chapter 3. airspace - cloud object storage | store & … and nsas) may be found in chapter 3,...

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3−1−1General

Chapter 3. Airspace

Section 1. General

3−1−1. General

a. There are two categories of airspace or airspaceareas:

1. Regulatory (Class A, B, C, D and E airspaceareas, restricted and prohibited areas); and

2. Nonregulatory (military operations areas[MOA], warning areas, alert areas, controlled firingareas [CFA], and national security areas [NSA]).

NOTE−Additional information on special use airspace (prohibitedareas, restricted areas [permanent or temporary], warningareas, MOAs [permanent or temporary], alert areas,CFAs, and NSAs) may be found in Chapter 3, Airspace,Section 4, Special Use Airspace, paragraphs 3−4−1through 3−4−8 .

b. Within these two categories, there are fourtypes:

1. Controlled,

2. Uncontrolled,

3. Special use, and

4. Other airspace.

c. The categories and types of airspace are dictatedby:

1. The complexity or density of aircraftmovements,

2. The nature of the operations conductedwithin the airspace,

3. The level of safety required, and

4. The national and public interest.

d. It is important that pilots be familiar with theoperational requirements for each of the various typesor classes of airspace. Subsequent sections will covereach class in sufficient detail to facilitateunderstanding.

3−1−2. General Dimensions of AirspaceSegments

Refer to Code of Federal Regulations (CFR) forspecific dimensions, exceptions, geographical areascovered, exclusions, specific transponder or equip-ment requirements, and flight operations.

3−1−3. Hierarchy of Overlapping AirspaceDesignations

a. When overlapping airspace designations applyto the same airspace, the operating rules associatedwith the more restrictive airspace designation apply.

b. For the purpose of clarification:

1. Class A airspace is more restrictive thanClass B, Class C, Class D, Class E, or Class Gairspace;

2. Class B airspace is more restrictive thanClass C, Class D, Class E, or Class G airspace;

3. Class C airspace is more restrictive thanClass D, Class E, or Class G airspace;

4. Class D airspace is more restrictive thanClass E or Class G airspace; and

5. Class E is more restrictive than Class Gairspace.

3−1−4. Basic VFR Weather Minimums

a. No person may operate an aircraft under basicVFR when the flight visibility is less, or at a distancefrom clouds that is less, than that prescribed for thecorresponding altitude and class of airspace. (See TBL 3−1−1.)

NOTE−Student pilots must comply with 14 CFR Section 61.89(a)(6) and (7).

b. Except as provided in 14 CFR Section 91.157,Special VFR Weather Minimums, no person mayoperate an aircraft beneath the ceiling under VFRwithin the lateral boundaries of controlled airspacedesignated to the surface for an airport when theceiling is less than 1,000 feet. (See 14 CFRSection 91.155(c).)

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3−1−2 General

TBL 3−1−1

Basic VFR Weather Minimums

Airspace Flight Visibility Distance from Clouds

Class A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Not Applicable Not Applicable

Class B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles Clear of Clouds

Class C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below1,000 feet above2,000 feet horizontal

Class D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below1,000 feet above2,000 feet horizontal

Class ELess than 10,000 feet MSL . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below

1,000 feet above2,000 feet horizontal

At or above 10,000 feet MSL . . . . . . . . . . . . . . . . . . . . . . 5 statute miles 1,000 feet below1,000 feet above1 statute mile horizontal

Class G1,200 feet or less above the surface (regardless of MSLaltitude).

Day, except as provided in section 91.155(b) . . . . . . . . . . 1 statute mile Clear of clouds

Night, except as provided in section 91.155(b) . . . . . . . . . 3 statute miles 500 feet below1,000 feet above2,000 feet horizontal

More than 1,200 feet above the surface but less than10,000 feet MSL.

Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 statute mile 500 feet below1,000 feet above2,000 feet horizontal

Night . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below1,000 feet above2,000 feet horizontal

More than 1,200 feet above the surface and at or above10,000 feet MSL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 statute miles 1,000 feet below1,000 feet above1 statute mile horizontal

3−1−5. VFR Cruising Altitudes and Flight Levels(See TBL 3−1−2.)

TBL 3−1−2

VFR Cruising Altitudes and Flight Levels

If your magnetic course (ground track) is:

And you are more than 3,000 feet above thesurface but below 18,000 feet MSL, fly:

And you are above 18,000 feetMSL to FL 290, fly:

0� to 179� . . . . . . . . . . . . . . . . Odd thousands MSL, plus 500 feet (3,500; 5,500; 7,500, etc.)

Odd Flight Levels plus 500 feet(FL 195; FL 215; FL 235, etc.)

180� to 359� . . . . . . . . . . . . . . Even thousands MSL, plus 500 feet (4,500; 6,500; 8,500, etc.)

Even Flight Levels plus 500 feet(FL 185; FL 205; FL 225, etc.)

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3−2−1Controlled Airspace

Section 2. Controlled Airspace

3−2−1. General

a. Controlled Airspace. A generic term thatcovers the different classification of airspace(Class A, Class B, Class C, Class D, and Class Eairspace) and defined dimensions within which airtraffic control service is provided to IFR flights andto VFR flights in accordance with the airspaceclassification. (See FIG 3−2−1.)

b. IFR Requirements. IFR operations in anyclass of controlled airspace requires that a pilot mustfile an IFR flight plan and receive an appropriate ATCclearance.

c. IFR Separation. Standard IFR separation isprovided to all aircraft operating under IFR incontrolled airspace.

d. VFR Requirements. It is the responsibility ofthe pilot to ensure that ATC clearance or radiocommunication requirements are met prior to entry

into Class B, Class C, or Class D airspace. The pilotretains this responsibility when receiving ATC radaradvisories. (See 14 CFR Part 91.)

e. Traffic Advisories. Traffic advisories will beprovided to all aircraft as the controller’s worksituation permits.

f. Safety Alerts. Safety Alerts are mandatoryservices and are provided to ALL aircraft. There aretwo types of Safety Alerts:

1. Terrain/Obstruction Alert. A Terrain/Obstruction Alert is issued when, in the controller’sjudgment, an aircraft’s altitude places it in unsafeproximity to terrain and/or obstructions; and

2. Aircraft Conflict/Mode C Intruder Alert. An Aircraft Conflict/Mode C Intruder Alert is issuedif the controller observes another aircraft whichplaces it in an unsafe proximity. When feasible, thecontroller will offer the pilot an alternative course ofaction.

