[Federal Register Volume 83, Number 13 (Friday, January 19, 2018)]
[Proposed Rules]
[Pages 2747-2757]
[FR Doc No: 2018-01023]

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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]

Proposed Amendment of Class B Airspace; San Francisco, CA

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This action proposes to modify 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.
    This notice does not constitute either a final decision of the FAA
or a re-opening of the FAA's August 6, 2014, final decision for the
Northern California (NorCal) Optimization of Airspace and Procedures in
the Metroplex (OAPM) project.

DATES: Comments must be received on or before March 20, 2018.

ADDRESSES: Send comments on this proposal to the U.S. Department of
Transportation, Docket Operations, 1200 New Jersey Avenue SE, West
Building Ground Floor, Room W12-140, Washington, DC 20590-0001;
telephone: 1<PHONE_NUMBER>, or<PHONE_NUMBER>. You must identify FAA
Docket No. FAA-2017-0653 and Airspace Docket No. 17-AWA-2 at the
beginning of your comments. You may also submit comments through the
internet at http://www.regulations.gov. You may review the public
docket containing the proposal, any comments received, and any final
disposition in person in the Dockets Office between 9:00 a.m. and 5:00
p.m., Monday through Friday, except Federal holidays. The Docket Office
(telephone 1<PHONE_NUMBER>), is on the ground floor of the building at
the above address.
    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<PHONE_NUMBER>, 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 would modify the San Francisco, CA, Class B airspace
area to improve the flow of air traffic and enhance safety within the
National Airspace System (NAS).

Comments Invited

    Interested parties are invited to participate in this proposed
rulemaking by submitting such written data, views, or arguments as they
may desire. Comments that provide the factual basis supporting the
views and suggestions presented are particularly helpful in developing
reasoned regulatory decisions on the proposal. Comments are
specifically invited on the overall regulatory, aeronautical, economic,
aspects of the proposal.
    Communications should identify both docket numbers (FAA Docket No.
FAA-2017-0653 and Airspace Docket No. 17-AWA-2) and be submitted in
triplicate to the Docket Management Facility (see ADDRESSES section for
address and phone number). You may also submit comments through the
internet at http://www.regulations.gov.
    Commenters wishing the FAA to acknowledge receipt of their comments
on this action must submit with those comments a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Nos. FAA-2017-0653 and Airspace Docket No. 17-AWA-2.'' The
postcard will be date/time stamped and returned to the commenter.
    All communications received on or before the specified closing date
for comments will be considered before taking action on the proposed
rule. The proposal contained in this action may be changed in light of
comments received. All comments submitted will be available for
examination in the public docket both before and after the closing date
for comments. A report summarizing each substantive public contact with
FAA personnel concerned with this rulemaking will be filed in the
docket.

Availability of NPRMs

    An electronic copy of this document may be downloaded through the
internet at http://www.regulations.gov. Recently published rulemaking
documents can also be accessed through the FAA's web page at http://www.faa.gov/air_traffic/publications/airspace_amendments/.
    You may review the public docket containing the proposal, any
comments received and any final disposition in person in the Dockets
Office (see ADDRESSES section for address and phone number) between
9:00 a.m. and 5.00 p.m., Monday through Friday, except Federal
holidays. An informal docket may also be examined during normal
business hours at the office of the Western Service Center, Federal
Aviation Administration, 1601 Lind Ave. SW, Renton, WA 98057.

Availability and Summary of Documents for Incorporation by Reference

    This document proposes to amend 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.

Background

    The FAA issued a final rule establishing the San Francisco, CA,
Terminal Control Area (37 FR 21928, October, 17, 1972), Airspace Docket
No. 72-WA-10, FR. Doc. 72-17641. As a result of the Airspace
Reclassification final rule (56 FR 65638, December 17, 1991) Docket No.
24456, FR Doc. 91-29869, which became effective in 1993, the terms
``terminal control area'' and ``airport radar service area'' were
replaced by ``Class B airspace area'' and ``Class C airspace area,''
respectively. The primary purpose of a Class B airspace area is to
reduce the potential for midair collisions in the airspace surrounding
airports with high-density air traffic operations by providing an area
in which all aircraft are subject to certain operating rules and
equipment requirements.
    The SFO Class B airspace area was last modified in 2000 (65 FR
36060, June 7, 2000), Airspace Docket No. 97-AWA-1, FR Doc. 00-14046,
using air traffic activity levels from the 1990s, and has not been
modified since. The following activities have occurred since then
making it appropriate to redesign the current San Francisco Class B
airspace.
     Updates to instrument approach procedure charting
criteria.
     Advances in flight deck technology that allows aircraft
automation to manage both the lateral and vertical flight path.
     Advances in airframe technology, specifically efficiencies
in wing design.
     Industry adoption of ``optimized profile descent''
procedures that provide a constant angle descent into the terminal
area.
     Industry-wide migration to satellite-based global
positioning system (GPS) area navigation procedures from procedures
utilizing ground-based navigational facilities.
    In 2014, as part of the Next Generation Air Transportation System
(NextGen),\1\ the FAA completed the NorCal OAPM project. The OAPM
initiatives, generally, address airspace congestion, airports in close
geographical proximity, and other limiting factors that reduce
efficiency in busy metroplex airspace. The NorCal OAPM project included
14 new RNAV STARs, 18 new RNAV SIDs, 2 revised existing RNAV Stars, 22
existing conventional STARs, and 28 existing conventional SIDs. As part
of the NorCal OAPM project, the FAA conducted an environmental
assessment under the National Environmental Policy Act of 1969 (NEPA)
(42 U.S.C. 4321, et seq.) and on August 7, 2014 issued its Finding of
No Significant Impact (FONSI) and Record of Decision (ROD).
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    \1\ To achieve NextGen goals, the FAA is implementing new Area
Navigation (RNAV) and Required Navigation Performance (RNP) air
traffic routes and instrument procedures RNAV Standard Instrument
Departures (SIDs), RNAV Standard Terminal Arrival Routes (STARs),
and RNAV Standard Instrument Approach Procedures (SIAPs) that use
emerging technologies and aircraft navigation capabilities. The
implementation of RNAV and RNP procedures enables the use of other
Performance Based Navigation (PBN) technology in the NAS, and
facilitates more efficient procedures such as Optimized Profile
Descents (OPD). The FAA complies with the requirements of applicable
federal environmental statutes, regulations and FAA procedures,
standards and Orders, including community outreach, as appropriate,
before it undertakes and implements new procedures or potential
modifications to currently published procedures.

