amozie on DSK3GDR082PROD with RULES The Amendment In consideration of the foregoing, the Federal Aviation Administration amends 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: ■ VerDate Sep<11>2014 16:08 Jun 07, 2018 Jkt 244001 Authority: 49 U.S.C. 106 (f),106(g); 40103, 40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–1963 Comp., p. 389. § 71.1 [Amended] 2. The incorporation by reference in 14 CFR 71.1 of the FAA Order 7400.11B, Airspace Designations and Reporting Points, dated August 3, 2017, and effective September 15, 2017, is amended as follows: ■ Paragraph 3000 Airspace. Subpart B—Class B * * * * * AWP CA B San Francisco, CA San Francisco International Airport (Primary Airport) (Lat. 37°37′08″ N, long. 122°22′32″ W) Boundaries. Area A. That airspace extending upward from the surface to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°41′40″ N, long. 122°29′11″ W; to lat. 37°42′32″ N, long. 122°28′07″ W; to lat. 37°43′08″ N, long. 122°27′05″ W; to lat. 37°43′31″ N, long. 122°26′10″ W; to lat. 37°43′52″ N, long. 122°25′04″ W; to lat. 37°44′04″ N, long. 122°24′05″ W; to lat. 37°44′10″ N, long. 122°23′03″ W; to lat. 37°44′10″ N, long. 122°21′53″ W; to lat. 37°44′03″ N, long. 122°20′43″ W; to lat. 37°43′52″ N, long. 122°19′49″ W; to lat. 37°43′37″ N, long. 122°18′59″ W; to lat. 37°42′40″ N, long. 122°16′43″ W; to lat. 37°40′21″ N, long. 122°14′12″ W; to lat. 37°35′32″ N, long. 122°14′06″ W; to lat. 37°33′53″ N, long. 122°14′49″ W; to lat. 37°33′00″ N, long. 122°15′24″ W; to lat. 37°33′39″ N, long. 122°16′55″ W; to lat. 37°33′38″ N, long. 122°17′48″ W; to lat. 37°32′57″ N, long. 122°20′25″ W; to lat. 37°32′54″ N, long. 122°22′20″ W; to lat. 37°33′08″ N, long. 122°22′36″ W; to lat. 37°33′36″ N, long. 122°22′58″ W; to lat. 37°33′56″ N, long. 122°23′19″ W; to lat. 37°34′01″ N, long. 122°23′34″ W; to lat. 37°34′17″ N, long. 122°23′50″ W; to lat. 37°34′29″ N, long. 122°24′01″ W; to lat. 37°35′00″ N, long. 122°24′17″ W; to lat. 37°36′09″ N, long. 122°25′36″ W; to lat. 37°36′22″ N, long. 122°25′42″ W; to lat. 37°36′42″ N, long. 122°25′34″ W; to lat. 37°38′26″ N, long. 122°29′41″ W; to lat. 37°39′25″ N, long. 122°29′41″ W; to lat. 37°40′32″ N, long. 122°29′44″ W; to lat. 37°41′08″ N, long. 122°29′46″ W, thence to the point of beginning. Area B. That airspace extending upward from 1,500 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°35′32″ N, long. 122°14′06″ W; to lat. 37°35′11″ N, long. 122°11′13″ W; to lat. 37°32′49″ N, long. 122°12′15″ W; to lat. 37°31′29″ N, long. 122°13′08″ W; to lat. 37°33′00″ N, long. 122°15′24″ W; to lat. 37°33′53″ N, long. 122°14′49″ W, thence to the point of beginning. Area C. That airspace extending upward from 1,600 feet MSL to and including 10,000 feet MSL within the area bounded by a line PO 00000 Frm 00027 Fmt 4700 Sfmt 4700 26573 beginning at lat. 37°41′25″ N, long. 122°30′23″ W; to lat. 37°41′08″ N, long. 122°29′46″ W; to lat. 37°40′32″ N, long. 122°29′44″ W; to lat. 37°39′25″ N, long. 122°29′41″ W; to lat. 37°40′04″ N, long. 122°31′15″ W, thence to the point of beginning. Area D. That airspace extending upward from 2,100 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°44′35″ N, long. 122°35′53″ W; to lat. 37°41′40″ N, long. 122°29′11″ W; to lat. 37°41′08″ N, long. 122°29′46″ W; to lat. 37°40′32″ N, long. 122°29′44″ W; to lat. 37°39′25″ N, long. 122°29′41″ W; to lat. 37°38′42″ N, long. 122°29′41″ W; to lat. 37°38′26″ N, long. 122°29′41″ W; to lat. 37°39′19″ N, long. 122°31′44″ W; to lat. 37°41′47″ N, long. 122°37′40″ W, thence to the point of beginning. Area E. That airspace extending upward from 2,100 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°44′15″ N, long. 122°28′11″ W; to lat. 37°47′12″ N, long. 122°18′31″ W; to lat. 37°45′33″ N, long. 122°14′38″ W; to lat. 37°44′42″ N, long. 122°15′13″ W; to lat. 37°42′17″ N, long. 122°11′39″ W; to lat. 37°39′53″ N, long. 122°11′31″ W; to lat. 37°35′11″ N, long. 122°11′13″ W; to lat. 37°35′32″ N, long. 122°14′06″ W; to lat. 37°40′21″ N, long. 122°14′12″ W; to lat. 37°42′40″ N, long. 122°16′43″ W; to lat. 37°43′37″ N, long. 122°18′59″ W; to lat. 37°43′52″ N, long. 122°19′49″ W; to lat. 37°44′03″ N, long. 122°20′43″ W; to lat. 37°44′10″ N, long. 122°21′53″ W; to lat. 37°44′10″ N, long. 122°23′03″ W; to lat. 37°44′04″ N, long. 122°24′05″ W; to lat. 37°43′52″ N, long. 122°25′04″ W; to lat. 37°43′31″ N, long. 122°26′10″ W; to lat. 37°43′08″ N, long. 122°27′05″ W; to lat. 37°42′32″ N, long. 122°28′07″ W, thence to the point of beginning. Area F. That airspace extending upward from 2,300 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°35′11″ N, long. 122°11′13″ W; to lat. 37°34′12″ N, long. 122°08′08″ W; to lat. 37°32′01″ N, long. 122°09′06″ W; to lat. 37°29′30″ N, long. 122°08′21″ W; to lat. 37°29′02″ N, long. 122°11′17″ W; to lat. 37°30′53″ N, long. 122°14′38″ W; to lat. 37°33′38″ N, long. 122°17′48″ W; to lat. 37°33′39″ N, long. 122°16′55″ W; to lat. 37°33′00″ N, long. 122°15′24″ W; to lat. 37°31′29″ N, long. 122°13′08″ W; to lat. 37°32′49″ N, long. 122°12′15″ W, thence to the point of beginning. Area G. That airspace extending upward from 3,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°50′22″ N, long. 122°41′07″ W; to lat. 37°47′11″ N, long. 122°36′40″ W; to lat. 37°51′35″ N, long. 122°29′32″ W; to lat. 37°51′03″ N, long. 122°20′24″ W; to lat. 37°47′58″ N, long. 122°13′04″ W; to lat. 37°45′33″ N, long. 122°14′38″ W; to lat. 37°47′12″ N, long. 122°18′31″ W; to lat. 37°44′15″ N, long. 122°28′11″ W; to lat. 37°42′32″ N, long. 122°28′07″ W; to lat. 37°41′40″ N, long. 122°29′11″ W; to lat. 37°44′35″ N, long. E:\FR\FM\08JNR1.SGM 08JNR1 amozie on DSK3GDR082PROD with RULES 26574 Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations 122°35′53″ W; to lat. 37°41′47″ N, long. 122°37′40″ W; to lat. 37°39′19″ N, long. 122°31′44″ W; to lat. 37°38′26″ N, long. 122°29′41″ W; to lat. 37°36′42″ N, long. 122°25′34″ W; to lat. 37°36′22″ N, long. 122°25′42″ W; to lat. 37°36′09″ N, long. 122°25′36″ W; to lat. 37°35′00″ N, long. 122°24′17″ W; to lat. 37°34′29″ N, long. 122°24′01″ W; to lat. 37°34′17″ N, long. 122°23′50″ W; to lat. 37°40′37″ N, long. 122°39′05″ W; to lat. 37°46′40″ N, long. 122°47′13″ W, thence to the point of beginning. Area H. That airspace extending upward from 3,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°39′53″ N, long. 122°11′31″ W; to lat. 37°34′50″ N, long. 122°03′58″ W; to lat. 37°30′24″ N, long. 122°05′54″ W; to lat. 37°27′10″ N, long. 122°07′39″ W; to lat. 37°26′26″ N, long. 122°10′38″ W; to lat. 37°28′39″ N, long. 122°13′10″ W; to lat. 37°32′19″ N, long. 122°21′54″ W; to lat. 37°32′54″ N, long. 122°22′20″ W; to lat. 37°32′57″ N, long. 122°20′25″ W; to lat. 37°33′38″ N, long. 122°17′48″ W; to lat. 37°30′53″ N, long. 122°14′38″ W; to lat. 37°29′02″ N, long. 122°11′17″ W; to lat. 37°29′30″ N, long. 122°08′21″ W; to lat. 37°32′01″ N, long. 122°09′06″ W; to lat. 37°34′12″ N, long. 122°08′08″ W; to lat. 37°35′11″ N, long. 122°11′13″ W, thence to the point of beginning. Area I. That airspace extending upward from 4,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°55′31″ N, long. 122°23′04″ W; to lat. 37°53′11″ N, long. 122°09′28″ W; to lat. 37°41′50″ N, long. 121°57′39″ W; to lat. 37°32′33″ N, long. 121°55′58″ W; to lat. 37°28′19″ N, long. 121°57′49″ W; to lat. 37°22′19″ N, long. 122°05′04″ W; to lat. 37°20′04″ N, long. 122°07′47″ W; to lat. 37°22′58″ N, long. 122°19′36″ W; to lat. 37°29′37″ N, long. 122°27′17″ W; to lat. 37°39′32″ N, long. 122°51′17″ W; to lat. 37°44′03″ N, long. 122°51′30″ W; to lat. 37°46′40″ N, long. 122°47′13″ W; to lat. 37°40′37″ N, long. 122°39′05″ W; to lat. 37°34′17″ N, long. 122°23′50″ W; to lat. 37°34′01″ N, long. 122°23′34″ W; to lat. 37°33′56″ N, long. 122°23′19″ W; to lat. 37°33′36″ N, long. 122°22′58″ W; to lat. 37°33′08″ N, long. 122°22′36″ W; to lat. 37°32′54″ N, long. 122°22′20″ W; to lat. 37°32′19″ N, long. 122°21′54″ W; to lat. 37°28′39″ N, long. 122°13′10″ W; to lat. 37°26′26″ N, long. 122°10′38″ W; to lat. 37°27′10″ N, long. 122°07′39″ W; to lat. 37°30′24″ N, long. 122°05′54″ W; to lat. 37°34′50″ N, long. 122°03′58″ W; to lat. 37°39′53″ N, long. 122°11′31″ W; to lat. 37°42′17″ N, long. 122°11′39″ W; to lat. 37°44′42″ N, long. 122°15′13″ W; to lat. 37°45′33″ N, long. 122°14′38″ W; to lat. 37°47′58″ N, long. 122°13′04″ W; to lat. 37°51′03″ N, long. 122°20′24″ W; to lat. 37°51′35″ N, long. 122°29′32″ W, thence to the point of beginning. VerDate Sep<11>2014 16:08 Jun 07, 2018 Jkt 244001 Area J. That airspace extending upward from 5,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 38°00′00″ N, long. 122°25′00″ W; to lat. 37°58′50″ N, long. 122°05′45″ W; to lat. 37°53′11″ N, long. 122°09′28″ W; to lat. 37°55′31″ N, long. 122°23′04″ W; to lat. 37°51′35″ N, long. 122°29′32″ W; to lat. 37°47′11″ N, long. 122°36′40″ W; to lat. 37°50′22″ N, long. 122°41′07″ W, thence to the point of beginning. Area K. That airspace extending upward from 6,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°58′50″ N, long. 122°05′45″ W; to lat. 37°54′06″ N, long. 121°59′12″ W; to lat. 37°51′17″ N, long. 121°58′51″ W; to lat. 37°53′11″ N, long. 122°09′28″ W; thence to the point of beginning. Area L. That airspace extending upward from 5,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°53′11″ N, long. 122°09′28″ W; to lat. 37°51′17″ N, long. 121°58′51″ W; to lat. 37°41′50″ N, long. 121°57′39″ W; thence to the point of beginning. Area M. That airspace extending upward from 6,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°39′32″ N, long. 122°51′17″ W; to lat. 37°29′37″ N, long. 122°27′17″ W; to lat. 37°22′58″ N, long. 122°19′36″ W; to lat. 37°20′04″ N, long. 122°07′47″ W; to lat. 37°22′19″ N, long. 122°05′04″ W; to lat. 37°28′19″ N, long. 121°57′49″ W; to lat. 37°32′33″ N, long. 121°55′58″ W; to lat. 37°32′27″ N, long. 121°53′05″ W; to lat. 37°32′54″ N, long. 121°51′09″ W; to lat. 37°28′25″ N, long. 121°49′25″ W; to lat. 37°24′12″ N, long. 121°55′56″ W; to lat. 37°19′04″ N, long. 122°03′49″ W; to lat. 37°10′36″ N, long. 122°00′30″ W; to lat. 37°15′08″ N, long. 122°24′54″ W; to lat. 37°15′04″ N, long. 122°24′55″ W; to lat. 37°15′03″ N, long. 122°25′01″ W; to lat. 37°14′54″ N, long. 122°25′07″ W; to lat. 37°14′39″ N, long. 122°25′00″ W; to lat. 37°14′29″ N, long. 122°25′03″ W; to lat. 37°14′01″ N, long. 122°24′53″ W; to lat. 37°13′34″ N, long. 122°24′30″ W; to lat. 37°13′18″ N, long. 122°24′26″ W; to lat. 37°13′02″ N, long. 122°24′31″ W; to lat. 37°12′01″ N, long. 122°24′30″ W; to lat. 37°11′24″ N, long. 122°23′57″ W; to lat. 37°11′10″ N, long. 122°23′54″ W; to lat. 37°11′01″ N, long. 122°23′38″ W; to lat. 37°11′03″ N, long. 122°23′27″ W; to lat. 37°10′59″ N, long. 122°22′55″ W; to lat. 37°10′45″ N, long. 122°22′39″ W; to lat. 37°10′34″ N, long. 122°22′20″ W; to lat. 37°10′25″ N, long. 122°22′09″ W; to lat. 37°10′11″ N, long. 122°21′57″ W; to lat. 37°15′22″ N, long. 122°50′17″ W, thence to the point of beginning. Area N. That airspace extending upward from 8,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line PO 00000 Frm 00028 Fmt 4700 Sfmt 4700 beginning at lat. 37°10′36″ N, long. 122°00′30″ W; to lat. 37°15′08″ N, long. 122°24′54″ W; to lat. 37°15′04″ N, long. 122°24′55″ W; to lat. 37°15′03″ N, long. 122°25′01″ W; to lat. 37°14′54″ N, long. 122°25′07″ W; to lat. 37°14′39″ N, long. 122°25′00″ W; to lat. 37°14′29″ N, long. 122°25′03″ W; to lat. 37°14′01″ N, long. 122°24′53″ W; to lat. 37°13′34″ N, long. 122°24′30″ W; to lat. 37°13′18″ N, long. 122°24′26″ W; to lat. 37°13′02″ N, long. 122°24′31″ W; to lat. 37°12′01″ N, long. 122°24′30″ W; to lat. 37°11′24″ N, long. 122°23′57″ W; to lat. 37°11′10″ N, long. 122°23′54″ W; to lat. 37°11′01″ N, long. 122°23′38″ W; to lat. 37°11′03″ N, long. 122°23′27″ W; to lat. 37°10′59″ N, long. 122°22′55″ W; to lat. 37°10′45″ N, long. 122°22′39″ W; to lat. 37°10′34″ N, long. 122°22′20″ W; to lat. 37°10′25″ N, long. 122°22′09″ W; to lat. 37°10′11″ N, long. 122°21′57″ W; to lat. 37°05′50″ N, long. 121°58′38″ W, thence to the point of beginning. Area O. That airspace extending upward from 7,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°54′06″ N, long. 121°59′12″ W; to lat. 37°51′25″ N, long. 121°55′58″ W; to lat. 37°42′02″ N, long. 121°51′17″ W; to lat. 37°41′50″ N, long. 121°57′39″ W; to lat. 37°51′17″ N, long. 121°58′51″ W, thence to the point of beginning. Area P. That airspace extending upward from 7,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°32′54″ N, long. 121°51′09″ W; to lat. 37°33′53″ N, long. 121°46′49″ W; to lat. 37°29′10″ N, long. 121°45′04″ W; to lat. 37°26′32″ N, long. 121°45′50″ W; to lat. 37°22′31″ N, long. 121°52′05″ W; to lat. 37°24′12″ N, long. 121°55′56″ W; to lat. 37°28′25″ N, long. 121°49′25″ W, thence to the point of beginning. Area Q. That airspace extending upward from 8,000 feet MSL to and including 10,000 feet MSL within the area bounded by a line beginning at lat. 37°41′50″ N, long. 121°57′39″ W; to lat. 37°42′02″ N, long. 121°51′17″ W; to lat. 37°35′02″ N, long. 121°37′45″ W; to lat. 37°31′02″ N, long. 121°37′11″ W; to lat. 37°23′32″ N, long. 121°42′43″ W; to lat. 37°22′31″ N, long. 121°52′05″ W; to lat. 37°26′32″ N, long. 121°45′50″ W; to lat. 37°29′10″ N, long. 121°45′04″ W; to lat. 37°33′53″ N, long. 121°46′49″ W; to lat. 37°32′27″ N, long. 121°53′05″ W; to lat. 37°32′33″ N, long. 121°55′58″ W, thence to the point of beginning. Issued in Washington, DC, on May 30, 2018. Rodger A. Dean Jr., Manager, Airspace Policy Group. BILLING CODE 4910–13–P E:\FR\FM\08JNR1.SGM 08JNR1 Federal Register / Vol. 83, No. 111 / Friday, June 8, 2018 / Rules and Regulations Final order. BILLING CODE 4910–13–C The Food and Drug Administration (FDA or we) is classifying the microneedling device for aesthetic use into class II (special controls). The special controls that apply to the device type are identified in this order and will be part of the codified language for the microneedling device for aesthetic use’s classification. We are taking this action because we have determined that classifying the device into class II (special controls) will provide a reasonable assurance of safety and effectiveness of the device. We believe this action will also enhance patients’ access to beneficial innovative SUMMARY: DEPARTMENT OF HEALTH AND HUMAN SERVICES Food and Drug Administration 21 CFR Part 878 amozie on DSK3GDR082PROD with RULES [Docket No. FDA–2018–N–1900] Medical Devices; General and Plastic Surgery Devices; Classification of the Microneedling Device for Aesthetic Use AGENCY: Food and Drug Administration, HHS. VerDate Sep<11>2014 16:08 Jun 07, 2018 Jkt 244001 PO 00000 Frm 00029 Fmt 4700 Sfmt 4700 devices, in part by reducing regulatory burdens. DATES: This order is effective June 8, 2018. The classification was applicable on March 1, 2018. FOR FURTHER INFORMATION CONTACT: Kimberly Ferlin, Center for Devices and Radiological Health, Food and Drug Administration, 10903 New Hampshire Ave., Bldg. 66, Rm. G449, Silver Spring, MD, 20993–0002, 240–402–1834, Kimberly.Ferlin@fda.hhs.gov. SUPPLEMENTARY INFORMATION: I. Background Upon request, FDA has classified the microneedling device for aesthetic use as class II (special controls), which we E:\FR\FM\08JNR1.SGM 08JNR1 ER08JN18.006</GPH> ACTION: [FR Doc. 2018–12304 Filed 6–7–18; 8:45 am] 26575