FIG 3−2−1

Airspace Classes

MSL - mean sea levelAGL - above ground levelFL - flight level

CLASS BCLASS B

CLASS CCLASS C

CLASS ECLASS E

CLASS DCLASS D

CLASS GCLASS GCLASS GCLASS GCLASS GCLASS G

NontoweredAirport

NontoweredAirport

FL 60018,000 MSLFL 60018,000 MSL

14,500 MSL14,500 MSL

1,200 AGL700 AGL

CLASS ACLASS A

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3−2−2 Controlled Airspace

g. Ultralight Vehicles. No person may operate anultralight vehicle within Class A, Class B, Class C, orClass D airspace or within the lateral boundaries ofthe surface area of Class E airspace designated for anairport unless that person has prior authorization fromthe ATC facility having jurisdiction over thatairspace. (See 14 CFR Part 103.)

h. Unmanned Free Balloons. Unless otherwiseauthorized by ATC, no person may operate anunmanned free balloon below 2,000 feet above thesurface within the lateral boundaries of Class B,Class C, Class D, or Class E airspace designated foran airport. (See 14 CFR Part 101.)

i. Parachute Jumps. No person may make aparachute jump, and no pilot−in−command mayallow a parachute jump to be made from that aircraft,in or into Class A, Class B, Class C, or Class Dairspace without, or in violation of, the terms of anATC authorization issued by the ATC facility havingjurisdiction over the airspace. (See 14 CFR Part 105.)

3−2−2. Class A Airspace

a. Definition. Generally, that airspace from18,000 feet MSL up to and including FL 600,including the airspace overlying the waters within12 nautical miles off the coast of the 48 contiguousStates and Alaska; and designated internationalairspace beyond 12 nautical miles off the coast of the48 contiguous States and Alaska within areas ofdomestic radio navigational signal or ATC radarcoverage, and within which domestic procedures areapplied.

b. Operating Rules and Pilot/EquipmentRequirements. Unless otherwise authorized, allpersons must operate their aircraft under IFR. (See14 CFR Section 71.33 and 14 CFR Section 91.167through 14 CFR Section 91.193.)

c. Charts. Class A airspace is not specificallycharted.

3−2−3. Class B Airspace

a. Definition. Generally, that airspace from thesurface to 10,000 feet MSL surrounding the nation’sbusiest airports in terms of IFR operations orpassenger enplanements. The configuration of eachClass B airspace area is individually tailored and

consists of a surface area and two or more layers(some Class B airspace areas resemble upside-downwedding cakes), and is designed to contain allpublished instrument procedures once an aircraftenters the airspace. An ATC clearance is required forall aircraft to operate in the area, and all aircraft thatare so cleared receive separation services within theairspace. The cloud clearance requirement for VFRoperations is “clear of clouds.”

b. Operating Rules and Pilot/EquipmentRequirements for VFR Operations. Regardless ofweather conditions, an ATC clearance is requiredprior to operating within Class B airspace. Pilotsshould not request a clearance to operate withinClass B airspace unless the requirements of 14 CFRSection 91.215 and 14 CFR Section 91.131 are met.Included among these requirements are:

1. Unless otherwise authorized by ATC, aircraftmust be equipped with an operable two-way radiocapable of communicating with ATC on appropriatefrequencies for that Class B airspace.

2. No person may take off or land a civil aircraftat the following primary airports within Class Bairspace unless the pilot−in−command holds at leasta private pilot certificate:

(a) Andrews Air Force Base, MD

(b) Atlanta Hartsfield Airport, GA

(c) Boston Logan Airport, MA

(d) Chicago O’Hare Intl. Airport, IL

(e) Dallas/Fort Worth Intl. Airport, TX

(f) Los Angeles Intl. Airport, CA

(g) Miami Intl. Airport, FL

(h) Newark Intl. Airport, NJ

(i) New York Kennedy Airport, NY

(j) New York La Guardia Airport, NY

(k) Ronald Reagan Washington NationalAirport, DC

(l) San Francisco Intl. Airport, CA

3. No person may take off or land a civil aircraftat an airport within Class B airspace or operate a civilaircraft within Class B airspace unless:

(a) The pilot−in−command holds at least aprivate pilot certificate; or

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(b) The aircraft is operated by a student pilotor recreational pilot who seeks private pilotcertification and has met the requirements of 14 CFRSection 61.95.

4. Unless otherwise authorized by ATC, eachperson operating a large turbine engine-poweredairplane to or from a primary airport must operate ator above the designated floors while within the laterallimits of Class B airspace.

5. Unless otherwise authorized by ATC, eachaircraft must be equipped as follows:

(a) For IFR operations, an operable VOR orTACAN receiver or an operable and suitable RNAVsystem; and

(b) For all operations, a two-way radiocapable of communications with ATC on appropriatefrequencies for that area; and

(c) Unless otherwise authorized by ATC, anoperable radar beacon transponder with automaticaltitude reporting equipment.

NOTE−ATC may, upon notification, immediately authorize adeviation from the altitude reporting equipment require-ment; however, a request for a deviation from the 4096transponder equipment requirement must be submitted tothe controlling ATC facility at least one hour before theproposed operation.

REFERENCE−AIM, Paragraph 4−1−20 , Transponder Operation

6. Mode C Veil. The airspace within 30 nauti-cal miles of an airport listed in Appendix D, Section 1of 14 CFR Part 91 (generally primary airports withinClass B airspace areas), from the surface upward to10,000 feet MSL. Unless otherwise authorized byATC, aircraft operating within this airspace must beequipped with automatic pressure altitude reportingequipment having Mode C capability.

However, an aircraft that was not originallycertificated with an engine−driven electrical systemor which has not subsequently been certified with asystem installed may conduct operations within aMode C veil provided the aircraft remains outsideClass A, B or C airspace; and below the altitude of theceiling of a Class B or Class C airspace areadesignated for an airport or 10,000 feet MSL,whichever is lower.

c. Charts. Class B airspace is charted onSectional Charts, IFR En Route Low Altitude, andTerminal Area Charts.

d. Flight Procedures.

1. Flights. Aircraft within Class B airspace arerequired to operate in accordance with current IFRprocedures. A clearance for a visual approach to aprimary airport is not authorization for turbine−powered airplanes to operate below the designatedfloors of the Class B airspace.

2. VFR Flights.

(a) Arriving aircraft must obtain an ATCclearance prior to entering Class B airspace and mustcontact ATC on the appropriate frequency, and inrelation to geographical fixes shown on local charts.Although a pilot may be operating beneath the floorof the Class B airspace on initial contact,communications with ATC should be established inrelation to the points indicated for spacing andsequencing purposes.

(b) Departing aircraft require a clearance todepart Class B airspace and should advise theclearance delivery position of their intended altitudeand route of flight. ATC will normally advise VFRaircraft when leaving the geographical limits of theClass B airspace. Radar service is not automaticallyterminated with this advisory unless specificallystated by the controller.

(c) Aircraft not landing or departing theprimary airport may obtain an ATC clearance totransit the Class B airspace when traffic conditionspermit and provided the requirements of 14 CFRSection 91.131 are met. Such VFR aircraft areencouraged, to the extent possible, to operate ataltitudes above or below the Class B airspace ortransit through established VFR corridors. Pilotsoperating in VFR corridors are urged to use frequency122.750 MHz for the exchange of aircraft positioninformation.

e. ATC Clearances and Separation. An ATCclearance is required to enter and operate withinClass B airspace. VFR pilots are provided sequenc-ing and separation from other aircraft while operatingwithin Class B airspace.