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    Consistent with the recent NorCal OAPM project, the proposed
modifications to the SFO Class B airspace area moves the identification
methods of the Class B airspace away from reliance on ground-based
navigational aids to utilizing GPS technology and leveraging the
increased use of graphical flight system displays. The proposed
airspace modifications are based on current lateral flight paths and
take into account the NorCal OAPM-implemented satellite-based area
navigation procedures at San Francisco International Airport. These
NorCal OAPM-based RNAV arrival procedures, known as ``Optimized Profile
Descents'', utilize a shallow descent angle consistent with today's
aircraft design to allow for a more fuel-efficient descent profile.
Today's SFO fleet consists of new-generation aircraft such as the B737-
NG, B747-400, B777, B787, and the A321, A340, A380. The newer
generation of aircraft utilize a more efficient wing design that
requires a shallower descent at reduced power levels.
    Moreover, due to limitations of the current SFO Class B airspace
configuration, air traffic had to interrupt the optimal profile descent
on instrument approach procedures to keep aircraft within Class B
airspace while flying published instrument approach procedures, which
is contrary to FAA Orders guidance. Modeling of existing traffic flows
has shown that the proposed expanded Class B airspace would enhance
safety by containing all instrument approach procedures, and associated
traffic patterns, within the confines of Class B airspace and better
segregate IFR aircraft arriving/departing SFO and visual flight rules
(VFR) aircraft operating in the vicinity of the SFO Class B airspace
area. The proposed Class B airspace modifications described in this
NPRM are intended to address these issues.
    In areas where current Class B airspace is no longer required to
contain San Francisco International Airport arrivals or departures, the
FAA is proposing to remove that airspace from the proposed Class B
airspace modifications and re-designate it as Class E or Class G
airspace, as appropriate.

Pre-NPRM Public Input

    In 2015, the FAA initiated action to form an Ad Hoc Committee to
seek input and recommendations from representatives of effected
aviation segments for the FAA to consider in designing proposed
modifications to the SFO Class B airspace area. Participants in the
committee included representatives from the National Business Aviation
Association (NBAA), Aircraft Owners and Pilots Association (AOPA),
Airlines Pilot Association (ALPA), California Pilots Association, San
Carlos Airport Association, Palo Alto Pilots Association, California
Department of Transportation, California Highway Patrol, United and
Southwest Airlines, City of Palo Alto, United Sates Coast Guard, San
Mateo County Airports, San Francisco Airport Commission, and Hewlett
Packard Enterprise. The Ad Hoc Committee report included general group
consensus recommendations and individual recommendations. A copy of the
report has been placed in the docket for this rulemaking action.
    As announced in the Federal Register (81 FR 78756, November 9,
2016), FR Doc. 2016-27089, three informal airspace meetings were held;
one each on January 30, 2017, at the Burlingame Public Library,
Burlingame, CA; on January 31, 2017, at the Martin Luther King Library,
San Jose, CA; and on February 1, 2017, at the Port of Oakland Building,
Oakland, CA. These meetings provided interested airspace users with an
opportunity to present their views and offer recommendations regarding
the planned modification of the SFO Class B airspace area.
    All substantive airspace recommendations made by the Ad Hoc
Committee and public comments received as a result of the informal
airspace meetings, regarding proposed modifications to the SFO Class B
airspace area, were considered in developing this proposal.

Discussion of Ad Hoc Committee Recommendations and Comments

    The Ad Hoc Committee recommended the FAA modify the design of the
current Class B surface area (Area A) by moving the southern boundary
slightly north to follow Interstate 280 and defining the northern and
eastern boundaries using a DME arc off of the SFO VOR/DME.
    The FAA partially adopted this recommendation by moving the Area A
southern boundary northward, to the extent practicable, but is
proposing to describe the northern and eastern boundaries recommended
arc using geographic coordinates to move the identification of the SFO
Class B airspace area away from a reliance on using ground-based
navigational aids in favor of using GPS technology and leveraging the
increased use of graphical flight system displays.
    The Ad Hoc Committee suggested the FAA review the design of the
proposed Area N further for opportunities of greater stratification or
subdivision. They noted the underlying area included high terrain and
that it would benefit general aviation to have higher altitudes to
operate beneath the Class B airspace and offered that a new fix on the
SERFR Two STAR, with an altitude crossing restriction of at or above
8,000 feet, should be considered as a method to provide a higher floor
altitude within this area.
    The FAA reviewed the proposed Area N as suggested and adopted this
recommendation; adjusting the proposed Area N floor of Class B airspace
to be 8,000 feet MSL, accordingly. Additionally, to ensure the SFO
SERFR STAR is contained within the existing Class B airspace area, the
FAA plans to add an altitude crossing restriction of ``at or above
8,000 feet MSL'' approximately 8 miles southeast of the EDDYY waypoint.
    The Ad Hoc Committee also suggested the FAA evaluate the design of
proposed Area Q further for consolidation [presumably with other
proposed Class B sub-areas] and to align the eastern boundary with a
VOR/DME arc and/or prominent geographical landmarks (preferably both).
The Ad Hoc Committee recommended adjusting the eastern boundary by
relocating it to the southern edge of Lake Del Valle and proceed
southbound to Mount Hamilton or using the SFO 33-mile DME arc.
    The FAA does not agree with this recommendation. The eastern
boundary of Area Q is located where IFR arriving aircraft are
descending via the DYMND and YOSEM STARs passing through 10,000 feet
MSL. Moving the boundary westward to Lake Del Valle is not considered
operationally feasible by air traffic control. Additionally, relying on
an arc off the SFO DME would result in an unnecessary increase in the
size of Class B airspace. However, the FAA plans to establish VFR
waypoints at Cedar Mountain and Lick Observatory (atop Mount Hamilton)
to aid VFR pilots with visually identifying the lateral confines of the
proposed Class B airspace.
    In addition to the three specific recommendation above, the Ad Hoc
Committee went on to offer a number of general recommendations that
included amending the Oakland Class C airspace area concurrently with
this action, disclosing whether any proposed airspace changes are the
result of a trend of Traffic alert and Collision Avoidance System
(TCAS) resolution advisories (RAs), publishing SFO Class B airspace
amendments to coincide with VFR Class B Enhancement Graphic
initiatives, defining new VFR transition routes to circumnavigate Class
B airspace areas