Agencies

[Federal Register Volume 83, Number 111 (Friday, June 8, 2018)]
[Rules and Regulations]
[Pages 26568-26575]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2018-12304]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2017-0653; Airspace Docket No. 17-AWA-2]
RIN 2120-AA66


Amendment of Class B Airspace; San Francisco, CA

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This action modifies the San Francisco, CA, Class B airspace 
area to contain aircraft conducting instrument flight rules (IFR) 
instrument approach procedures to San Francisco International Airport 
(SFO), San Francisco, CA. The FAA is taking this action to improve the 
flow of air traffic, enhance safety, and reduce the potential for 
midair collision in the SFO 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 enroute 
airspace to reduce aircraft delays and improve system capacity.

DATES: Effective date 0901 UTC, August 16, 2018. The Director of the 
Federal Register approves this incorporation by reference action under 
Title 1, Code of Federal Regulations, part 51, subject to the annual 
revision of FAA Order 7400.11 and publication of conforming amendments.

ADDRESSES: FAA Order 7400.11B, Airspace Designations and Reporting 
Points, and subsequent amendments can be viewed online at http://www.faa.gov/air_traffic/publications/. For further information, you can 
contact the Airspace Policy Group, Federal Aviation Administration, 800 
Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-
8783. The Order is also available for inspection at the National 
Archives and Records Administration (NARA). For information on the 
availability of FAA Order 7400.11B at NARA, call (202) 741-6030, or go 
to https://www.archives.gov/federal-register/cfr/ibr-locations.html.
    FAA Order 7400.11, Airspace Designations and Reporting Points, is 
published yearly and effective on September 15.

FOR FURTHER INFORMATION CONTACT: Kenneth Ready, Airspace Policy Group, 
Office of Airspace Services, Federal Aviation Administration, 800 
Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-
8783.

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking

    The FAA's authority to issue rules regarding aviation safety is 
found in Title 49 of the United States Code. Subtitle I, Section 106 
describes the authority of the FAA Administrator. Subtitle VII, 
Aviation Programs, describes in more detail the scope of the agency's 
authority. This rulemaking is promulgated under the authority described 
in Subtitle VII, Part A, Subpart I, Section 40103. Under that section, 
the FAA is charged with prescribing regulations to assign the use of 
the airspace necessary to ensure the safety of aircraft and the 
efficient use of airspace. This regulation is within the scope of that 
authority as it modifies the San Francisco, CA, Class B airspace area 
to improve the flow of air traffic and enhance safety within the 
National Airspace System (NAS).

Availability and Summary of Documents for Incorporation by Reference

    This document amends FAA Order 7400.11B, airspace Designations and 
Reporting Points, dated August 3, 2017, and effective September 15, 
2017. FAA Order 7400.11B is publicly available as listed in the 
ADDRESSES section of this document. FAA Order 7400.11B lists Class A, 
B, C, D, and E airspace areas, air traffic service routes, and 
reporting points.

History

    The FAA published a notice of proposed rulemaking (NPRM) in the 
Federal Register for Docket No. FAA-2017-0653 (83 FR 2747; January 19, 
2018). The NPRM proposed to modify the San Francisco, CA, Class B 
airspace area. Interested parties were invited to participate in this 
rulemaking effort by submitting written comments on the proposal. Ten 
written comments were received in response to the NPRM. All comments 
received were considered before making a determination on the final 
rule.
    Class B airspace designations are published in paragraph 3000 of 
FAA Order 7400.11B, dated August 3, 2017, and effective September 15, 
2017, which is incorporated by reference in 14 CFR 71.1. The Class B 
airspace designations listed in this document will be subsequently 
published in the Order.

Discussion of Comments

    In the response to the NPRM, several individuals and three aviation 
groups: Airline Pilots Association, International (ALPA), Aircraft 
Owners and Pilot Association (AOPA), and Experimental Aircraft 
Association (EAA) submitted comments expressing support for the 
proposed design of the San Francisco Class B and provided substantive 
comments and recommendations to further the design. The comments were 
grouped in the following:

 Glider Operations
 Areas C and D
 Area B
 Area F
 Ceiling of class B at 10,000 feet
 ADS-B requirement

    Having considered the issues and recommendations provided by the 
commenters, the FAA offers the following responses.

Glider Operations

    One individual commenter stated glider operations are just outside 
of the current lateral limits of the airspace and expanding the 
airspace may cause issues for the operations that exist in those 
locations.
    Prior to publishing the NPRM, the FAA formed an ad-hoc committee 
and held informal airspace meetings to present a pre-rulemaking outline 
of the revised Class B airspace. At that time, representatives from the 
glider community expressed concern that the changes to the airspace 
would have a negative impact on glider activity near Mount Diablo. 
Based on this input, the proposal put forth in the NPRM reflected 
changes to the Class B airspace over Mt. Diablo by eliminating some of 
the Class B airspace previously suggested during the pre-rulemaking 
phase and raising the floor in other areas to 7000 feet. The FAA is 
retaining these changes in the final rule to accommodate glider 
operations in the Mount Diablo area. In addition, the airspace over 
Pacifica was raised in the design proposal, accepted during the ad-hoc 
and thereby accommodating hang gliders.

Areas C and D

    Four comments were received regarding the shape and altitudes 
associated with Area C and Area D. One

[[Page 26569]]

commenter expressed concern that the boundaries of Areas C and D are 
very close to one another and stated that general aviation pilots risk 
unintentionally violating lateral or vertical limits as they try to 
transition around the airspace. The commenter suggested that the 
cutouts exist due to the poor design of three departure procedures and 
recommended amending the departure procedures to allow for higher 
floors to the airspace and will enable the incorporation of Area C into 
Area D.
    Areas C and D were not designed to capture the Area Navigation 
(RNAV) departure procedures (DPs). These areas were designed to contain 
the instrument approaches to Runway (RWY) 10. Track data shows that the 
SNTNA DP, GNNRR DP and WESLA DPs do not enter Area C or D. All of these 
DPs have an initial climb gradient of at least 500 feet per nautical 
mile and standard aircraft performance places them above the C and D 
areas. The DPs were designed in compliance with the current RNAV DP 
design criteria in concert with industry and air traffic control 
standards. They were flown in simulators under varied wind conditions 
and have been utilized without incident since March 2015.
    Three other comments were concerned that lowering the floor of 
Areas C and D would impede VFR transiting along the coast.
    Area C is an arrival extension to Area A and was built to contain 
RNAV approaches to RWY10. Area D provides a longer arrival extension 
from the west and also contains the RWY10 arrival approaches and 
neither can be raised. The RNAV approach to RWY10L crosses NORMM 
(intermediate fix) which is located just outside of Area D at or above 
3,500 feet descending on a 3-degree glide path to cross XATTU (final 
approach fix) at or above 1,800 feet descending. XATTU is located on 
the border of Area C and Area A. Area D is needed to contain this 
descent path. The RNAV approaches to RWY10R cross DOTNE (intermediate 
fix) at 3,500 feet descending on a 3-degree glide path to cross JULOS 
(final approach fix) at 1,900 feet descending. DOTNE is just outside of 
Area D and JULOS is in the center of Area C. Area D is needed to 
contain this decent path. Area C is needed to capture the descent 
through 1,900 feet to 1,600 on the approach.

Area B

    Two individual commenters stated lowering Area B from 1500 to 1400 
feet will almost certainly lead to inadvertent Class B violations from 
pilots making a right crosswind departure from KSQL RWY30. 
Additionally, they indicate that it will put a general aviation pilot 
at a disadvantage if flying over water.
    The FAA concurs and raised the floor of Area B to 1,500 feet.