REFERENCE−AIM, Paragraph 4−1−18 , Terminal Radar Services for VFR Aircraft

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NOTE−1. Separation and sequencing of VFR aircraft will besuspended in the event of a radar outage as this service isdependent on radar. The pilot will be advised that theservice is not available and issued wind, runwayinformation and the time or place to contact the tower.

2. Separation of VFR aircraft will be suspended duringCENRAP operations. Traffic advisories and sequencing tothe primary airport will be provided on a workloadpermitting basis. The pilot will be advised when centerradar presentation (CENRAP) is in use.

1. VFR aircraft are separated from all VFR/IFRaircraft which weigh 19,000 pounds or less by aminimum of:

(a) Target resolution, or

(b) 500 feet vertical separation, or

(c) Visual separation.

2. VFR aircraft are separated from all VFR/IFRaircraft which weigh more than 19,000 and turbojetsby no less than:

(a) 1 1/2 miles lateral separation, or

(b) 500 feet vertical separation, or

(c) Visual separation.

3. This program is not to be interpreted asrelieving pilots of their responsibilities to see andavoid other traffic operating in basic VFR weatherconditions, to adjust their operations and flight pathas necessary to preclude serious wake encounters, tomaintain appropriate terrain and obstruction clear-ance or to remain in weather conditions equal to orbetter than the minimums required by 14 CFRSection 91.155. Approach control should be advisedand a revised clearance or instruction obtained whencompliance with an assigned route, heading and/oraltitude is likely to compromise pilot responsibilitywith respect to terrain and obstruction clearance,vortex exposure, and weather minimums.

4. ATC may assign altitudes to VFR aircraft thatdo not conform to 14 CFR Section 91.159.“RESUME APPROPRIATE VFR ALTITUDES”will be broadcast when the altitude assignment is nolonger needed for separation or when leaving Class Bairspace. Pilots must return to an altitude thatconforms to 14 CFR Section 91.159.

f. Proximity operations. VFR aircraft operatingin proximity to Class B airspace are cautioned against

operating too closely to the boundaries, especiallywhere the floor of the Class B airspace is 3,000 feetor less above the surface or where VFR cruisealtitudes are at or near the floor of higher levels.Observance of this precaution will reduce thepotential for encountering an aircraft operating at thealtitudes of Class B floors. Additionally, VFR aircraftare encouraged to utilize the VFR Planning Chart asa tool for planning flight in proximity to Class Bairspace. Charted VFR Flyway Planning Charts arepublished on the back of the existing VFR TerminalArea Charts.

3−2−4. Class C Airspace

a. Definition. Generally, that airspace from thesurface to 4,000 feet above the airport elevation(charted in MSL) surrounding those airports that havean operational control tower, are serviced by a radarapproach control, and that have a certain number ofIFR operations or passenger enplanements. Althoughthe configuration of each Class C airspace area isindividually tailored, the airspace usually consists ofa 5 NM radius core surface area that extends from thesurface up to 4,000 feet above the airport elevation,and a 10 NM radius shelf area that extends no lowerthan 1,200 feet up to 4,000 feet above the airportelevation.

b. Charts. Class C airspace is charted onSectional Charts, IFR En Route Low Altitude, andTerminal Area Charts where appropriate.

c. Operating Rules and Pilot/EquipmentRequirements:

1. Pilot Certification. No specific certifica-tion required.

2. Equipment.

(a) Two-way radio; and

(b) Unless otherwise authorized by ATC, anoperable radar beacon transponder with automaticaltitude reporting equipment.

NOTE−See paragraph 4−1−20, Transponder Operation, subpara-graph f2(c) for Mode C transponder requirements foroperating above Class C airspace.

3. Arrival or Through Flight Entry Require-ments. Two-way radio communication must beestablished with the ATC facility providing ATCservices prior to entry and thereafter maintain thosecommunications while in Class C airspace. Pilots of

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arriving aircraft should contact the Class C airspaceATC facility on the publicized frequency and givetheir position, altitude, radar beacon code, destina-tion, and request Class C service. Radio contactshould be initiated far enough from the Class Cairspace boundary to preclude entering Class Cairspace before two-way radio communications areestablished.

NOTE−1. If the controller responds to a radio call with, “(aircraftcallsign) standby,” radio communications have beenestablished and the pilot can enter the Class C airspace.

2. If workload or traffic conditions prevent immediateprovision of Class C services, the controller will inform thepilot to remain outside the Class C airspace untilconditions permit the services to be provided.

3. It is important to understand that if the controllerresponds to the initial radio call without using the aircraftidentification, radio communications have not beenestablished and the pilot may not enter the Class Cairspace.

4. Though not requiring regulatory action, Class Cairspace areas have a procedural Outer Area. Normallythis area is 20 NM from the primary Class C airspaceairport. Its vertical limit extends from the lower limits ofradio/radar coverage up to the ceiling of the approachcontrol’s delegated airspace, excluding the Class Cairspace itself, and other airspace as appropriate. (Thisouter area is not charted.)

5. Pilots approaching an airport with Class C serviceshould be aware that if they descend below the base altitudeof the 5 to 10 mile shelf during an instrument or visualapproach, they may encounter nontransponder, VFRaircraft.

EXAMPLE−1. [Aircraft callsign] “remain outside the Class Charlieairspace and standby.”

2. “Aircraft calling Dulles approach control, standby.”

4. Departures from:

(a) A primary or satellite airport with anoperating control tower. Two-way radio communica-tions must be established and maintained with thecontrol tower, and thereafter as instructed by ATCwhile operating in Class C airspace.

(b) A satellite airport without an operatingcontrol tower. Two-way radio communications mustbe established as soon as practicable after departingwith the ATC facility having jurisdiction over theClass C airspace.

5. Aircraft Speed. Unless otherwise autho-rized or required by ATC, no person may operate anaircraft at or below 2,500 feet above the surfacewithin 4 nautical miles of the primary airport of aClass C airspace area at an indicated airspeed of morethan 200 knots (230 mph).

d. Air Traffic Services. When two-way radiocommunications and radar contact are established, allVFR aircraft are:

1. Sequenced to the primary airport.

2. Provided Class C services within the Class Cairspace and the outer area.

3. Provided basic radar services beyond theouter area on a workload permitting basis. This can beterminated by the controller if workload dictates.

e. Aircraft Separation. Separation is providedwithin the Class C airspace and the outer area aftertwo-way radio communications and radar contact areestablished. VFR aircraft are separated from IFRaircraft within the Class C airspace by any of thefollowing:

1. Visual separation.

2. 500 feet vertical separation.

3. Target resolution.

4. Wake turbulence separation will be providedto all aircraft operating:

(a) Behind and less than 1,000 feet belowsuper or heavy aircraft,

(b) To small aircraft operating behind and lessthan 500 feet below B757 aircraft, and

(c) To small aircraft following a large aircrafton final approach.

NOTE−1. Separation and sequencing of VFR aircraft will besuspended in the event of a radar outage as this service isdependent on radar. The pilot will be advised that theservice is not available and issued wind, runwayinformation and the time or place to contact the tower.

2. Separation of VFR aircraft will be suspended duringCENRAP operations. Traffic advisories and sequencing tothe primary airport will be provided on a workloadpermitting basis. The pilot will be advised when CENRAPis in use.