using prominent geographic landmarks and VFR waypoints, including an
insert depicting commonly used Oakland overflight routes on the SFO
Flyway Planning Chart, defining the Class B airspace sub-areas using
VOR/DME radial and arcs and/or prominent geographic landmarks,
containing Class B airspace areas with the associated Mode C veil,
depicting the STAR/SID fix closest to the outer boundary of Class B
airspace should be show on VFR Flyway Planning Charts and IFR Enroute
Charts, and conducting extensive outreach prior to informal airspace
meetings to ensure comment periods are adequately advertised.
    The FAA has considered the general recommendations provided by the
Ad Hoc Committee and offers the following. Modifying the Oakland Class
C airspace concurrently with this action is outside the scope of this
action. With respect to the use of TCAS RA reports or trends, they are
generally a consideration in many Class B amendment actions; however,
they were not used to justify this proposed action. To the
recommendations associated with the VFR Class B Enhancement Graphic
initiatives, defining new VFR transition routes, depicting commonly
used overflight routes on Flyway Planning Charts, defining Class B
airspace sub-areas using radials, arcs, or geographic landmarks,
depicting STAR/SID fixes closest to the outer boundary of Class B
airspace areas, and conducting extensive outreach prior to informal
airspace meetings, they all have merit and the FAA plans to consider
the recommendations as provided. Lastly, for the recommendation
addressing containment of Class B airspace areas within associated Mode
C veils, further consideration is required since Class B airspace areas
and the Mode C veil around Class B primary airports are not dependent
on each other.
    Several recommendations from individual Ad Hoc Committee members
raised concerns/issues regarding the development of air traffic
management tools, perceived concerns over existing instrument
procedures and/or air traffic control services at SFO, concurrent
modifications to Oakland Class C airspace, regulatory airspeed
restrictions, and general complaints about the philosophy, policy, and
processing actions underpinning the rulemaking requirements for
modifying Class B airspace areas. These concerns/issues are not
addressed as part of this proposal.

Discussion of Informal Airspace Meeting Comments

    As a result of the informal airspace meetings, the FAA received
comments from 51 commenters, including 3 organizations that represented
one or more groups of individuals.
    Thirty-four comments were received from 28 individuals and one
organization representing multiple citizen groups raising concerns with
respect to potential noise impacts as a result of the proposed airspace
changes. Most of the comments cited a recent increase in noise due to
changes in air traffic flight patterns within the last year.
    The Class B airspace redesign development process is intended to
identify and address safety concerns associated with the proposed
airspace configuration. The designation or modification of this
proposed airspace does not create an adverse environmental impact. The
FAA complies with the requirements of applicable federal statutes,
regulations and its internal Orders, including evaluating noise impacts
associated with all new air traffic procedures and potential
modifications to currently published procedures. Therefore,
environmental evaluations and considerations are followed and
undertaken before implementing instrument flight procedures, including
when appropriate Diverse Vector Areas, not the designation of
controlled airspace areas to contain those procedures. The FAA is
continuing its work on an initiative requested by three congressional
representatives to address existing noise concerns in Santa Cruz, Santa
Clara, San Mateo, and San Francisco Counties. Additionally, concerned
citizens can contact the FAA's Aviation Noise Ombudsman to submit
existing noise complaints at email [email protected].
    Eight commenters cited an expected negative impact on glider and
general aviation practice operations near Mount Diablo due to the
eastward expansion of Class B airspace.
    The FAA adjusted the proposed Class B airspace boundaries in the
vicinity of the glider and general aviation practice operations near
Mount Diablo by moving the boundaries westward to mitigate these
concerns, as much as possible, while still ensuring containment of IFR
arrival aircraft within Class B airspace. Additionally, the floor of
the proposed Class B airspace near Mount Diablo was retained at 6,000
feet MSL in one sub-area and raised from 6,000 feet MSL to 7,000 feet
MSL in another to accommodate the glider and general aviation aircraft
operations near the proposed Class B airspace area.
    Eight commenters expressed a general dissatisfaction with the
informal public meeting schedule, location, and/or briefing materials.
    The FAA held three informal airspace meetings on separate days and
in different locations to seek public input from different communities
underlying the proposed Class B airspace to aid in developing this
proposed modification of the SFO Class B airspace area. The FAA
recognizes the benefits associated with hosting informal airspace
meetings and seeking input on airspace actions from the public;
requiring notices of informal airspace meetings be sent 60 to 90 days
prior to the first meeting to all known licensed pilots, state aviation
agencies, airport manager/operators, and operators of parachute,
sailplane, ultra-light, and balloon clubs within a 100-mile radius of
the primary airport for Class B airspace actions. As a result, these
comments will be retained and considered in the planning of future
informal public meetings to help the public better understand proposed
airspace changes and to enhance substantive public input for future
airspace actions.
    Five commenters expressed support for the continuation and
development of more VFR corridors to allow VFR pilots to transition the
San Francisco Bay area without entering the Class B airspace. However,
one of the five commenters also recommended that the FAA develop a VFR
corridor with lateral and vertical paths through the Class B airspace
area. With the exception of the commenter that actually recommended the
FAA include a VFR Flight Corridor through SFO Class B airspace, the FAA
read the other four commenters' inputs to actually be addressing
support for the continuation of VFR flyways and not VFR corridors.
    The FAA appreciates the support for retaining the VFR flyways that
circumnavigate the SFO Class B airspace area, but does not agree with
developing a VFR corridor through the Class B airspace. The current
Class B airspace area has five VFR flyways that surround the Class B
surface area and reside under the Class B shelves. Three of the five
VFR flyways also have alternate transitions to further support
circumnavigating around and under Class B airspace. With the proposed
modifications to the SFO Class B airspace area, four flyways will
remain unchanged, but one VFR flyway, located southeast of SFO, will
require a 400-foot reduction of the suggested altitude, from