Area F

    Two aviation groups (AOPA and EAA) stated lowering the floor of 
Area F would reduce the airspace available for aircraft to transit the 
VFR flyway simultaneously in both directions from San Carlos Airport 
(SQL) and Palo Alto (PAO) airport. AOPA also indicated the FAA must 
justify the reduction of the Class B floor, as it does not appear to be 
aligned with any final approach course. AOPA and EAA both raised 
concerns for the potential of a mid-air collision due to compression 
and congestion. One aviation group (ALPA) concurs with the NPRM design, 
which was suggested by the ad hoc committee.
    The FAA policy for airspace design directs that Class B airspace 
designers have the flexibility to use the configuration that best meets 
the purposes of reducing mid-air collision potential, assures 
containment of instrument approaches, and enhances the efficient use of 
airspace. The floor of the Area F airspace takes into account the 
visual approaches to the runway, which enhances the efficiency of the 
airspace.
    Published procedures, separation minimum, track data, and local 
experience were used to determine the required airspace floor in this 
area. Additionally, SFO arrivals to RWY28 have two charted visual 
approaches that are highly used, thereby increasing efficiency to the 
airport. San Francisco's air traffic control tower and Northern 
California TRACON (NCT) advertise and issue side-by-side visual 
approaches approximately 86% of the time. Visual approaches are a 
critical component of the efficiency of the San Francisco Airport. The 
arrival rate during visual meteorological conditions (VMC) when using 
side-by-side visual approaches is 54 arrivals and during instrument 
meteorological conditions (IMC) it is 36 arrivals. The higher 
efficiency rate is only possible through the use of visual approaches. 
While operating at the higher rate the FAA has a requirement to 
maintain vertical separation between the two visual approach aircraft 
until visual separation is applied. Aircraft altitudes are stepped down 
when using visual approaches. Aircraft arriving RWY28L are kept lower 
than aircraft on RWY28R. This allows the FAA to safely transition to 
simultaneous ILS approaches quickly if a weather front comes in, which 
is a common occurrence in the San Francisco Bay area. Additionally, a 
special flyway was developed to facilitate PAO and SQL airports 
traffic. The highest minimum vectoring altitude (MVA) on RWY28L final 
is 2100 feet. NCT uses the airspace to 2100 feet in Area F; however, 
due to the mid-air collision concerns raised by the aviation group 
commenters, the floor is being raised to 2300 feet in this final rule.
    The floor inside of Area F will be raised to 2,300 feet and VFR 
aircraft will have adequate maneuvering altitude with this design.

Ceiling of Class B at 10,000 Feet

    AOPA and EAA requested justification for the establishment of a 
10,000-foot ceiling to the Class B airspace. AOPA noted that the 
10,000-foot ceiling will require general aviation pilots seeking to 
transit the Class B airspace to fly at a low altitude (less than 1,600 
feet MSL) or a high altitude (over 10,000 feet MSL). AOPA states that 
the FAA should improve the opportunity for general aviation aircraft to 
overfly the coast at cruise altitudes more normally utilized, such as 
7,500 and 8,500 feet MSL. AOPA recommended that the Class B areas west 
of the U.S. coast have a ceiling of 7,000 feet MSL to facilitate 
general aviation overflight without the requirement to obtain a 
clearance. One aviation group (ALPA) concurred with the NPRM design 
stating departure and arrival procedures enter and exit the Class B at 
higher altitudes.
    Generally, the standard design for Class B airspace is from the 
surface to 10,000 feet MSL. Class B airspace surrounds the nation's 
busiest airports in terms of airport operations or passenger 
enplanements. The configuration of each Class B airspace area is 
individually tailored and is designed to contain all published 
instrument procedures. The current Class B airspace between 8,000 and 
10,000 feet at San Francisco International Airport is used to do much 
of the vectoring of aircraft to facilitate sequencing and provide for 
separation on final. The airspace around the Bay Area is very congested 
and the only airspace available for vectoring that facilitates the 
sequencing of arrivals and prevents conflict with other arrivals and 
departures is offshore. Fifty percent of the aircraft on the SERFR from 
the south are vectored. Aircraft from the east cannot be vectored 
without conflicting with multiple other arrival and departure routes. 
There are a significant number of arrivals from the west, northwest, 
and southwest offshore. The FAA is being asked by the public to perform 
more vectoring offshore to mitigate aircraft noise. Additionally,

[[Page 26570]]

new arrival procedures are being developed originating from offshore 
that will also utilize this airspace. For these reasons, AOPA's 
recommendation to establish a ceiling of 7,000 feet MSL west of the 
U.S. coast is not feasible, as it will deteriorate the arrival rate of 
the SFO airport.

ADSB Requirement

    One individual commenter stated, because the lateral boundaries of 
Class B airspace are being expanded, the Mode C veil will be extended 
as well. The commenter noted that this change will cause financial loss 
due to the equipment requirements (Mode C transponder/ADS-B Out) 
associated with this airspace expansion. Additionally, one individual 
commenter contends the expansion of the Class B airspace will have a 
negative financial burden to aircraft owners due to Automatic Dependent 
Surveillance-Broadcast (ADS-B) requirement in 14 CFR 91.225(d)(3)''; 
stating privately owned aircraft will have to move their aircraft 
further away from the Class B airspace if they do not equip for ADS-B.
    The FAA does not agree with the commenter who states the Mode C 
Veil will expand with the expansion of the Class B airspace. The Mode C 
veil was established by an independent 14 Code of Federal Regulation 
(CFR) rulemaking action under part 91.215 ``ATC transponder and 
altitude reporting equipment and use.'' Although the Class B airspace 
extends beyond 30 miles in certain areas around SFO, the Mode C veil 
does not extend with the Class B airspace and remains a 30-mile ring 
around SFO.
    The FAA does not agree with the individual commenters that stated 
expansion beyond 30 miles for the Class B will expand the forthcoming 
ADS-B equipment mandate. The ADS-B requirement in 14 CFR 91.225 states 
ADS-B equipment is required in 1) Class B, 2) within 30 miles and up to 
10,000 feet MSL of a Class B, 3) above the ceiling and within the 
lateral boundaries of a Class B upward to 10,000 feet MSL. In the three 
locations where SFO's Class B extends beyond 30 miles all altitudes for 
those areas are 8,000 feet to 10,000 feet MSL. Considering these areas 
are Class B (from 8,000 to 10,000 feet MSL) they require ADS-B 
equipment. There is no provision stating you must equip with ADS-B 
below the floor and within the boundaries of a Class B outside the 30-
mile ring. Hence, aircraft that choose not to equip with the ADS-B 
mandate in the year 2020, will not have to extend beyond 30 miles to 
other airports because the SFO Class B expanded beyond 30 miles at 
higher altitudes.

Differences From the NPRM

    In the NPRM, the FAA proposed lower floor altitudes for Areas B and 
F but have raised these altitudes in response to comments received to 
the NPRM. Initially, Area B was proposed at 1,400 feet MSL and has been 
changed to 1,500 feet MSL. Area F was proposed at 2,100 feet MSL and 
has been changed to 2,300 feet MSL.
    Additionally, a charting error is being corrected to Area C. The 
initial geographic lat/long coordinate (lat. 37[deg]41'25'' N, long. 
122[deg]30'23'' W) in Area C was duplicated at the end of the 
description in the NPRM. The FAA is removing the unnecessary secondary 
geographic lat/long coordinate to correct the charting error.

The Rule

    The FAA is amending Title 14 of the Code of Federal Regulations (14 
CFR) part 71 to modify the SFO Class B airspace area. This action 
(depicted on the attached graphic) moves away from the three concentric 
circle (upside down wedding cake) design configuration and is redrawn 
based on arrival and departure routes into and out of SFO. Using this 
design approach allows the FAA to minimize the Class B airspace 
necessary to contain instrument procedures within Class B airspace for 
aircraft arriving and departing SFO and to re-designate current Class B 
airspace as Class E or Class G to make it available for aircraft 
circumnavigating the Class B airspace area. Additionally, the proposed 
modifications would better segregate IFR aircraft arriving/departing 
SFO and VFR aircraft operating in the vicinity of the SFO Class B 
airspace area. The modifications to the SFO Class B airspace area are 
discussed below.
    Area A. Area A is amended as proposed by moving the southern 
boundary northward to accommodate local hang glide operations and 
incorporating minor modifications to the northeast boundary by using 
geographic coordinates to define the surface area. Area A extends 
upward from the surface, to and including 10,000 feet MSL.
    Area B. Area B is amended by incorporating portions of existing 
Area B and Area F and establishing a floor at 1,500 feet MSL. The 
existing Area B southern boundary is moved northward and eastern 
boundary is moved westward, and a small portion of existing Area F is 
added. The floor of the existing Area F portion is lowered from 2,100 
feet MSL to 1,500 feet MSL. Area B extends upward from 1,500 feet MSL, 
to and including 10,000 feet MSL.
    Area C. A new Area C is established, as proposed in the NPRM, west 
of SFO beyond Area A, by incorporating small portions of existing Area 
F and Area I and establishing a floor at 1,600 feet MSL. The floor of 
the existing Area F portion is lowered from 2,100 feet MSL to 1,600 
feet MSL and the floor of the existing Area I portion is raised from 
1,500 feet MSL to 1,600 feet MSL. Area C extends upward from 1,600 feet 
MSL, to and including 10,000 feet MSL.
    Area D. A new Area D is established, as proposed in the NPRM, west 
of SFO beyond the new Area C, by incorporating small portions of 
existing Area F, Area G, and Area I. The floor of the existing Area F 
portion is retained at 2,100 feet MSL, the floor of the existing Area G 
portion is lowered from 3,000 feet MSL to 2,100 feet MSL, and the floor 
of the existing Area I portion is raised from 1,500 feet MSL to 2,100 
feet MSL. Area D extends upward from 2,100 feet MSL, to and including 
10,000 feet MSL.
    Area E. A new Area E is established, as proposed in the NPRM, 
northwest of SFO extending clockwise to the east of SFO beyond Area A, 
by incorporating a sliver of existing Area A and small portions of 
existing Area F and Area G. The floor of the existing Area A portion is 
raised from the surface to 2,100 feet MSL, the floor of the existing 
Area F portion is retained at 2,100 feet MSL, and the floor of the 
existing Area G portion is lowered from 3,000 feet MSL to 2,100 feet 
MSL. Area E extends upward from 2,100 feet MSL, to and including 10,000 
feet MSL.
    Area F. A new Area F is established, located southeast of SFO 
beyond the new Area B, by incorporating small portions of existing Area 
B, Area C, Area F, and Area G. The floor of the existing Area B portion 
is raised from 1,500 feet MSL to 2,300 feet MSL, the floor of the 
existing Area C portion is lowered from 2,500 feet MSL to 2,300 feet 
MSL and the existing Area G portion is lowered from 3,000 feet MSL to 
2,300 feet MSL, and the floor of the existing Area F portion is 
retained at 2,300 feet MSL. Area F extends upward from 2,300 feet MSL, 
to and including 10,000 feet MSL.
    Area G. A new Area G is established, as proposed in the NPRM, 
northwest of SFO beyond the new Area D and Area E, by incorporating 
small portions of existing Area A, Area F, Area G, Area H, and Area I. 
The floor of the existing Area A portion is raised from the surface to 
3,000 feet MSL, the existing Area F portion is raised from 2,100 feet 
MSL to 3,000 feet MSL, and the existing Area I portion is raised from 
1,500 feet