3. Pilot participation is voluntary within the outer areaand can be discontinued, within the outer area, at the pilot’srequest. Class C services will be provided in the outer areaunless the pilot requests termination of the service.

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4. Some facilities provide Class C services only duringpublished hours. At other times, terminal IFR radar servicewill be provided. It is important to note that thecommunications and transponder requirements aredependent of the class of airspace established outside of thepublished hours.

f. Secondary Airports

1. In some locations Class C airspace mayoverlie the Class D surface area of a secondaryairport. In order to allow that control tower to provideservice to aircraft, portions of the overlappingClass C airspace may be procedurally excluded whenthe secondary airport tower is in operation. Aircraftoperating in these procedurally excluded areas willonly be provided airport traffic control services whenin communication with the secondary airport tower.

2. Aircraft proceeding inbound to a satelliteairport will be terminated at a sufficient distance toallow time to change to the appropriate tower oradvisory frequency. Class C services to these aircraftwill be discontinued when the aircraft is instructed tocontact the tower or change to advisory frequency.

3. Aircraft departing secondary controlledairports will not receive Class C services until theyhave been radar identified and two-way communica-tions have been established with the Class C airspacefacility.

4. This program is not to be interpreted asrelieving pilots of their responsibilities to see andavoid other traffic operating in basic VFR weatherconditions, to adjust their operations and flight pathas necessary to preclude serious wake encounters, tomaintain appropriate terrain and obstruction clear-ance or to remain in weather conditions equal to orbetter than the minimums required by 14 CFRSection 91.155. Approach control should be advisedand a revised clearance or instruction obtained whencompliance with an assigned route, heading and/oraltitude is likely to compromise pilot responsibilitywith respect to terrain and obstruction clearance,vortex exposure, and weather minimums.

g. Class C Airspace Areas by State

These states currently have designated Class Cairspace areas that are depicted on sectional charts.Pilots should consult current sectional charts andNOTAMs for the latest information on servicesavailable. Pilots should be aware that some Class C

airspace underlies or is adjacent to Class B airspace.(See TBL 3−2−1.)

TBL 3−2−1

Class C Airspace Areas by State

State/City AirportALABAMABirmingham . . . . . . . . . Birmingham−Shuttlesworth

InternationalHuntsville . . . . . . . . . . . International−Carl T Jones FldMobile . . . . . . . . . . . . . . Regional

ALASKAAnchorage . . . . . . . . . . . Ted Stevens International

ARIZONADavis−Monthan . . . . . . . AFBTucson . . . . . . . . . . . . . . International

ARKANSASFayetteville (Springdale) Northwest Arkansas RegionalLittle Rock . . . . . . . . . . Adams Field

CALIFORNIABeale . . . . . . . . . . . . . . . AFBBurbank . . . . . . . . . . . . Bob HopeFresno . . . . . . . . . . . . . . Yosemite InternationalMonterey . . . . . . . . . . . . PeninsulaOakland . . . . . . . . . . . . . Metropolitan Oakland

InternationalOntario . . . . . . . . . . . . . InternationalRiverside . . . . . . . . . . . . March AFBSacramento . . . . . . . . . . InternationalSan Jose . . . . . . . . . . . . Norman Y. Mineta InternationalSanta Ana . . . . . . . . . . . John Wayne/Orange CountySanta Barbara . . . . . . . . Municipal

COLORADOColorado Springs . . . . . Municipal

CONNECTICUTWindsor Locks . . . . . . . Bradley International

FLORIDADaytona Beach . . . . . . . InternationalFort Lauderdale . . . . . . . Hollywood InternationalFort Myers . . . . . . . . . . SW Florida RegionalJacksonville . . . . . . . . . . InternationalOrlando . . . . . . . . . . . . . Sanford InternationalPalm Beach . . . . . . . . . . InternationalPensacola . . . . . . . . . . . NASPensacola . . . . . . . . . . . RegionalSarasota . . . . . . . . . . . . . Bradenton InternationalTallahassee . . . . . . . . . . RegionalWhiting . . . . . . . . . . . . . NAS

GEORGIASavannah . . . . . . . . . . . . Hilton Head International

HAWAIIKahului . . . . . . . . . . . . . Kahului

IDAHOBoise . . . . . . . . . . . . . . . Air Terminal

ILLINOISChampaign . . . . . . . . . . Urbana U of Illinois−Willard

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State/City AirportChicago . . . . . . . . . . . . . Midway InternationalMoline . . . . . . . . . . . . . . Quad City InternationalPeoria . . . . . . . . . . . . . . Greater Peoria RegionalSpringfield . . . . . . . . . . Abraham Lincoln Capital

INDIANAEvansville . . . . . . . . . . . RegionalFort Wayne . . . . . . . . . . InternationalIndianapolis . . . . . . . . . . InternationalSouth Bend . . . . . . . . . . Regional

IOWACedar Rapids . . . . . . . . . The Eastern IowaDes Moines . . . . . . . . . . International

KANSASWichita . . . . . . . . . . . . . Mid−Continent

KENTUCKYLexington . . . . . . . . . . . Blue GrassLouisville . . . . . . . . . . . International−Standiford Field

LOUISIANABaton Rouge . . . . . . . . . Metropolitan, Ryan FieldLafayette . . . . . . . . . . . . RegionalShreveport . . . . . . . . . . . Barksdale AFBShreveport . . . . . . . . . . . Regional

MAINEBangor . . . . . . . . . . . . . InternationalPortland . . . . . . . . . . . . . International Jetport

MICHIGANFlint . . . . . . . . . . . . . . . . Bishop InternationalGrand Rapids . . . . . . . . Gerald R. Ford InternationalLansing . . . . . . . . . . . . . Capital City

MISSISSIPPIColumbus . . . . . . . . . . . AFBJackson . . . . . . . . . . . . . Jackson−Evers International

MISSOURISpringfield . . . . . . . . . . Springfield−Branson National

MONTANABillings . . . . . . . . . . . . . Logan International

NEBRASKALincoln . . . . . . . . . . . . . LincolnOmaha . . . . . . . . . . . . . . Eppley AirfieldOffutt . . . . . . . . . . . . . . . AFB

NEVADAReno . . . . . . . . . . . . . . . Reno/Tahoe International

NEW HAMPSHIREManchester . . . . . . . . . . Manchester

NEW JERSEYAtlantic City . . . . . . . . . International

NEW MEXICOAlbuquerque . . . . . . . . . International Sunport

NEW YORKAlbany . . . . . . . . . . . . . InternationalBuffalo . . . . . . . . . . . . . Niagara InternationalIslip . . . . . . . . . . . . . . . . Long Island MacArthurRochester . . . . . . . . . . . Greater Rochester InternationalSyracuse . . . . . . . . . . . . Hancock International

State/City AirportNORTH CAROLINAAsheville . . . . . . . . . . . RegionalFayetteville . . . . . . . . . . Regional/Grannis FieldGreensboro . . . . . . . . . . Piedmont Triad InternationalPope . . . . . . . . . . . . . . . AFBRaleigh . . . . . . . . . . . . . Raleigh−Durham International