below 2,500 to below 2,100, for the portion of the flyway that falls
under proposed new Area F. The FAA believes that these existing VFR
flyway options are sufficient to continue supporting the VFR aircraft
flying in the vicinity of SFO.
    Four commenters cited safety concerns for VFR aircraft operations
beneath the floor of the proposed Class B airspace due to congestion,
proximity to terrain, and airspace for a safe glide distance over San
Francisco Bay.
    The FAA is taking action to modify the current class B airspace to
contain all instrument procedures at SFO and the aircraft flying those
procedures within Class B airspace, once they have entered it, to
overcome the IFR aircraft entering, exiting, and re-entering Class B
airspace while flying published instrument approaches and associated
traffic patterns. The FAA acknowledges that some compression will occur
and that non-participating VFR aircraft will have to fly above, below,
or circumnavigate the proposed SFO Class B airspace in order to remain
clear of it should they decide not to seek Class B airspace services.
The floors of the proposed Class B airspace sub-areas were adjusted in
most of the areas to the extent possible to raise the floor of the
Class B airspace and mitigate the concerns. All aircraft operating
beneath or in the vicinity of the SFO Class B airspace area are
expected to continue to comply with the regulatory requirements of
Title 14 of the Code of Federal Regulations (14 CFR) Sec.  91.111,
titled Operating Near Other Aircraft, to avoid creating a collision
hazard with other aircraft operating in the same airspace.
Additionally, all aircraft operating in the same areas noted above are
expected to continue complying 14 CFR Sec.  91.113, titled Right-of-Way
Rules: Except Water operations, to ``see and avoid'' other aircraft as
well. The FAA believes that continued general aviation pilot compliance
with established flight rules regulatory requirement, and these two
regulations specifically, will overcome the safety concerns raised by
the commenters.
    Two commenters stated the use of geographic coordinates--instead of
distances from navigation aids (NAVAIDs) or other reference points to
define the individual airspace areas--would make navigation around, and
the avoidance of, Class B airspace more difficult.
    The FAA acknowledges the concerns of the commenters, but has
determined the use of geographic coordinates to define the Class B
airspace area enables a much smaller area of Class B airspace to be
designated or established to contain all IFR instrument procedures and
arrival/departure operations. Further, the FAA believes the current
trend toward increased use of GPS navigation and position tracking will
mitigate the concern.
    Two commenters suggested the use of waypoints to facilitate the
identification of the boundaries of Class B airspace areas.
    The FAA plans to adopt the commenters' suggestion. The development,
designation, and charting of waypoints will follow established
Aeronautical Information Services (AIS) processing requirements while
the rulemaking requirements for proposing and designating Class B
airspace modifications are accomplished. Collectively, that will result
in the FAA using waypoints to identify Class B airspace boundaries.
    One comment was received from a user group associated with the
United States Hang Gliding and Paragliding Association, including 39
individual names, outlining the negative impact on hang glider
operations within the Golden Gate National Recreation Area, and
requesting specific adjustments.
    The FAA was able to partially adopt the Association's requested
adjustments by amending the western boundary of the proposed Class B
surface area airspace along the shore to minimize the impact to hang
glider operations at the Fort Funston and Pacifica hang gliding and
paragliding sites in the greater bay area, to the extent possible.
    One commenter expressed a safety concern that the expansion of
Class B airspace into the Sunnyvale, CA area will result in aircraft
arriving at San Francisco and San Jose using the same airspace
simultaneously and may present a hazard to residents below.
    The FAA does not agree. The proposed modifications to the SFO Class
B airspace area and the FAA's August 7, 2014 issuance of NorCal OAPM
procedures for operations within the San Francisco terminal area were
designed to keep aircraft arriving and departing at the San Francisco
and San Jose International Airports segregated; ensuring safe and
efficient arrival and departure operations at both locations.
    One commenter questioned whether the FAA can regulate airspace more
than 12 miles off the coast of the United States.
    As part of this proposal relates to the navigable airspace outside
the United States, this notice is submitted in consonance with the ICAO
International Standards and Recommended Practices. Article 12 of the
Chicago Convention provides that over the high seas the rules in force
shall be those established under the Convention. Applicability of
International Standards and Recommended Practices by the Air Traffic
Service, FAA, in areas outside domestic airspace of the United States
is governed by Annexes 2 and 11 to the Convention on International
Civil Aviation, which pertain to the rules of the air and the
establishment of air navigation facilities and services necessary to
promoting the safe, orderly, and expeditious flow of civil air traffic.
Their purpose is to insure that civil flying on international air
routes is carried out under uniform conditions designed to improve the
safety and efficiency of air operations.
    The International Standards and Recommended Practices in Annex 11
apply in those parts of the airspace under the jurisdiction of a
contracting state, derived from the International Civil Aviation
Organization (ICAO), wherein air traffic services are provided and also
whenever a contracting state accepts the responsibility of providing
air traffic services over high seas or in airspace of undetermined
sovereignty. A contracting state accepting such responsibility may
apply the International Standards and Recommended Practices to civil
aircraft in a manner consistent with that adopted for airspace under
its domestic jurisdiction.

The Proposal

    The FAA is proposing an amendment to 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 nonparticipant 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
proposed modifications to the SFO Class B airspace area are discussed
below.
    Area A. The FAA proposes to modify the current Area A by moving the
southern boundary northward to accommodate local hang glide operations,
as much as possible. Minor modifications to the current Area A