[[Page 26571]]

MSL to 3,000 feet MSL; the floor of the existing Area G portion is 
retained at 3,000 feet MSL; and the floor of the existing Area H 
portion is lowered from 4,000 feet MSL to 3,000 feet MSL. Additionally, 
a sliver of Class B airspace is established beyond the existing Area H 
external SFO Class B airspace boundary with a floor of 3,000 feet MSL. 
Area G extends upward from 3,000 feet MSL, to and including 10,000 feet 
MSL.
    Area H. A new Area H is established, as proposed in the NPRM, 
southeast of SFO beyond the new Area E and Area F, by incorporating 
small portions of existing Area A, Area B, Area C, Area D, Area F, and 
Area G. The floor of the existing Area A portion is raised from the 
surface to 3,000 feet MSL, the existing Area B portion is raised from 
1,500 feet MSL to 3,000 feet MSL, the existing Area C portion is raised 
from 2,500 feet MSL to 3,000 feet MSL, and the existing Area F portion 
is raised from 2,100 feet MSL to 3,000 feet MSL; the floor of the 
existing Area G portion is retained at 3,000 feet MSL; and the floor of 
the existing Area D portion is lowered from 4,000 feet MSL to 3,000 
feet MSL. Area H extends upward from 3,000 feet MSL, to and including 
10,000 feet MSL.
    Area I. A new Area I is established, as proposed in the NPRM, north 
of SFO extending clockwise to the west of SFO beyond the new Area E, 
Area G, and Area H, by incorporating small portions of the existing 
Area A, Area C, Area D, Area E, Area F, Area G, Area H, Area I, and 
Area K. The floor of the existing Area A portion is raised from the 
surface to 4,000 feet MSL, the existing Area C portion is raised from 
2,500 feet MSL to 4,000 feet MSL, the existing Area F portion is raised 
from 2,100 feet MSL to 4,000 feet MSL, the existing Area G portion is 
raised from 3,000 feet MSL to 4,000 feet MSL, and the existing Area I 
portion is raised from 1,500 feet MSL to 4,000 feet MSL; the floor of 
the existing Area D and Area H portions are retained at 4,000 feet MSL; 
and the floor of the existing Area E portions are lowered from 6,000 
feet MSL to 4,000 feet MSL and the existing Area K portion is lowered 
from 5,000 feet MSL to 4,000 feet MSL. Additionally, a small portion of 
Class B airspace is established beyond the existing Area E and Area H 
external SFO Class B airspace boundaries with a floor of 4,000 feet 
MSL. Area I extends upward from 4,000 feet MSL, to and including 10,000 
feet MSL.
    Area J. A new Area J is established, as proposed in the NPRM, north 
of SFO beyond the new Area G and Area I, by incorporating small 
portions of the existing Area D, Area E, Area G, and Area H. The floor 
of the existing Area G portion is raised from 3,000 feet MSL to 5,000 
feet MSL and the existing Area D and Area H portions are raised from 
4,000 feet MSL to 5,000 feet MSL, and the floor of the existing Area E 
portion is lowered from 6,000 feet MSL to 5,000 feet MSL. Additionally, 
a small portion of Class B airspace is established beyond the existing 
Area D, Area E, and Area G external SFO Class B airspace boundaries 
with a floor of 5,000 feet MSL. Area J extends upward from 5,000 feet 
MSL, to and including 10,000 feet MSL.
    Area K. A new Area K is established, as proposed in the NPRM, north 
of SFO beyond the new Area I and Area L (described below), by 
incorporating small portions of the existing Area D and Area E. The 
floor of the existing Area D portion is raised from 4,000 feet MSL to 
5,000 feet MSL and the floor of the existing Area E portion is retained 
at 6,000 feet MSL. Additionally, a sliver of Class B airspace is 
established beyond the existing Area E external SFO Class B boundary 
with a floor of 6,000 feet MSL. Area K extends upward from 6,000 feet 
MSL, to and including 10,000 feet MSL.
    Area L. A new area is established, as proposed in the NPRM, 
northeast of SFO beyond the new Area I, by incorporating small portions 
of the existing Area D and Area E. The floor of the existing Area D 
portion is raised from 4,000 feet MSL to 5,000 feet MSL and the floor 
of the existing Area E portion is lowered from 6,000 feet MSL to 5,000 
feet MSL. Area L extends upward from 5,000 feet MSL, to and including 
10,000 feet MSL.
    Area M. A new area is established, as proposed in the NPRM, south 
of SFO beyond the new Area I, by incorporating portions of the existing 
Area D, Area E, Area G, Area J, and Area K. The floor of the existing 
Area D portion is raised from 4,000 feet MSL to 6,000 feet MSL, the 
existing Area G portion is raised from 3,000 feet MSL to 6,000 feet 
MSL, and the existing Area K portion is raised from 5,000 feet MSL to 
6,000 feet MSL; the floor of the existing Area E portion is retained at 
6,000 feet MSL; and the floor of the existing Area J is lowered from 
8,000 feet MSL to 6,000 feet MSL. Additionally, a portion of Class B 
airspace is established beyond the existing Area E and Area J external 
SFO Class B boundaries with a floor of 6,000 feet MSL. Area M extends 
upward from 6,000 feet MSL, to and including 10,000 feet MSL.
    Area N. A new area is established, as proposed in the NPRM, south-
southeast of SFO beyond the new Area M, by incorporating small portions 
of the existing Area E and Area J. The floor of the existing Area E 
portion is raised from 6,000 feet MSL to 8,000 feet MSL and the floor 
of the existing Area J portion is retained at 8,000 feet MSL. 
Additionally, a portion of Class B airspace is established beyond the 
existing Area J external SFO Class B boundary with a floor of 8,000 
feet MSL. Area N extends upward from 8,000 feet MSL, to and including 
10,000 feet MSL, to accommodate VFR aircraft operating in higher 
terrain below the Class B airspace.
    Area O. A new area is established, as proposed in the NPRM, 
northeast of SFO beyond the new Area L, within a portion of the 
existing Area E. The floor of the existing Area E portion is raised 
from 6,000 feet MSL to 7,000 feet MSL. Additionally, a sliver of Class 
B airspace is established beyond the current Area E external SFO Class 
B boundary with a floor of 7,000 feet MSL. Area O extends upward from 
7,000 feet MSL, to and including 10,000 feet MSL, to accommodate 
frequent use by VFR traffic operating in higher terrain (Mount Diablo) 
below the Class B airspace.
    Area P. A new area is established, as proposed in the NPRM, east-
southeast of SFO beyond the new Area M, within a portion of the 
existing Area J. The floor of the existing Area J portion is lowered 
from 8,000 feet MSL to 7,000 feet MSL. Additionally, a small portion of 
Class B airspace is established beyond the existing Area J external SFO 
Class B boundary with a floor of 7,000 feet MSL. Area P extends upward 
from 7,000 feet MSL, to and including 10,000 feet MSL.
    Area Q. A new area is established, as proposed in the NPRM, east of 
SFO beyond the new Area I and Area P, within a portion of the existing 
Area E and Area J. The floor of the existing Area E portion is raised 
from 6,000 feet MSL to 8,000 feet MSL and the floor of the existing 
Area J portion is retained at 8,000 feet MSL. Additionally, a portion 
of Class B airspace is established beyond the existing Area E and Area 
J external SFO Class B boundaries with a floor of 8,000 feet MSL. Area 
Q extends upward from 8,000 feet MSL, to and including 10,000 feet MSL, 
to capture delay vectoring for runway 10 and 19 IFR arrival aircraft.

Regulatory Notices and Analyses

    The FAA has determined that this regulation only involves an 
established body of technical regulations for which frequent and 
routine amendments are necessary to keep them operationally current. 
It, therefore: (1) Is not a ``significant regulatory action'' under 
Executive Order 12866; (2) is not a

[[Page 26572]]

``significant rule'' under Department of Transportation (DOT) 
Regulatory Policies and Procedures (44 FR 11034; February 26, 1979); 
and (3) does not warrant preparation of a regulatory evaluation as the 
anticipated impact is so minimal. Since this is a routine matter that 
only affects air traffic procedures and air navigation, it is certified 
that this rule, when promulgated, does not have a significant economic 
impact on a substantial number of small entities under the criteria of 
the Regulatory Flexibility Act.