OHIOAkron . . . . . . . . . . . . . . Akron−Canton RegionalColumbus . . . . . . . . . . . Port Columbus InternationalDayton . . . . . . . . . . . . . James M. Cox InternationalToledo . . . . . . . . . . . . . . Express

OKLAHOMAOklahoma City . . . . . . . Will Rogers WorldTinker . . . . . . . . . . . . . . AFBTulsa . . . . . . . . . . . . . . . International

OREGONPortland . . . . . . . . . . . . . International

PENNSYLVANIAAllentown . . . . . . . . . . . Lehigh Valley International

PUERTO RICOSan Juan . . . . . . . . . . . . Luis Munoz Marin International

RHODE ISLANDProvidence . . . . . . . . . . Theodore Francis Green State

SOUTH CAROLINACharleston . . . . . . . . . . . AFB/InternationalColumbia . . . . . . . . . . . . MetropolitanGreer . . . . . . . . . . . . . . . Greenville−Spartanburg

InternationalMyrtle Beach . . . . . . . . Myrtle Beach InternationalShaw . . . . . . . . . . . . . . . AFB

TENNESSEEChattanooga . . . . . . . . . Lovell FieldKnoxville . . . . . . . . . . . McGhee TysonNashville . . . . . . . . . . . . International

TEXASAbilene . . . . . . . . . . . . . RegionalAmarillo . . . . . . . . . . . . Rick Husband InternationalAustin . . . . . . . . . . . . . . Austin−Bergstrom InternationalCorpus Christi . . . . . . . . InternationalDyess . . . . . . . . . . . . . . AFBEl Paso . . . . . . . . . . . . . InternationalHarlingen . . . . . . . . . . . Valley InternationalLaughlin . . . . . . . . . . . . AFBLubbock . . . . . . . . . . . . Preston Smith InternationalMidland . . . . . . . . . . . . . InternationalSan Antonio . . . . . . . . . International

VERMONT

Burlington . . . . . . . . . . . International

VIRGIN ISLANDS

St. Thomas . . . . . . . . . . Charlotte Amalie Cyril E. King

VIRGINIARichmond . . . . . . . . . . . InternationalNorfolk . . . . . . . . . . . . . International

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State/City AirportRoanoke . . . . . . . . . . . . Regional/Woodrum Field

WASHINGTONPoint Roberts . . . . . . . . Vancouver InternationalSpokane . . . . . . . . . . . . Fairchild AFBSpokane . . . . . . . . . . . . InternationalWhidbey Island . . . . . . . NAS, Ault Field

WEST VIRGINIACharleston . . . . . . . . . . . Yeager

WISCONSINGreen Bay . . . . . . . . . . . Austin Straubel InternationalMadison . . . . . . . . . . . . Dane County Regional−Traux

FieldMilwaukee . . . . . . . . . . General Mitchell International

3−2−5. Class D Airspace

a. Definition. Generally, Class D airspace ex-tends upward from the surface to 2,500 feet above theairport elevation (charted in MSL) surrounding thoseairports that have an operational control tower. Theconfiguration of each Class D airspace area isindividually tailored and when instrument proce-dures are published, the airspace will normally bedesigned to contain the procedures.

1. Class D surface areas may be designated asfull-time (24 hour tower operations) or part-time.Part-time Class D effective times are published in theChart Supplement U.S.

2. Where a Class D surface area is part-time, theairspace may revert to either a Class E surface area(see paragraph 3−2−6e1) or Class G airspace. Whena part–time Class D surface area changes to Class G,the surface area becomes Class G airspace up to, butnot including, the overlying controlled airspace.

NOTE−1. The airport listing in the Chart Supplement U.S. willstate the part–time surface area status (for example, “othertimes CLASS E” or “other times CLASS G”).

2. Normally, the overlying controlled airspace is the ClassE transition area airspace that begins at either 700 feetAGL (charted as magenta vignette) or 1200 feet AGL(charted as blue vignette). This may be determined byconsulting the applicable VFR Sectional or Terminal AreaCharts.

b. Operating Rules and Pilot/EquipmentRequirements:


2. Equipment. Unless otherwise authorizedby ATC, an operable two−way radio is required.

3. Arrival or Through Flight EntryRequirements. Two−way radio communicationmust be established with the ATC facility providingATC services prior to entry and thereafter maintainthose communications while in the Class D airspace.Pilots of arriving aircraft should contact the controltower on the publicized frequency and give theirposition, altitude, destination, and any request(s).Radio contact should be initiated far enough from theClass D airspace boundary to preclude entering theClass D airspace before two−way radio communica-tions are established.

NOTE−1. If the controller responds to a radio call with, “[aircraftcallsign] standby,” radio communications have beenestablished and the pilot can enter the Class D airspace.

2. If workload or traffic conditions prevent immediateentry into Class D airspace, the controller will inform thepilot to remain outside the Class D airspace untilconditions permit entry.

EXAMPLE−1. “[Aircraft callsign] remain outside the Class Deltaairspace and standby.”It is important to understand that if the controller respondsto the initial radio call without using the aircraft callsign,radio communications have not been established and thepilot may not enter the Class D airspace.

2. “Aircraft calling Manassas tower standby.”At those airports where the control tower does not operate24 hours a day, the operating hours of the tower will belisted on the appropriate charts and in the ChartSupplement U.S. During the hours the tower is not inoperation, the Class E surface area rules or a combinationof Class E rules to 700 feet above ground level and ClassG rules to the surface will become applicable. Check theChart Supplement U.S. for specifics.

4. Departures from:

(a) A primary or satellite airport with anoperating control tower. Two-way radio communica-tions must be established and maintained with thecontrol tower, and thereafter as instructed by ATCwhile operating in the Class D airspace.

(b) A satellite airport without an operatingcontrol tower. Two-way radio communications mustbe established as soon as practicable after departingwith the ATC facility having jurisdiction over theClass D airspace as soon as practicable afterdeparting.

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5. Aircraft Speed. Unless otherwise autho-rized or required by ATC, no person may operate anaircraft at or below 2,500 feet above the surfacewithin 4 nautical miles of the primary airport of aClass D airspace area at an indicated airspeed of morethan 200 knots (230 mph).

c. Class D airspace areas are depicted on Sectionaland Terminal charts with blue segmented lines, andon IFR En Route Lows with a boxed [D].

d. Surface area arrival extensions:

1. Class D surface area arrival extensions forinstrument approach procedures may be Class D orClass E airspace. As a general rule, if all extensionsare 2 miles or less, they remain part of the Class Dsurface area. However, if any one extension is greaterthan 2 miles, then all extensions will be Class Eairspace.

2. Surface area arrival extensions are effectiveduring the published times of the surface area. Forpart–time Class D surface areas that revert to Class Eairspace, the arrival extensions will remain in effectas Class E airspace. For part–time Class D surfaceareas that change to Class G airspace, the arrivalextensions will become Class G at the same time.

e. Separation for VFR Aircraft. No separationservices are provided to VFR aircraft.