northeast boundary are also incorporated by using geographic
coordinates to define the surface area in the proposed legal
description.\2\ The new Area A would continue to extend upward from the
surface, to and including 10,000 feet MSL.
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    \2\ The Ad Hoc Committee found the modified design of existing
Area A could be improved by the southern boundary being relocated
slightly north to follow Interstate 280. Additionally, the northern
and eastern boundary should be defined by a DME arc off of the SFO
VOR/DME. The FAA agreed with this recommendation and has adjusted
Area A in the NPRM to reflect geographic latitudes and longitudes to
mimic an arc.
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    Area B. The FAA proposes to modify the current Area B by moving the
southern boundary northward, the eastern boundary westward, and
incorporating a small portion of the current Area F. The proposed Area
B would also lower the floor of Class B airspace from the current Area
B from 1,500 MSL to 1,400 MSL and from the current Area F portion from
2,100 feet MSL to 1,400 feet MSL. The new Area B would extend upward
from 1,400 feet MSL, to and including 10,000 feet MSL.
    Area C. The FAA proposes to establish a new Area C, located to the
west of SFO beyond the proposed Area A, by incorporating small portions
of the current Area F and current Area I. The proposed Area C would
lower the floor of Class B airspace from the current Area F portion
from 2,100 feet MSL to 1,600 feet MSL and raise the floor of Class B
airspace from the current Area I portion from 1,500 feet MSL to 1,600
feet MSL. The new Area C would extend upward from 1,600 feet MSL, to
and including 10,000 feet MSL.
    Area D. The FAA proposes to establish a new Area D, located to the
west of SFO beyond the proposed Area C, by incorporating small portions
of the current Area F, current Area G, and current Area I. The proposed
Area D would retain the floor of Class B airspace from the current Area
F portion at 2,100 feet MSL, lower the floor of Class B airspace from
the current Area G portion from 3,000 feet MSL to 2,100 feet MSL, and
raise the floor of Class B airspace from the current Area I portion
from 1,500 feet MSL to 2,100 feet MSL. The new Area D would extend
upward from 2,100 feet MSL, to and including 10,000 feet MSL.
    Area E. The FAA proposes to establish a new Area E, located
northwest of SFO extending clockwise to east of SFO beyond the proposed
Area A, by incorporating a sliver of the current Area A and small
portions of the current Area F and current Area G. The proposed Area E
would raise the floor of Class B airspace from the current Area A
portion from the surface to 2,100 feet MSL, retain the floor of Class B
airspace from the current Area F portion at 2,100 feet MSL, and lower
the floor of Class B airspace from the current Area G portion from
3,000 feet MSL to 2,100 feet MSL. The new Area E would extend upward
from 2,100 feet MSL, to and including 10,000 feet MSL.
    Area F. The FAA proposes to establish a new Area F, located to the
southeast of SFO beyond the proposed Area B, by incorporating small
portions of the current Area B, current Area C, current Area F, and
current Area G. The proposed Area F would raise the floor of Class B
airspace from the current Area B portion from 1,500 feet MSL to 2,100
feet MSL, lower the floor of Class B airspace from the current Area C
portion from 2,500 feet MSL to 2,100 feet MSL and current Area G
portion from 3,000 feet MSL to 2,100 feet MSL, and retain the floor of
Class B airspace from the current Area F portion at 2,100 feet MSL. The
new Area F would extend upward from 2,100 feet MSL, to and including
10,000 feet MSL.
    Area G. The FAA proposed to establish a new Area G, located to the
northwest of SFO beyond the proposed Area D and proposed Area E, by
incorporating small portions of the current Area A, current Area F,
current Area G, current Area H, and current Area I. The proposed Area G
would raise the floor of Class B airspace from the current Area A
portion from the surface to 3,000 feet MSL, current Area F portion from
2,100 feet MSL to 3,000 feet MSL, and current Area I portion from 1,500
feet MSL to 3,000 feet MSL; retain the floor of Class B airspace from
the current Area G portion at 3,000 feet MSL; and lower the floor of
Class B airspace from the current Area H portion from 4,000 feet MSL to
3,000 feet MSL. Additionally, the FAA would be establishing a sliver of
Class B airspace beyond the current Area H external SFO Class B
boundary. The new Area G would extend upward from 3,000 feet MSL, to
and including 10,000 feet MSL.
    Area H. The FAA proposes to establish a new Area H, located
southeast of SFO beyond the proposed Area E and proposed Area F, by
incoporating small portions of the current Area A, current Area B,
current AreaC, current Area D, current Area F, and current Area G. The
proposed Area H would raise the floor of Class B airspace from the
current Area A portion from the surface to 3,000 feet MSL, current Area
B portion from 1,500 feet MSL to 3,000 feet MSL, current Area C portion
from 2,500 feet MSL to 3,000 feet MSL, and current Area F portion from
2,100 feet MSL to 3,000 feet MSL; retain the floor of Class B airspace
from the current Area G portion at 3,000 feet MSL; and lower the floor
of Class B airspace from the current Area D portion from 4,000 feet MSL
to 3,000 feet MSL. The new Area H would extend upward from 3,000 feet
MSL, to and including 10,000 feet MSL.
    Area I. The FAA proposes to establish a new Area I, located north
of SFO extending clockwise around and to the west of SFO beyond the
proposed Area E, proposed Area G, and proposed Area H, by incorporating
small portions of the current Area A, current Area C, current Area D,
current Area E, current Area F, current Area G, current Area H, current
Area I, and current Area K. The proposed Area I would raise the floor
of Class B airspace from the current Area A portion from the surface to
4,000 feet MSL, current Area C portion from 2,500 feet MSL to 4,000
feet MSL, current Area F portion from 2,100 feet MSL to 4,000 feet MSL,
current Area G portion from 3,000 feet MSL to 4,000 feet MSL, current
Area I portion from 1,500 feet MSL to 4,000 feet MSL; retain the floor
of Class B airspace from the current Area D portion and current Area H
portion at 4,000 feet MSL; and lower the floor of Class B airspace from
the slivers of the current Area E portion from 6,000 feet MSL to 4,000
feet MSL and current Area K portion from 5,000 feet MSL to 4,000 feet
MSL. Additionally, the FAA would be establishing Class B airspace
beyond the current Area E and current Area H external SFO Class B
boundaries. The new Area I would extend upward from 4,000 feet MSL, to
and including 10,000 feet MSL.
    Area J. The FAA proposes to establish a new Area J, located north
of SFO beyond the proposed Area G and proposed Area I, by incorporating
small portions of the current Area D, current Area E, current Area G,
and current Area H. The proposed Area J would raise the floor of Class
B airspace from the current Area G portion from 3,000 feet MSL to 5,000
feet MSL and the current Area D portion and current Area H portion from
4,000 feet MSL to 5,000 feet MSL, and lower the floor of Class B
airspace from the current Area E portion from 6,000 feet MSL to 5,000
feet MSL. Additionally, the FAA would be establishing Class B airspace
beyond the current Area D, current Area E, and current Area G external
SFO Class B boundaries. The new Area J would extend upward from 5,000
feet MSL, to and including 10,000 feet MSL.
    Area K. The FAA proposes to establish a new Area K, located north
of SFO beyond the proposed Area I and proposed Area L (described
below), by

incorporating small portions of the current Area D and current Area E.
The proposed Area K would raise the floor of Class B airspace from the
current Area D portion from 4,000 feet MSL to 5,000 feet MSL and retain
the floor of Class B airspace from the current Area E portion at 6,000
feet MSL. Additionally, the FAA would be establishing a sliver of Class
B airspace beyond the current Area E external SFO Class B boundary. The
new Area K would extend upward from 6,000 feet MSL, to and including
10,000 feet MSL.
    Area L. The FAA proposes to establish a new Area L, located
northeast of SFO beyond the proposed Area I, by incorporating small
portions of the current Area D and current Area E. The proposed Area L
would raise the floor of Class B airspace from the current Area D
portion from 4,000 feet MSL to 5,000 feet MSL and lower the floor of
Class B airspace from the current Area E portion from 6,000 feet MSL to
5,000 feet MSL. The new Area L would extend upward from 5,000 feet MSL,
to and including 10,000 feet MSL.
    Area M. The FAA proposes to establish a new Area M, located south
of SFO beyond the proposed Area I, by incorporating portions of the
current Area D, current Area E, current Area G, current Area J, and
current Area K. The proposed Area M would raise the floor of Class B
airspace from the current Area D portion from 4,000 feet MSL to 6,000
feet MSL, current Area G portion from 3,000 feet MSL to 6,000 feet MSL,
and current Area K portion from 5,000 feet MSL to 6,000 feet MSL;
retain the floor of Class B airspace from the current Area E portion at
6,000 feet MSL; and lower the floor of Class B airspace from the
current Area J from 8,000 feet MSL to 6,000 feet MSL. Additionally, the
FAA would be establishing Class B airspace beyond the current Area E
and current Area J external SFO Class B boundaries. The new Area M
would extend upward from 6,000 feet MSL, to and including 10,000 feet
MSL.
    Area N. The FAA proposes to establish a new Area N, located south-
southeast of SFO beyond the proposed Area M, by incorporating small
portions of the current Area E and current Area J. The proposed Area N
would raise the floor of Class B airspace from the current Area E
portion from 6,000 feet MSL to 8,000 feet MSL and retain the floor of
Class B airspace from the current Area J portion at 8,000 feet MSL.
Additionally, the FAA would be establishing Class B airspace beyond the
current Area J external SFO Class B boundary. The new Area N would
extend upward from 8,000 feet MSL, to and including 10,000 feet MSL and
have a higher floor from Area M due to accommodate VFR aircraft
operating in higher terrain below the Class B airspace.\3\
---------------------------------------------------------------------------