Environmental Review

    The FAA has determined that this action of redesigning Class B 
airspace associated with the KSFO for the purpose of reducing the 
potential for midair collisions in airspace around airports with high-
density air traffic, qualifies for categorical exclusion under the 
National Environmental Policy Act and its agency-specific implementing 
regulations in FAA Order 1050.1F, ``Environmental Impacts: Policies and 
Procedures'' regarding categorical exclusions for procedural actions at 
paragraph 5-6.5.a, which categorically excludes from full environmental 
impact review rulemaking actions that designate or modify classes of 
airspace areas, airways, routes, and reporting points. This airspace 
action is an editorial change only and is not expected to result in any 
potentially significant environmental impacts. In accordance with FAA 
Order 1050.1F, paragraph 5-2 regarding Extraordinary Circumstances, 
this action has been reviewed for factors and circumstances in which a 
normally categorically excluded action may have a significant 
environmental impact requiring further analysis, and it is determined 
that no extraordinary circumstances exist that warrant preparation of 
an environmental assessment.

Paperwork Reduction Act

    The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires 
that the FAA consider the impact of paperwork and other information 
collection burdens imposed on the public. We have determined that there 
is no new information collection requirement associated with this rule.

Regulatory Evaluation

    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 and Executive Order 13563 direct 
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 of 1980 (Pub. 
L. 96-354) requires agencies to analyze the economic impact of 
regulatory changes on small entities. Third, the Trade Agreements Act 
(Pub. L. 96-39) prohibits agencies from setting standards that create 
unnecessary obstacles to the foreign commerce of the United States. In 
developing U.S. standards, the Trade Act requires agencies to consider 
international standards and, where appropriate, that they be the basis 
of U.S. standards. Fourth, the Unfunded Mandates Reform Act of 1995 
(Pub. L. 104-4) requires agencies to prepare a written assessment of 
the costs, benefits, and other effects of proposed or final rules that 
include a Federal mandate likely to result in the expenditure by State, 
local, or tribal governments, in the aggregate, or by the private 
sector, of $100 million or more annually (adjusted for inflation with 
base year of 1995).
    Department of Transportation Order DOT 2100.5 prescribes policies 
and procedures for simplification, analysis, and review of regulations. 
If the expected cost impact is so minimal that a proposed or final rule 
does not warrant a full evaluation, this order permits that a statement 
to that effect and the basis for it to be included in the preamble if a 
full regulatory evaluation of the cost and benefits is not prepared. 
Such a determination has been made for this final rule. The reasoning 
for this determination follows.
    It is appropriate to redesign SFO Class B airspace for reasons 
described earlier including the availability of new procedures such as 
the use of ``Optimized Profile Descents,'' advances in technology; 
migration to GPS from ground based navigation facilities and updated 
charting criteria.
    This regulation will modify the San Francisco, CA, (SFO) Class B 
airspace area to improve the flow of air traffic, enhance safety and 
reduce the potential for midair collision in the SFO Class B airspace 
area while accommodating the concerns of airspace users. This effort 
supports the FAA's national airspace redesign goal of optimizing 
terminal and enroute airspace to reduce aircraft delays and improve 
system capacity.
    The Class B airspace redesign may enhance opportunities for more 
fuel-efficient descent profiles.
    Further, the SFO Class B airspace redesign will enhance safety by 
containing IFR traffic arriving and departing SFO within the confines 
of Class B airspace and will better segregate IFR and VFR aircraft.
    Finally, the regulation will return current Class B airspace that 
is not being used for SFO airport arrivals or departures to the NAS. 
Because it will modify SFO Class B airspace to take advantage of more 
fuel efficient approaches and optimize terminal and enroute airspace to 
reduce delays and improve system capacity, the rule is expected to be a 
minimal cost rule with the potential to result in minor cost savings.
    FAA has, therefore, determined that this final rule is not a 
``significant regulatory action'' as defined in section 3(f) of 
Executive Order 12866, and is not ``significant'' as defined in DOT's 
Regulatory Policies and Procedures.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) 
establishes ``as a principle of regulatory issuance that agencies shall 
endeavor, consistent with the objectives of the rule and of applicable 
statutes, to fit regulatory and informational requirements to the scale 
of the businesses, organizations, and governmental jurisdictions 
subject to regulation.'' To achieve this principle, agencies are 
required to solicit and consider flexible regulatory proposals and to 
explain the rationale for their actions to assure that such proposals 
are given serious consideration. The RFA 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 rule will have a significant economic impact on a 
substantial number of small entities. If the agency determines that it 
will, the agency must prepare a regulatory flexibility analysis as 
described in the RFA. However, if an agency determines that a rule is 
not expected to have a significant economic impact on a substantial 
number of small entities, section 605(b) of the RFA provides that the 
head of the agency may so certify and a regulatory flexibility analysis 
is not required. The certification must include a statement providing 
the factual basis for this determination, and the reasoning should be 
clear.
    The redesign of the SFO Class B airspace will not affect a 
substantial number of small entities because the redesign does not 
alter or amend any existing flight path at SFO. Any change to an 
existing flight path will be achieved through a separate action. 
Therefore, the expected outcome, if any, will be a minimal economic 
impact on small entities affected by this rulemaking action.
    If an agency determines that a rulemaking will not result in a 
significant economic impact on a substantial number of small entities, 
the

[[Page 26573]]

head of the agency may so certify under section 605(b) of the RFA. 
Therefore, as provided in section 605(b), the head of the FAA certifies 
that this rulemaking will not result in a significant economic impact 
on a substantial number of small entities.

International Trade Impact Assessment

    The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the 
Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal 
agencies from establishing standards or engaging in related activities 
that create unnecessary obstacles to the foreign commerce of the United 
States.
    Pursuant to these Acts, the establishment of standards is not 
considered an unnecessary obstacle to the foreign commerce of the 
United States, so long as the standard has a legitimate domestic 
objective, such as the protection of safety, and does not operate in a 
manner that excludes imports that meet this objective. The statute also 
requires consideration of international standards and, where 
appropriate, that they be the basis for U.S. standards. The FAA has 
assessed the potential effect of this final rule and determined that it 
will improve safety and is consistent with the Trade Agreements Act.

Unfunded Mandates Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement 
assessing the effects of any Federal mandate in a proposed or final 
agency rule that may result in an expenditure of $100 million or more 
(in 1995 dollars) in any one year by State, local, and tribal 
governments, in the aggregate, or by the private sector; such a mandate 
is deemed to be a ``significant regulatory action.'' The FAA currently 
uses an inflation-adjusted value of $155 million in lieu of $100 
million. This final rule does not contain such a mandate; therefore, 
the requirements of Title II of the Act 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--DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR 
TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

0
1. The authority citation for part 71 continues to read as follows:

    Authority:  49 U.S.C. 106 (f),106(g); 40103, 40113, 40120; E.O. 
10854, 24 FR 9565, 3 CFR, 1959-1963 Comp., p. 389.


Sec.  71.1  [Amended]

0
2. The incorporation by reference in 14 CFR 71.1 of the FAA Order 
7400.11B, Airspace Designations and Reporting Points, dated August 3, 
2017, and effective September 15, 2017, is amended as follows:

Paragraph 3000 Subpart B--Class B Airspace.

* * * * *

AWP CA B San Francisco, CA

San Francisco International Airport (Primary Airport)
    (Lat. 37[deg]37'08'' N, long. 122[deg]22'32'' W)

Boundaries.