3−2−6. Class E Airspace

a. Definition. Class E airspace is controlledairspace that is designated to serve a variety ofterminal or en route purposes as described in thisparagraph.

b. Operating Rules and Pilot/EquipmentRequirements:


2. Equipment. No specific equipmentrequired by the airspace.

3. Arrival or Through Flight Entry Require-ments. No specific requirements.

c. Charts. Class E airspace below 14,500 feetMSL is charted on Sectional, Terminal, and IFREnroute Low Altitude charts.

d. Vertical limits. Except where designated at alower altitude (see paragraph 3−2−6e, below, for

specifics), Class E airspace in the United Statesconsists of:

1. The airspace extending upward from 14,500feet MSL to, but not including, 18,000 feet MSLoverlying the 48 contiguous states, the District ofColumbia and Alaska, including the waters withinnautical 12 miles from the coast of the 48 contiguousstates and Alaska; excluding:

(a) The Alaska peninsula west of longit-ude 160�00'00''W.; and

(b) The airspace below 1,500 feet above thesurface of the earth unless specifically designatedlower (for example, in mountainous terrain higherthan 13,000 feet MSL).

2. The airspace above FL 600 is Class Eairspace.

e. Functions of Class E Airspace. Class Eairspace may be designated for the followingpurposes:

1. Surface area designated for an airportwhere a control tower is not in operation. Class Esurface areas extend upward from the surface to adesignated altitude, or to the adjacent or overlyingcontrolled airspace. The airspace will be configuredto contain all instrument procedures.

(a) To qualify for a Class E surface area, theairport must have weather observation and reportingcapability, and communications capability must existwith aircraft down to the runway surface.

(b) A Class E surface area may also bedesignated to accommodate part-time operations at aClass C or Class D airspace location (for example,those periods when the control tower is not inoperation).

(c) Pilots should refer to the airport page inthe applicable Chart Supplement U.S. for surface areastatus information.

2. Extension to a surface area. Class Eairspace may be designated as extensions to Class B,Class C, Class D, and Class E surface areas. Class Eairspace extensions begin at the surface and extend upto the overlying controlled airspace. The extensionsprovide controlled airspace to contain standardinstrument approach procedures without imposing acommunications requirement on pilots operatingunder VFR. Surface area arrival extensions becomepart of the surface area and are in effect during thesame times as the surface area.

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NOTE−When a Class C or Class D surface area is not in effectcontinuously (for example, where a control tower onlyoperates part-time), the surface area airspace will changeto either a Class E surface area or Class G airspace. Insuch cases, the “Airspace” entry for the airport in theChart Supplement U.S. will state “other times Class E” or“other times Class G.” When a part-time surface areachanges to Class E airspace, the Class E arrival extensionswill remain in effect as Class E airspace. If a part–timeClass C, Class D, or Class E surface area becomes ClassG airspace, the arrival extensions will change to Class Gat the same time.

3. Airspace used for transition. Class Eairspace areas may be designated for transitioningaircraft to/from the terminal or en route environment.

(a) Class E transition areas extend upwardfrom either 700 feet AGL (shown as magenta vignetteon sectional charts) or 1,200 feet AGL (blue vignette)and are designated for airports with an approvedinstrument procedure.

(b) The 700-foot/1200-foot AGL Class Eairspace transition areas remain in effect continu-ously, regardless of airport operating hours or surfacearea status.

NOTE−Do not confuse the 700-foot and 1200-foot Class Etransition areas with surface areas or surface areaextensions.

4. En Route Domestic Areas. There areClass E airspace areas that extend upward from aspecified altitude and are en route domestic airspaceareas that provide controlled airspace in those areaswhere there is a requirement to provide IFR en route

ATC services but the Federal airway system isinadequate.

5. Federal Airways and Low-Altitude RNAVRoutes. Federal airways and low-altitude RNAVroutes are Class E airspace areas and, unlessotherwise specified, extend upward from 1,200 feetAGL to, but not including,18,000 feet MSL.

(a) Federal airways consist of Low/MediumFrequency (L/MF) airways (colored Federal airways)and VOR Federal airways.

(1) L/MF airways are based on non−direc-tional beacons (NDB) and are identified as green, red,amber, or blue.

(2) VOR Federal airways are based onVOR/VORTAC facilities and are identified by a “V”prefix.

(b) Low-altitude RNAV routes consist ofT-routes and helicopter RNAV routes (TK-routes).

NOTE−See AIM Paragraph 5-3-4, Airways and Route Systems, formore details and charting information.

6. Offshore Airspace Areas. There areClass E airspace areas that extend upward from aspecified altitude to, but not including, 18,000 feetMSL and are designated as offshore airspace areas.These areas provide controlled airspace beyond12 miles from the coast of the U.S. in those areaswhere there is a requirement to provide IFR en routeATC services and within which the U.S. is applyingdomestic procedures.

f. Separation for VFR Aircraft. No separationservices are provided to VFR aircraft.

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3−3−1Class G Airspace

Section 3. Class G Airspace

3−3−1. General

Class G airspace (uncontrolled) is that portion ofairspace that has not been designated as Class A,Class B, Class C, Class D, or Class E airspace.

3−3−2. VFR Requirements

Rules governing VFR flight have been adopted toassist the pilot in meeting the responsibility to see andavoid other aircraft. Minimum flight visibility anddistance from clouds required for VFR flight arecontained in 14 CFR Section 91.155.(See TBL 3−1−1.)

3−3−3. IFR Requirements

a. Title 14 CFR specifies the pilot and aircraftequipment requirements for IFR flight. Pilots arereminded that in addition to altitude or flight levelrequirements, 14 CFR Section 91.177 includes arequirement to remain at least 1,000 feet (2,000 feetin designated mountainous terrain) above the highestobstacle within a horizontal distance of 4 nauticalmiles from the course to be flown.

b. IFR Altitudes. (See TBL 3−3−1.)

TBL 3−3−1

IFR AltitudesClass G Airspace

If your magnetic course (ground track) is:

And you are below 18,000 feet MSL, fly:

0� to 179� Odd thousands MSL, (3,000; 5,000; 7,000, etc.)

180� to 359� Even thousands MSL, (2,000; 4,000; 6,000, etc.)

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3−4−1Special Use Airspace

Section 4. Special Use Airspace

3−4−1. General

a. Special use airspace (SUA) consists of thatairspace wherein activities must be confined becauseof their nature, or wherein limitations are imposedupon aircraft operations that are not a part of thoseactivities, or both. SUA areas are depicted onaeronautical charts, except for controlled firing areas(CFA), temporary military operations areas (MOA),and temporary restricted areas.

b. Prohibited and restricted areas are regulatoryspecial use airspace and are established in 14 CFRPart 73 through the rulemaking process.

c. Warning areas, MOAs, alert areas, CFAs, andnational security areas (NSA) are nonregulatoryspecial use airspace.

d. Special use airspace descriptions (except CFAs)are contained in FAA Order JO 7400.8, Special UseAirspace.

e. Permanent SUA (except CFAs) is charted onSectional Aeronautical, VFR Terminal Area, andapplicable En Route charts, and include the hours ofoperation, altitudes, and the controlling agency.