    \3\ The Ad Hoc Committee found the design of Area N should be
further reviewed by the FAA for opportunities of greater
stratification or subdivision. They noted the underlying area
included high terrain and that it would benefit general aviation to
have higher altitudes to operate beneath the Class B airspace and
offered that a new fix on the SERFR Two STAR, with an altitude
crossing restriction of ``at or above 8,000 feet'' approximately 8
miles southeast of the EDDYY waypoint, should be considered as a
method to provide a higher floor altitude. To clarify, the FAA is in
the process of amending SERFR2 for containment within the existing
Class Bravo airspace. However, the FAA reviewed the proposed Area N
as suggested and adopted this recommendation; adjusting the proposed
Area N floor of Class B airspace to extend upward from 8,000 feet
MSL.
---------------------------------------------------------------------------

    Area O. The FAA proposes to establish a new Area O, located
northeast of SFO beyond the proposed Area L, within a portion of the
current Area E. The proposed Area O would raise the floor of Class B
airspace from the current Area E portion from 6,000 feet MSL to 7,000
feet MSL to accommodate VFR traffic below due to higher terrain (Mount
Diablo) and frequent use by general aviation aircraft. Additionally,
the FAA would be establishing a sliver of Class B airspace beyond the
current Area E external SFO Class B boundary. The new Area O would
extend upward from 7,000 feet MSL, to and including 10,000 feet MSL.
    Area P. The FAA proposes to establish a new Area P, located east-
southeast of SFO beyond the proposed Area M, within a portion of the
current Area J. The proposed Area P would lower the floor of Class B
airspace from the current Area J portion from 8,000 feet MSL to 7,000
feet MSL. Additionally, the FAA would be establishing a small portion
of Class B airspace beyond the current Area J external SFO Class B
boundary. The new Area P would extend upward from 7,000 feet MSL, to
and including 10,000 feet MSL.
    Area Q. The FAA proposes to establish a new Area Q, located east of
SFO beyond the proposed Area I and proposed Area P, within a portion of
the current Area E and current Area J. The proposed Area P would raise
the floor of Class B airspace from the current Area E portion from
6,000 feet MSL to 8,000 feet MSL and retain the floor of Class B
airspace from the current Area J portion at 8,000 feet MSL.
Additionally, the FAA would be establishing Class B airspace beyond the
current Area E and current Area J external SFO Class B boundaries to
capture delay vectoring for runway 10 and 19 arrivals.\4\ The new Area
Q would extend upward from 8,000 feet MSL, to and including 10,000 feet
MSL. Proposed Area Q would expand the Class B airspace east of SFO
beyond 30 NM.
---------------------------------------------------------------------------

    \4\ The Ad Hoc Committee suggested the FAA evaluate Area Q
further for consolidation and to align the eastern boundary with a
VOR/DME arc and/or prominent landmarks (preferably both). The Ad Hoc
Committee urged the eastern boundary be relocated to the southern
edge of Lake Del Valle proceeding southward to Mount Hamilton or use
the SFO 33-mile DME arc. The FAA disagreed. The eastern boundary of
Area Q is located where aircraft descending via the DYMND and YOSEM
STARs pass through 10,000 feet MSL, moving the boundary westward to
Lake Del Valle is not operationally feasible, and relying on an arc
would result in an unnecessary increase in the size of Class B
airspace. However, the FAA will establish VFR waypoints at Cedar
Mountain and Lick Observatory (atop Mount Hamilton) to aid VFR
pilots visually identifying the lateral confines of the Class B
airspace.
---------------------------------------------------------------------------

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
proposed 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). This portion of the preamble

summarizes the FAA's analysis of the economic impacts of this proposed
rule.
    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 proposed 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 proposes to 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 would enhance safety by
containing IFR traffic arriving and departing SFO within the confines
of Class B airspace and would better segregate IFR and VFR aircraft.
    Finally, the regulation proposes returning current Class B airspace
that is not being used for SFO airport arrivals or departures to the
NAS.
    Because it proposes to 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 be minimal
cost saving.
    FAA has, therefore, determined that this proposed 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 would be achieved through a separate action.
Therefore, the expected outcome, if any, would be a minimal economic
impact on small entities affected by this rulemaking action. The FAA
requests comments.
    If an agency determines that a rulemaking will not result in a
significant economic impact on a substantial number of small entities,
the 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 proposed rule and determined that
it would 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 proposed 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 Proposed Amendment

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

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

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 1,400 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; to lat. 37[deg]41'25'' N, long. 122[deg]30'23'' 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 2,100 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. 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 January 16, 2018.
Scott M. Rosenbloom,
Acting Manager, Airspace Policy Group.
 BILLING CODE 4910-13-P

[GRAPHIC] [TIFF OMITTED] TP19JA18.003

[FR Doc. 2018-01023 Filed 1-17-18; 4:15 pm]
 BILLING CODE 4910-13-C


[Federal Register Volume 85, Number 236 (Tuesday, December 8, 2020)]
[Notices]
[Pages 79040-79041]
[FR Doc No: 2020-26877]

-----------------------------------------------------------------------

DEPARTMENT OF LABOR

Occupational Safety and Health Administration

[Docket No. OSHA-2020-0010]

Maritime Advisory Committee on Occupational Safety and Health
(MACOSH): Request for Nominations

AGENCY: Occupational Safety and Health Administration (OSHA), Labor.

ACTION: Request for nominations.

-----------------------------------------------------------------------

SUMMARY: OSHA invites interested persons to submit nominations for
membership on the Maritime Advisory Committee on Occupational Safety
and Health (MACOSH).

DATES: You must submit nominations for MACOSH membership (postmarked,
sent, transmitted, or received) by January 22, 2021.