    Area A. That airspace extending upward from the surface to and 
including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]41'40'' N, long. 122[deg]29'11'' W; to lat. 
37[deg]42'32'' N, long. 122[deg]28'07'' W; to lat. 37[deg]43'08'' N, 
long. 122[deg]27'05'' W; to lat. 37[deg]43'31'' N, long. 
122[deg]26'10'' W; to lat. 37[deg]43'52'' N, long. 122[deg]25'04'' 
W; to lat. 37[deg]44'04'' N, long. 122[deg]24'05'' W; to lat. 
37[deg]44'10'' N, long. 122[deg]23'03'' W; to lat. 37[deg]44'10'' N, 
long. 122[deg]21'53'' W; to lat. 37[deg]44'03'' N, long. 
122[deg]20'43'' W; to lat. 37[deg]43'52'' N, long. 122[deg]19'49'' 
W; to lat. 37[deg]43'37'' N, long. 122[deg]18'59'' W; to lat. 
37[deg]42'40'' N, long. 122[deg]16'43'' W; to lat. 37[deg]40'21'' N, 
long. 122[deg]14'12'' W; to lat. 37[deg]35'32'' N, long. 
122[deg]14'06'' W; to lat. 37[deg]33'53'' N, long. 122[deg]14'49'' 
W; to lat. 37[deg]33'00'' N, long. 122[deg]15'24'' W; to lat. 
37[deg]33'39'' N, long. 122[deg]16'55'' W; to lat. 37[deg]33'38'' N, 
long. 122[deg]17'48'' W; to lat. 37[deg]32'57'' N, long. 
122[deg]20'25'' W; to lat. 37[deg]32'54'' N, long. 122[deg]22'20'' 
W; to lat. 37[deg]33'08'' N, long. 122[deg]22'36'' W; to lat. 
37[deg]33'36'' N, long. 122[deg]22'58'' W; to lat. 37[deg]33'56'' N, 
long. 122[deg]23'19'' W; to lat. 37[deg]34'01'' N, long. 
122[deg]23'34'' W; to lat. 37[deg]34'17'' N, long. 122[deg]23'50'' 
W; to lat. 37[deg]34'29'' N, long. 122[deg]24'01'' W; to lat. 
37[deg]35'00'' N, long. 122[deg]24'17'' W; to lat. 37[deg]36'09'' N, 
long. 122[deg]25'36'' W; to lat. 37[deg]36'22'' N, long. 
122[deg]25'42'' W; to lat. 37[deg]36'42'' N, long. 122[deg]25'34'' 
W; to lat. 37[deg]38'26'' N, long. 122[deg]29'41'' W; to lat. 
37[deg]39'25'' N, long. 122[deg]29'41'' W; to lat. 37[deg]40'32'' N, 
long. 122[deg]29'44'' W; to lat. 37[deg]41'08'' N, long. 
122[deg]29'46'' W, thence to the point of beginning.
    Area B. That airspace extending upward from 1,500 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]35'32'' N, long. 122[deg]14'06'' W; to lat. 
37[deg]35'11'' N, long. 122[deg]11'13'' W; to lat. 37[deg]32'49'' N, 
long. 122[deg]12'15'' W; to lat. 37[deg]31'29'' N, long. 
122[deg]13'08'' W; to lat. 37[deg]33'00'' N, long. 122[deg]15'24'' 
W; to lat. 37[deg]33'53'' N, long. 122[deg]14'49'' W, thence to the 
point of beginning.
    Area C. That airspace extending upward from 1,600 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]41'25'' N, long. 122[deg]30'23'' W; to lat. 
37[deg]41'08'' N, long. 122[deg]29'46'' W; to lat. 37[deg]40'32'' N, 
long. 122[deg]29'44'' W; to lat. 37[deg]39'25'' N, long. 
122[deg]29'41'' W; to lat. 37[deg]40'04'' N, long. 122[deg]31'15'' 
W, thence to the point of beginning.
    Area D. That airspace extending upward from 2,100 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]44'35'' N, long. 122[deg]35'53'' W; to lat. 
37[deg]41'40'' N, long. 122[deg]29'11'' W; to lat. 37[deg]41'08'' N, 
long. 122[deg]29'46'' W; to lat. 37[deg]40'32'' N, long. 
122[deg]29'44'' W; to lat. 37[deg]39'25'' N, long. 122[deg]29'41'' 
W; to lat. 37[deg]38'42'' N, long. 122[deg]29'41'' W; to lat. 
37[deg]38'26'' N, long. 122[deg]29'41'' W; to lat. 37[deg]39'19'' N, 
long. 122[deg]31'44'' W; to lat. 37[deg]41'47'' N, long. 
122[deg]37'40'' W, thence to the point of beginning.
    Area E. That airspace extending upward from 2,100 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]44'15'' N, long. 122[deg]28'11'' W; to lat. 
37[deg]47'12'' N, long. 122[deg]18'31'' W; to lat. 37[deg]45'33'' N, 
long. 122[deg]14'38'' W; to lat. 37[deg]44'42'' N, long. 
122[deg]15'13'' W; to lat. 37[deg]42'17'' N, long. 122[deg]11'39'' 
W; to lat. 37[deg]39'53'' N, long. 122[deg]11'31'' W; to lat. 
37[deg]35'11'' N, long. 122[deg]11'13'' W; to lat. 37[deg]35'32'' N, 
long. 122[deg]14'06'' W; to lat. 37[deg]40'21'' N, long. 
122[deg]14'12'' W; to lat. 37[deg]42'40'' N, long. 122[deg]16'43'' 
W; to lat. 37[deg]43'37'' N, long. 122[deg]18'59'' W; to lat. 
37[deg]43'52'' N, long. 122[deg]19'49'' W; to lat. 37[deg]44'03'' N, 
long. 122[deg]20'43'' W; to lat. 37[deg]44'10'' N, long. 
122[deg]21'53'' W; to lat. 37[deg]44'10'' N, long. 122[deg]23'03'' 
W; to lat. 37[deg]44'04'' N, long. 122[deg]24'05'' W; to lat. 
37[deg]43'52'' N, long. 122[deg]25'04'' W; to lat. 37[deg]43'31'' N, 
long. 122[deg]26'10'' W; to lat. 37[deg]43'08'' N, long. 
122[deg]27'05'' W; to lat. 37[deg]42'32'' N, long. 122[deg]28'07'' 
W, thence to the point of beginning.
    Area F. That airspace extending upward from 2,300 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]35'11'' N, long. 122[deg]11'13'' W; to lat. 
37[deg]34'12'' N, long. 122[deg]08'08'' W; to lat. 37[deg]32'01'' N, 
long. 122[deg]09'06'' W; to lat. 37[deg]29'30'' N, long. 
122[deg]08'21'' W; to lat. 37[deg]29'02'' N, long. 122[deg]11'17'' 
W; to lat. 37[deg]30'53'' N, long. 122[deg]14'38'' W; to lat. 
37[deg]33'38'' N, long. 122[deg]17'48'' W; to lat. 37[deg]33'39'' N, 
long. 122[deg]16'55'' W; to lat. 37[deg]33'00'' N, long. 
122[deg]15'24'' W; to lat. 37[deg]31'29'' N, long. 122[deg]13'08'' 
W; to lat. 37[deg]32'49'' N, long. 122[deg]12'15'' W, thence to the 
point of beginning.
    Area G. That airspace extending upward from 3,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]50'22'' N, long. 122[deg]41'07'' W; to lat. 
37[deg]47'11'' N, long. 122[deg]36'40'' W; to lat. 37[deg]51'35'' N, 
long. 122[deg]29'32'' W; to lat. 37[deg]51'03'' N, long. 
122[deg]20'24'' W; to lat. 37[deg]47'58'' N, long. 122[deg]13'04'' 
W; to lat. 37[deg]45'33'' N, long. 122[deg]14'38'' W; to lat. 
37[deg]47'12'' N, long. 122[deg]18'31'' W; to lat. 37[deg]44'15'' N, 
long. 122[deg]28'11'' W; to lat. 37[deg]42'32'' N, long. 
122[deg]28'07'' W; to lat. 37[deg]41'40'' N, long. 122[deg]29'11'' 
W; to lat. 37[deg]44'35'' N, long.

[[Page 26574]]