NOTE−For temporary restricted areas and temporary MOAs,pilots should review the Notices to Airman Publication(NTAP), the FAA SUA website, and/or contact theappropriate overlying ATC facility to determine the effectof non−depicted SUA areas along their routes of flight.

3−4−2. Prohibited Areas

Prohibited areas contain airspace of defineddimensions identified by an area on the surface of theearth within which the flight of aircraft is prohibited.Such areas are established for security or otherreasons associated with the national welfare. Theseareas are published in the Federal Register and aredepicted on aeronautical charts.

3−4−3. Restricted Areas

a. Restricted areas contain airspace identified byan area on the surface of the earth within which theflight of aircraft, while not wholly prohibited, issubject to restrictions. Activities within these areasmust be confined because of their nature or

limitations imposed upon aircraft operations that arenot a part of those activities or both. Restricted areasdenote the existence of unusual, often invisible,hazards to aircraft such as artillery firing, aerialgunnery, or guided missiles. Penetration of restrictedareas without authorization from the using orcontrolling agency may be extremely hazardous tothe aircraft and its occupants. Restricted areas arepublished in the Federal Register and constitute14 CFR Part 73.

b. ATC facilities apply the following procedureswhen aircraft are operating on an IFR clearance(including those cleared by ATC to maintainVFR-on-top) via a route which lies within joint-userestricted airspace.

1. If the restricted area is not active and has beenreleased to the controlling agency (FAA), the ATCfacility will allow the aircraft to operate in therestricted airspace without issuing specific clearancefor it to do so.

2. If the restricted area is active and has not beenreleased to the controlling agency (FAA), the ATCfacility will issue a clearance which will ensure theaircraft avoids the restricted airspace unless it is on anapproved altitude reservation mission or has obtainedits own permission to operate in the airspace and soinforms the controlling facility.

NOTE−The above apply only to joint-use restricted airspace andnot to prohibited and nonjoint-use airspace. For the lattercategories, the ATC facility will issue a clearance so theaircraft will avoid the restricted airspace unless it is on anapproved altitude reservation mission or has obtained itsown permission to operate in the airspace and so informsthe controlling facility.

c. Permanent restricted areas are charted onSectional Aeronautical, VFR Terminal Area, and theappropriate En Route charts.

NOTE−Temporary restricted areas are not charted.

3−4−4. Warning Areas

A warning area is airspace of defined dimensions,extending from three nautical miles outward from thecoast of the U.S., that contains activity that may behazardous to nonparticipating aircraft. The purpose

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3−4−2 Special Use Airspace

of such warning areas is to warn nonparticipatingpilots of the potential danger. A warning area may belocated over domestic or international waters or both.

3−4−5. Military Operations Areas

a. MOAs consist of airspace of defined verticaland lateral limits established for the purpose ofseparating certain military training activities fromIFR traffic. Whenever a MOA is being used,nonparticipating IFR traffic may be cleared througha MOA if IFR separation can be provided by ATC.Otherwise, ATC will reroute or restrict nonparticipat-ing IFR traffic.

b. Examples of activities conducted in MOAsinclude, but are not limited to: air combat tactics, airintercepts, aerobatics, formation training, andlow−altitude tactics. Military pilots flying in an activeMOA are exempted from the provisions of 14 CFRSection 91.303(c) and (d) which prohibits aerobaticflight within Class D and Class E surface areas, andwithin Federal airways. Additionally, the Departmentof Defense has been issued an authorization tooperate aircraft at indicated airspeeds in excess of250 knots below 10,000 feet MSL within activeMOAs.

c. Pilots operating under VFR should exerciseextreme caution while flying within a MOA whenmilitary activity is being conducted. The activitystatus (active/inactive) of MOAs may changefrequently. Therefore, pilots should contact any FSSwithin 100 miles of the area to obtain accuratereal-time information concerning the MOA hours ofoperation. Prior to entering an active MOA, pilotsshould contact the controlling agency for trafficadvisories.

d. Permanent MOAs are charted on SectionalAeronautical, VFR Terminal Area, and the appropri-ate En Route Low Altitude charts.

NOTE−Temporary MOAs are not charted.

3−4−6. Alert Areas

Alert areas are depicted on aeronautical charts toinform nonparticipating pilots of areas that may

contain a high volume of pilot training or an unusualtype of aerial activity. Pilots should be particularlyalert when flying in these areas. All activity within analert area must be conducted in accordance withCFRs, without waiver, and pilots of participatingaircraft as well as pilots transiting the area must beequally responsible for collision avoidance.

3−4−7. Controlled Firing Areas

CFAs contain activities which, if not conducted in acontrolled environment, could be hazardous tononparticipating aircraft. The distinguishing featureof the CFA, as compared to other special use airspace,is that its activities are suspended immediately whenspotter aircraft, radar, or ground lookout positionsindicate an aircraft might be approaching the area.There is no need to chart CFAs since they do not causea nonparticipating aircraft to change its flight path.

3−4−8. National Security Areas

NSAs consist of airspace of defined vertical andlateral dimensions established at locations wherethere is a requirement for increased security andsafety of ground facilities. Pilots are requested tovoluntarily avoid flying through the depicted NSA.When it is necessary to provide a greater level ofsecurity and safety, flight in NSAs may betemporarily prohibited by regulation under theprovisions of 14 CFR Section 99.7. Regulatoryprohibitions will be issued by System Operations,System Operations Airspace and AIM Office,Airspace and Rules, and disseminated via NOTAM.Inquiries about NSAs should be directed to Airspaceand Rules.

3−4−9. Obtaining Special Use AirspaceStatus

a. Pilots can request the status of SUA bycontacting the using or controlling agency. Thefrequency for the controlling agency is tabulated inthe margins of the applicable IFR and VFR charts.

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3−4−3Special Use Airspace

b. Special Use Airspace Information Service(SUAIS) (Alaska Only). The SUAIS is a 24−hourservice operated by the military that provides civilianpilots, flying VFR, with information regardingmilitary flight operations in certain MOAs andrestricted airspace within central Alaska. The serviceprovides “near real time” information on militaryflight activity in the interior Alaska MOA andRestricted Area complex. SUAIS also providesinformation on artillery firing, known helicopter

operations, and unmanned aerial vehicle operations.Pilots flying VFR are encouraged to use SUAIS. Seethe Alaska Chart Supplement for hours of operation,phone numbers, and radio frequencies.

c. Special use airspace scheduling data forpreflight planning is available via the FAA SUAwebsite. Pilots may also call Flight Services or accessthe Direct User Access Terminal System (DUATS)via the Internet for airspace schedule information.

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3−5−1Other Airspace Areas

Section 5. Other Airspace Areas

3−5−1. Airport Advisory/InformationServices

a. There are two advisory type services availableat selected airports.

1. Local Airport Advisory (LAA) service isavailable only in Alaska and is operated within 10statute miles of an airport where a control tower is notoperating but where a FSS is located on the airport. Atsuch locations, the FSS provides a complete localairport advisory service to arriving and departingaircraft. During periods of fast changing weather theFSS will automatically provide Final Guard as part ofthe service from the time the aircraft reports“on−final” or “taking−the−active−runway” until theaircraft reports “on−the−ground” or “airborne.”