ADDRESSES: You may submit nominations and supporting materials by one
of the following methods:
    Electronically: You may submit nominations, including attachments,
electronically at: http://www.regulations.gov, the Federal eRulemaking
Portal. Follow the online instructions for submitting nominations.
    Facsimile: If your nomination and supporting materials, including
attachments, do not exceed 10 pages, you may fax them to the OSHA
Docket Office at<PHONE_NUMBER>.
    Regular mail, express mail, hand delivery, messenger or courier
service: When using regular mail, you must submit a copy of your
nomination and supporting materials to the OSHA Docket Office, Docket
No. OSHA-2020-0010, N-3653, Occupational Safety and Health
Administration, U.S. Department of Labor, 200 Constitution Avenue NW,
Washington, DC 20210. Please note: While OSHA's Docket Office is
continuing to accept and process submissions by regular mail, due to
the COVID-19 pandemic, the Docket Office is closed to the public and
unable to receive submissions to the docket by hand, express mail,
messenger, and courier service.
    Instructions: All submissions must include the agency name and
docket number for this Federal Register notice (Docket No. OSHA-2020-
0010). Because of security-related procedures, submissions by regular
mail may result in a significant delay in receipt.
    OSHA will post submissions in response to this Federal Register
notice, including personal information provided, without change at
http://www.regulations.gov. Therefore, OSHA cautions interested parties
about submitting personal information such as social security numbers
and birthdates.
    Docket: To read or download submissions in response to this Federal
Register notice, go to Docket No. OSHA-2020-0010 at http://www.regulations.gov. All documents in the docket are available in the
http://www.regulations.gov index; however, some documents (e.g.,
copyrighted material) are not publicly available to read or download
through that web page. All submissions, including copyrighted material,
are available for inspection and copying through the OSHA Docket
Office.

FOR FURTHER INFORMATION CONTACT:
    Press inquiries: Frank Meilinger, OSHA, Office of Communications,
Occupational Safety and Health Administration, U.S. Department of
Labor, telephone:<PHONE_NUMBER>; email<EMAIL_ADDRESS>

    General information and technical inquiries: Amy Wangdahl, Office
of Maritime and Agriculture, Directorate of Standards and Guidance,
Occupational Safety and Health Administration, U.S. Department of
Labor, telephone<PHONE_NUMBER>; email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION: The Secretary of Labor invites interested
persons to submit nominations for membership on MACOSH.

I. Background

    MACOSH was established by Section 7(d) of the Occupational Safety
and Health Act of 1970 (OSH Act) (29 U.S.C. 651, 656) to advise the
Secretary of Labor through the Assistant Secretary of Labor for
Occupational Safety and Health (Assistant Secretary) in formulating
maritime industry standards and regarding matters pertaining to the
administration of the OSH Act related to the maritime industry. MACOSH
is a non-discretionary advisory committee of indefinite duration (see
section 3510 of the National Defense Authorization Act of 2020 (Pub. L.
116-92)).
    MACOSH operates in accordance with the Federal Advisory Committee
Act (FACA) (5 U.S.C. App. 2), its implementing regulations (41 CFR
parts 101-6 and 102-3), and OSHA's regulations on Advisory Committees
(29 CFR part 1912). Pursuant to FACA (5 U.S.C. App. 2, 14(b)(2)), the
MACOSH charter must be renewed every two years.
    The Committee meets approximately two times per year. Committee
members serve without compensation, but OSHA provides travel and per
diem expenses. Members serve a two-year term, which begins from the
date of appointment by the Secretary of Labor. The current MACOSH
membership will expire on April 11, 2021.

II. MACOSH Membership

    MACOSH consists of not more than 15 members appointed by the
Secretary of Labor. The agency seeks committed members who have a
strong interest in the safety and health of workers in the maritime
industries. The U.S. Department of Labor is committed to equal
opportunity in the workplace. The Secretary of Labor will appoint
members to create a broad-based, balanced, and diverse committee
reflecting the shipyard, longshoring, and commercial fishing
industries, and representing affected interests such as employers,
employees, safety and health professional organizations, government
organizations with interests or activities related to the maritime
industry, academia, and the public.
    Nominations of new members, or resubmissions of current or former
members, will be accepted in all categories of membership. Interested
persons may nominate themselves or submit the name of another person
whom they believe to be interested in and qualified to serve on MACOSH.
Nominations may also be submitted by organizations from one of the
categories listed above (e.g., employer, employee, public, safety and
health professional organization, state safety and health agency,
academia).

III. Submission Requirements

    Nominations must include the following information:
    (1) Nominee's contact information and current employment or
position;
    (2) Nominee's resume or curriculum vitae, including prior
membership on MACOSH and other relevant organizations and associations;
    (3) Maritime industry interest (e.g., employer, employee, public,
safety and health professional organization, state safety and health
agency, academia) that the nominee is qualified to represent;
    (4) A summary of the background, experience, and qualifications
that addresses the nominee's suitability for membership; and
    (5) A statement that the nominee is aware of the nomination, is
willing to regularly attend and participate in MACOSH meetings, and has
no conflicts of interest that would preclude membership on MACOSH.
    OSHA will conduct a basic background check of candidates before
their appointment to MACOSH. The background check will involve
accessing publicly available, internet-based sources.

IV. Member Selection

    The Secretary of Labor will select MACOSH members based on their
experience, knowledge, and competence in the field of occupational
safety and health, particularly in the maritime industries. Information
received through this nomination process, and other relevant sources of
information, will assist the Secretary of Labor in appointing members
to MACOSH. In selecting MACOSH members, the Secretary of Labor will
consider individuals nominated in response to this Federal Register
notice, as well as other qualified individuals. OSHA will publish a
list of MACOSH members in the Federal Register.

Authority and Signature

    Loren Sweatt, Principal Deputy Assistant Secretary of Labor for
Occupational Safety and Health, authorized the preparation of this
notice pursuant to 29 U.S.C. 653, 655, and 656, Secretary's Order 8-
2020 (85 FR 58393; September 18, 2020), FACA, as amended (5 U.S.C. App.
2), the implementing regulations (41 CFR part 102-3), Department of
Labor Manual Series Chapter 1-900 (August 31, 2020), and OSHA's
regulations on Advisory Committees (29 CFR part 1912).

    Signed at Washington, DC, on December 2, 2020.
Loren Sweatt,
Principal Deputy Assistant Secretary of Labor for Occupational Safety
and Health.
[FR Doc. 2020-26877 Filed 12-7-20; 8:45 am]
BILLING CODE P


[Federal Register Volume 88, Number 113 (Tuesday, June 13, 2023)]
[Proposed Rules]
[Pages 38412-38413]
[FR Doc No: 2023-12497]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2021-0850; Airspace Docket No. 21-ANM-26]
RIN 2120-AA66

Modification of Class E Airspace; Northeast Wyoming Regional
Airport, Gillette, WY

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: This action proposes to modify the Class E airspace extending
upward from 700 feet above the surface at Northeast Wyoming Regional
Airport, Gillette, WY. This action would support the safety and
management of instrument flight rules (IFR) operations at the airport.