122[deg]35'53'' W; to lat. 37[deg]41'47'' N, long. 122[deg]37'40'' 
W; to lat. 37[deg]39'19'' N, long. 122[deg]31'44'' W; to lat. 
37[deg]38'26'' N, long. 122[deg]29'41'' W; to lat. 37[deg]36'42'' N, 
long. 122[deg]25'34'' W; to lat. 37[deg]36'22'' N, long. 
122[deg]25'42'' W; to lat. 37[deg]36'09'' N, long. 122[deg]25'36'' 
W; to lat. 37[deg]35'00'' N, long. 122[deg]24'17'' W; to lat. 
37[deg]34'29'' N, long. 122[deg]24'01'' W; to lat. 37[deg]34'17'' N, 
long. 122[deg]23'50'' W; to lat. 37[deg]40'37'' N, long. 
122[deg]39'05'' W; to lat. 37[deg]46'40'' N, long. 122[deg]47'13'' 
W, thence to the point of beginning.
    Area H. That airspace extending upward from 3,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]39'53'' N, long. 122[deg]11'31'' W; to lat. 
37[deg]34'50'' N, long. 122[deg]03'58'' W; to lat. 37[deg]30'24'' N, 
long. 122[deg]05'54'' W; to lat. 37[deg]27'10'' N, long. 
122[deg]07'39'' W; to lat. 37[deg]26'26'' N, long. 122[deg]10'38'' 
W; to lat. 37[deg]28'39'' N, long. 122[deg]13'10'' W; to lat. 
37[deg]32'19'' N, long. 122[deg]21'54'' W; to lat. 37[deg]32'54'' N, 
long. 122[deg]22'20'' W; to lat. 37[deg]32'57'' N, long. 
122[deg]20'25'' W; to lat. 37[deg]33'38'' N, long. 122[deg]17'48'' 
W; to lat. 37[deg]30'53'' N, long. 122[deg]14'38'' W; to lat. 
37[deg]29'02'' N, long. 122[deg]11'17'' W; to lat. 37[deg]29'30'' N, 
long. 122[deg]08'21'' W; to lat. 37[deg]32'01'' N, long. 
122[deg]09'06'' W; to lat. 37[deg]34'12'' N, long. 122[deg]08'08'' 
W; to lat. 37[deg]35'11'' N, long. 122[deg]11'13'' W, thence to the 
point of beginning.
    Area I. That airspace extending upward from 4,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]55'31'' N, long. 122[deg]23'04'' W; to lat. 
37[deg]53'11'' N, long. 122[deg]09'28'' W; to lat. 37[deg]41'50'' N, 
long. 121[deg]57'39'' W; to lat. 37[deg]32'33'' N, long. 
121[deg]55'58'' W; to lat. 37[deg]28'19'' N, long. 121[deg]57'49'' 
W; to lat. 37[deg]22'19'' N, long. 122[deg]05'04'' W; to lat. 
37[deg]20'04'' N, long. 122[deg]07'47'' W; to lat. 37[deg]22'58'' N, 
long. 122[deg]19'36'' W; to lat. 37[deg]29'37'' N, long. 
122[deg]27'17'' W; to lat. 37[deg]39'32'' N, long. 122[deg]51'17'' 
W; to lat. 37[deg]44'03'' N, long. 122[deg]51'30'' W; to lat. 
37[deg]46'40'' N, long. 122[deg]47'13'' W; to lat. 37[deg]40'37'' N, 
long. 122[deg]39'05'' W; to lat. 37[deg]34'17'' N, long. 
122[deg]23'50'' W; to lat. 37[deg]34'01'' N, long. 122[deg]23'34'' 
W; to lat. 37[deg]33'56'' N, long. 122[deg]23'19'' W; to lat. 
37[deg]33'36'' N, long. 122[deg]22'58'' W; to lat. 37[deg]33'08'' N, 
long. 122[deg]22'36'' W; to lat. 37[deg]32'54'' N, long. 
122[deg]22'20'' W; to lat. 37[deg]32'19'' N, long. 122[deg]21'54'' 
W; to lat. 37[deg]28'39'' N, long. 122[deg]13'10'' W; to lat. 
37[deg]26'26'' N, long. 122[deg]10'38'' W; to lat. 37[deg]27'10'' N, 
long. 122[deg]07'39'' W; to lat. 37[deg]30'24'' N, long. 
122[deg]05'54'' W; to lat. 37[deg]34'50'' N, long. 122[deg]03'58'' 
W; to lat. 37[deg]39'53'' N, long. 122[deg]11'31'' W; to lat. 
37[deg]42'17'' N, long. 122[deg]11'39'' W; to lat. 37[deg]44'42'' N, 
long. 122[deg]15'13'' W; to lat. 37[deg]45'33'' N, long. 
122[deg]14'38'' W; to lat. 37[deg]47'58'' N, long. 122[deg]13'04'' 
W; to lat. 37[deg]51'03'' N, long. 122[deg]20'24'' W; to lat. 
37[deg]51'35'' N, long. 122[deg]29'32'' W, thence to the point of 
beginning.
    Area J. That airspace extending upward from 5,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 38[deg]00'00'' N, long. 122[deg]25'00'' W; to lat. 
37[deg]58'50'' N, long. 122[deg]05'45'' W; to lat. 37[deg]53'11'' N, 
long. 122[deg]09'28'' W; to lat. 37[deg]55'31'' N, long. 
122[deg]23'04'' W; to lat. 37[deg]51'35'' N, long. 122[deg]29'32'' 
W; to lat. 37[deg]47'11'' N, long. 122[deg]36'40'' W; to lat. 
37[deg]50'22'' N, long. 122[deg]41'07'' W, thence to the point of 
beginning.
    Area K. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]58'50'' N, long. 122[deg]05'45'' W; to lat. 
37[deg]54'06'' N, long. 121[deg]59'12'' W; to lat. 37[deg]51'17'' N, 
long. 121[deg]58'51'' W; to lat. 37[deg]53'11'' N, long. 
122[deg]09'28'' W; thence to the point of beginning.
    Area L. That airspace extending upward from 5,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]53'11'' N, long. 122[deg]09'28'' W; to lat. 
37[deg]51'17'' N, long. 121[deg]58'51'' W; to lat. 37[deg]41'50'' N, 
long. 121[deg]57'39'' W; thence to the point of beginning.
    Area M. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]39'32'' N, long. 122[deg]51'17'' W; to lat. 
37[deg]29'37'' N, long. 122[deg]27'17'' W; to lat. 37[deg]22'58'' N, 
long. 122[deg]19'36'' W; to lat. 37[deg]20'04'' N, long. 
122[deg]07'47'' W; to lat. 37[deg]22'19'' N, long. 122[deg]05'04'' 
W; to lat. 37[deg]28'19'' N, long. 121[deg]57'49'' W; to lat. 
37[deg]32'33'' N, long. 121[deg]55'58'' W; to lat. 37[deg]32'27'' N, 
long. 121[deg]53'05'' W; to lat. 37[deg]32'54'' N, long. 
121[deg]51'09'' W; to lat. 37[deg]28'25'' N, long. 121[deg]49'25'' 
W; to lat. 37[deg]24'12'' N, long. 121[deg]55'56'' W; to lat. 
37[deg]19'04'' N, long. 122[deg]03'49'' W; to lat. 37[deg]10'36'' N, 
long. 122[deg]00'30'' W; to lat. 37[deg]15'08'' N, long. 
122[deg]24'54'' W; to lat. 37[deg]15'04'' N, long. 122[deg]24'55'' 
W; to lat. 37[deg]15'03'' N, long. 122[deg]25'01'' W; to lat. 
37[deg]14'54'' N, long. 122[deg]25'07'' W; to lat. 37[deg]14'39'' N, 
long. 122[deg]25'00'' W; to lat. 37[deg]14'29'' N, long. 
122[deg]25'03'' W; to lat. 37[deg]14'01'' N, long. 122[deg]24'53'' 
W; to lat. 37[deg]13'34'' N, long. 122[deg]24'30'' W; to lat. 
37[deg]13'18'' N, long. 122[deg]24'26'' W; to lat. 37[deg]13'02'' N, 
long. 122[deg]24'31'' W; to lat. 37[deg]12'01'' N, long. 
122[deg]24'30'' W; to lat. 37[deg]11'24'' N, long. 122[deg]23'57'' 
W; to lat. 37[deg]11'10'' N, long. 122[deg]23'54'' W; to lat. 
37[deg]11'01'' N, long. 122[deg]23'38'' W; to lat. 37[deg]11'03'' N, 
long. 122[deg]23'27'' W; to lat. 37[deg]10'59'' N, long. 
122[deg]22'55'' W; to lat. 37[deg]10'45'' N, long. 122[deg]22'39'' 
W; to lat. 37[deg]10'34'' N, long. 122[deg]22'20'' W; to lat. 
37[deg]10'25'' N, long. 122[deg]22'09'' W; to lat. 37[deg]10'11'' N, 
long. 122[deg]21'57'' W; to lat. 37[deg]15'22'' N, long. 
122[deg]50'17'' W, thence to the point of beginning.
    Area N. That airspace extending upward from 8,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]10'36'' N, long. 122[deg]00'30'' W; to lat. 
37[deg]15'08'' N, long. 122[deg]24'54'' W; to lat. 37[deg]15'04'' N, 
long. 122[deg]24'55'' W; to lat. 37[deg]15'03'' N, long. 
122[deg]25'01'' W; to lat. 37[deg]14'54'' N, long. 122[deg]25'07'' 
W; to lat. 37[deg]14'39'' N, long. 122[deg]25'00'' W; to lat. 
37[deg]14'29'' N, long. 122[deg]25'03'' W; to lat. 37[deg]14'01'' N, 
long. 122[deg]24'53'' W; to lat. 37[deg]13'34'' N, long. 
122[deg]24'30'' W; to lat. 37[deg]13'18'' N, long. 122[deg]24'26'' 
W; to lat. 37[deg]13'02'' N, long. 122[deg]24'31'' W; to lat. 
37[deg]12'01'' N, long. 122[deg]24'30'' W; to lat. 37[deg]11'24'' N, 
long. 122[deg]23'57'' W; to lat. 37[deg]11'10'' N, long. 
122[deg]23'54'' W; to lat. 37[deg]11'01'' N, long. 122[deg]23'38'' 
W; to lat. 37[deg]11'03'' N, long. 122[deg]23'27'' W; to lat. 
37[deg]10'59'' N, long. 122[deg]22'55'' W; to lat. 37[deg]10'45'' N, 
long. 122[deg]22'39'' W; to lat. 37[deg]10'34'' N, long. 
122[deg]22'20'' W; to lat. 37[deg]10'25'' N, long. 122[deg]22'09'' 
W; to lat. 37[deg]10'11'' N, long. 122[deg]21'57'' W; to lat. 
37[deg]05'50'' N, long. 121[deg]58'38'' W, thence to the point of 
beginning.
    Area O. That airspace extending upward from 7,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]54'06'' N, long. 121[deg]59'12'' W; to lat. 
37[deg]51'25'' N, long. 121[deg]55'58'' W; to lat. 37[deg]42'02'' N, 
long. 121[deg]51'17'' W; to lat. 37[deg]41'50'' N, long. 
121[deg]57'39'' W; to lat. 37[deg]51'17'' N, long. 121[deg]58'51'' 
W, thence to the point of beginning.
    Area P. That airspace extending upward from 7,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]32'54'' N, long. 121[deg]51'09'' W; to lat. 
37[deg]33'53'' N, long. 121[deg]46'49'' W; to lat. 37[deg]29'10'' N, 
long. 121[deg]45'04'' W; to lat. 37[deg]26'32'' N, long. 
121[deg]45'50'' W; to lat. 37[deg]22'31'' N, long. 121[deg]52'05'' 
W; to lat. 37[deg]24'12'' N, long. 121[deg]55'56'' W; to lat. 
37[deg]28'25'' N, long. 121[deg]49'25'' W, thence to the point of 
beginning.
    Area Q. That airspace extending upward from 8,000 feet MSL to 
and including 10,000 feet MSL within the area bounded by a line 
beginning at lat. 37[deg]41'50'' N, long. 121[deg]57'39'' W; to lat. 
37[deg]42'02'' N, long. 121[deg]51'17'' W; to lat. 37[deg]35'02'' N, 
long. 121[deg]37'45'' W; to lat. 37[deg]31'02'' N, long. 
121[deg]37'11'' W; to lat. 37[deg]23'32'' N, long. 121[deg]42'43'' 
W; to lat. 37[deg]22'31'' N, long. 121[deg]52'05'' W; to lat. 
37[deg]26'32'' N, long. 121[deg]45'50'' W; to lat. 37[deg]29'10'' N, 
long. 121[deg]45'04'' W; to lat. 37[deg]33'53'' N, long. 
121[deg]46'49'' W; to lat. 37[deg]32'27'' N, long. 121[deg]53'05'' 
W; to lat. 37[deg]32'33'' N, long. 121[deg]55'58'' W, thence to the 
point of beginning.

    Issued in Washington, DC, on May 30, 2018.
Rodger A. Dean Jr.,
Manager, Airspace Policy Group.
BILLING CODE 4910-13-P

[[Page 26575]]

[GRAPHIC] [TIFF OMITTED] TR08JN18.006

[FR Doc. 2018-12304 Filed 6-7-18; 8:45 am]
BILLING CODE 4910-13-C