DATES: Comments must be received on or before July 28, 2023.

ADDRESSES: Send comments identified by FAA Docket No. FAA-2021-0850 and
Airspace Docket No. 21-ANM-26 using any of the following methods:
    * Federal eRulemaking Portal: Go to www.regulations.gov and follow
the online instructions for sending your comments electronically.
    * Mail: Send comments to Docket Operations, M-30; U.S. Department
of Transportation, 1200 New Jersey Avenue SE, Room W12-140, West
Building Ground Floor, Washington, DC 20590-0001.
    * Hand Delivery or Courier: Take comments to Docket Operations in
Room W12-140 of the West Building Ground Floor at 1200 New Jersey
Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
    * Fax: Fax comments to Docket Operations at<PHONE_NUMBER>.
    Docket: Background documents or comments received may be read at
www.regulations.gov at any time. Follow the online instructions for
accessing the docket or go to the Docket Operations in Room W12-140 of
the West Building Ground Floor at 1200 New Jersey Avenue SE,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.
    FAA Order JO 7400.11G, Airspace Designations and Reporting Points,
and subsequent amendments can be viewed online at www.faa.gov/air_traffic/publications/. You may also contact the Rules and
Regulations Group, Office of Policy, Federal Aviation Administration,
800 Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-
8783.

FOR FURTHER INFORMATION CONTACT: Nathan A. Chaffman, Federal Aviation
Administration, Western Service Center, Operations Support Group, 2200
S 216th Street, Des Moines, WA 98198; telephone<PHONE_NUMBER>.

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 would modify Class E airspace to support IFR operations
at Northeast Wyoming Regional Airport, Gillette, WY.

Comments Invited

    The FAA invites interested persons to participate in this
rulemaking by submitting written comments, data, or views. Comments are
specifically invited on the overall regulatory, aeronautical, economic,
environmental, and energy-related aspects of the proposal. The most
helpful comments reference a specific portion of the proposal, explain
the reason for any recommended change, and include supporting data. To
ensure the docket does not contain duplicate comments, commenters
should submit only one time if comments are filed electronically, or
commenters should send only one copy of written comments if comments
are filed in writing.
    The FAA will file in the docket all comments it receives, as well
as a report summarizing each substantive public contact with FAA
personnel concerning this proposed rulemaking. Before acting on this
proposal, the FAA will consider all comments it receives on or before
the closing date for comments. The FAA will consider comments filed
after the comment period has closed if it is possible to do so without
incurring expense or delay. The FAA may change this proposal in light
of the comments it receives.
    Privacy: In accordance with 5 U.S.C. 553(c), DOT solicits comments
from the public to better inform its rulemaking process. DOT posts
these comments, without edit, including any personal information the
commenter provides, to www.regulations.gov, as described in the system
of records notice (DOT/ALL-14 FDMS), which can be reviewed at
www.dot.gov/privacy.

Availability of Rulemaking Documents

    An electronic copy of this document may be downloaded through the
internet at www.regulations.gov. Recently published rulemaking
documents can also be accessed through the FAA's web page at
www.faa.gov/air_traffic/publications/airspace_amendments/.
    You may review the public docket containing the proposal, any
comments received and any final disposition in person in the Dockets
Operations office (see ADDRESSES section for address, phone number, and
hours of operations). An informal docket may also be examined during
normal business hours at the Northwest Mountain Regional Office of the
Federal Aviation Administration, Air Traffic Organization, Western
Service Center, Operations Support Group, 2200 S 216th Street, Des
Moines, WA 98198.

Incorporation by Reference

    The Class E5 airspace designation is published in paragraph 6005 of
FAA Order JO 7400.11, Airspace Designations and Reporting Points, which
is incorporated by reference in 14 CFR 71.1 on an annual basis. This
document proposes to amend the current version of that order, FAA Order
JO 7400.11G, dated August 19, 2022 and effective September 15, 2022.
These updates would be published in the next update to FAA Order JO
7400.11. That order is publicly available as listed in the ADDRESSES
section of this document.
    FAA Order JO 7400.11G lists Class A, B, C, D, and E airspace areas,
air traffic service routes, and reporting points.

Background

    The proposed action within this NPRM was originally to be included
as part of the rule- making actions of Docket No. FAA-2020-0800, which
revoked the Class D airspace and modified the Class E airspace at
Northeast Wyoming Regional Airport, Gillette, WY (85 FR 57807,
September 16, 2020) but was unintentionally excluded from the rule.
This action fulfills the need for additional Class E airspace within a
5-mile radius of the airport.

The Proposal

    The FAA is proposing an amendment to 14 CFR part 71 to modify the
Class E airspace extending upward from 700 feet above the surface at
Northeast Wyoming Regional Airport, Gillette, WY. The Class E airspace
extending upward from 700 feet above the surface should be modified to
include a 5-mile radius of the airport. This area would accommodate
arriving IFR operations below 1,500 feet above the surface and
departing IFR operations until they reach 1,200 feet above the surface.

Regulatory Notices and Analyses

    The FAA has determined that this proposed 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 ``significant rule'' under 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
will only affect air traffic procedures and air navigation, it is
certified that this proposed rule, when promulgated, will not have a
significant economic impact on a substantial number of small entities
under the criteria of the Regulatory Flexibility Act.

Environmental Review

    This proposal will be subject to an environmental analysis in
accordance with FAA Order 1050.1F, ``Environmental Impacts: Policies
and Procedures'' prior to any FAA final regulatory action.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

The Proposed Amendment

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

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

0
1. The authority citation for 14 CFR 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 FAA Order JO
7400.11G, Airspace Designations and Reporting Points, dated August 19,
2022, and effective September 15, 2022, is amended as follows:

Paragraph 6005 Class E Airspace Areas Extending Upward From 700
Feet or More Above the Surface of the Earth.

* * * * *

ANM WY E5 Gillette, WY [Amended]

Northeast Wyoming Regional Airport, WY
    (Lat. 44[deg]20'56'' N., long. 105[deg]32'22'' W.)

    That airspace extending upward from 700 feet above the surface
within a 5-mile radius of the airport, and that airspace within 4
miles each side of the 170[deg] bearing extending from the 5-mile
radius to 14 miles south of the airport, and that airspace 4 miles
each side of the 350[deg] bearing extending from the 5-mile radius
to 11 miles north of the airport.
* * * * *

    Issued in Des Moines, Washington, on June 6, 2023.
B.G. Chew,
Group Manager, Operations Support Group, Western Service Center.
[FR Doc. 2023-12497 Filed 6-12-23; 8:45 am]
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