NOTE−Current policy, when requesting remote ATC services,requires that a pilot monitor the automated weatherbroadcast at the landing airport prior to requesting ATCservices. The FSS automatically provides Final Guard,when appropriate, during LAA/Remote Airport Advisory(RAA) operations. Final Guard is a value addedwind/altimeter monitoring service, which provides anautomatic wind and altimeter check during active weathersituations when the pilot reports on−final or taking theactive runway. During the landing or take−off operationwhen the winds or altimeter are actively changing the FSSwill blind broadcast significant changes when thespecialist believes the change might affect the operation.Pilots should acknowledge the first wind/altimeter checkbut due to cockpit activity no acknowledgement is expectedfor the blind broadcasts. It is prudent for a pilot to reporton−the−ground or airborne to end the service.

2. Remote Airport Information Service (RAIS)is provided in support of short term special events likesmall to medium fly−ins. The service is advertised byNOTAM D only. The FSS will not have access to acontinuous readout of the current winds andaltimeter; therefore, RAIS does not include weatherand/or Final Guard service. However, known traffic,special event instructions, and all other services areprovided.

NOTE−The airport authority and/or manager should request RAISsupport on official letterhead directly with the manager ofthe FSS that will provide the service at least 60 days inadvance. Approval authority rests with the FSS managerand is based on workload and resource availability.

REFERENCE−AIM, Paragraph 4−1−9 , Traffic Advisory Practices at Airports WithoutOperating Control Towers

b. It is not mandatory that pilots participate in theAirport Advisory programs. Participation enhancessafety for everyone operating around busy GAairports; therefore, everyone is encouraged toparticipate and provide feedback that will helpimprove the program.

3−5−2. Military Training Routes

a. National security depends largely on thedeterrent effect of our airborne military forces. To beproficient, the military services must train in a widerange of airborne tactics. One phase of this traininginvolves “low level” combat tactics. The requiredmaneuvers and high speeds are such that they mayoccasionally make the see-and-avoid aspect of VFRflight more difficult without increased vigilance inareas containing such operations. In an effort toensure the greatest practical level of safety for allflight operations, the Military Training Route (MTR)program was conceived.

b. The MTR program is a joint venture by the FAAand the Department of Defense (DOD). MTRs aremutually developed for use by the military for thepurpose of conducting low-altitude, high-speedtraining. The routes above 1,500 feet AGL aredeveloped to be flown, to the maximum extentpossible, under IFR. The routes at 1,500 feet AGLand below are generally developed to be flown underVFR.

c. Generally, MTRs are established below10,000 feet MSL for operations at speeds in excess of250 knots. However, route segments may be definedat higher altitudes for purposes of route continuity.For example, route segments may be defined fordescent, climbout, and mountainous terrain. Thereare IFR and VFR routes as follows:

1. IFR Military Training Routes−(IR).Operations on these routes are conducted inaccordance with IFR regardless of weatherconditions.

2. VFR Military Training Routes−(VR).Operations on these routes are conducted inaccordance with VFR except flight visibility must be

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3−5−2 Other Airspace Areas

5 miles or more; and flights must not be conductedbelow a ceiling of less than 3,000 feet AGL.

d. Military training routes will be identified andcharted as follows:

1. Route identification.

(a) MTRs with no segment above 1,500 feetAGL must be identified by four number characters;e.g., IR1206, VR1207.

(b) MTRs that include one or more segmentsabove 1,500 feet AGL must be identified by threenumber characters; e.g., IR206, VR207.

(c) Alternate IR/VR routes or route segmentsare identified by using the basic/principal routedesignation followed by a letter suffix, e.g., IR008A,VR1007B, etc.

2. Route charting.

(a) IFR Enroute Low Altitude Chart. Thischart will depict all IR routes and all VR routes thataccommodate operations above 1,500 feet AGL.

(b) VFR Sectional AeronauticalCharts. These charts will depict military trainingactivities such as IR and VR information.

(c) Area Planning (AP/1B) Chart (DODFlight Information Publication−FLIP). This chartis published by the National Geospatial−IntelligenceAgency (NGA) primarily for military users andcontains detailed information on both IR and VRroutes.

REFERENCE−AIM, Paragraph 9−1−5 , Subparagraph a, NationalGeospatial−Intelligence Agency (NGA) Products

e. The FLIP contains charts and narrativedescriptions of these routes. To obtain thispublication contact:

Defense Logistics Agency for AviationMapping Customer Operations (DLA AVN/QAM)8000 Jefferson Davis HighwayRichmond, VA 23297−5339Toll free phone: 1−800−826−0342Commercial: 804−279−6500

This NGA FLIP is available for pilot briefings at FSSand many airports.

f. Nonparticipating aircraft are not prohibitedfrom flying within an MTR; however, extremevigilance should be exercised when conducting flight

through or near these routes. Pilots should contactFSSs within 100 NM of a particular MTR to obtaincurrent information or route usage in their vicinity.Information available includes times of scheduledactivity, altitudes in use on each route segment, andactual route width. Route width varies for each MTRand can extend several miles on either side of thecharted MTR centerline. Route width information forIR and VR MTRs is also available in the FLIP AP/1Balong with additional MTR (slow routes/air refuelingroutes) information. When requesting MTR informa-tion, pilots should give the FSS their position, routeof flight, and destination in order to reduce frequencycongestion and permit the FSS specialist to identifythe MTR which could be a factor.

3−5−3. Temporary Flight Restrictions

a. General. This paragraph describes the types ofconditions under which the FAA may imposetemporary flight restrictions. It also explains whichFAA elements have been delegated authority to issuea temporary flight restrictions NOTAM and lists thetypes of responsible agencies/offices from which theFAA will accept requests to establish temporaryflight restrictions. The 14 CFR is explicit as to whatoperations are prohibited, restricted, or allowed in atemporary flight restrictions area. Pilots are responsi-ble to comply with 14 CFR Sections 91.137, 91.138,91.141 and 91.143 when conducting flight in an areawhere a temporary flight restrictions area is in effect,and should check appropriate NOTAMs during flightplanning.

b. The purpose for establishing a temporaryflight restrictions area is to:

1. Protect persons and property in the air or onthe surface from an existing or imminent hazardassociated with an incident on the surface when thepresence of low flying aircraft would magnify, alter,spread, or compound that hazard (14 CFRSection 91.137(a)(1));

2. Provide a safe environment for the operationof disaster relief aircraft (14 CFR Sec-tion 91.137(a)(2)); or

3. Prevent an unsafe congestion of sightseeingaircraft above an incident or event which maygenerate a high degree of public interest (14 CFRSection 91.137(a)(3)).

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4. Protect declared national disasters forhumanitarian reasons in the State of Hawaii (14 CFRSection 91.138).

5. Protect the President, Vice President, or otherpublic figures (14 CFR Section 91.141).

6. Provide a safe environment for space agencyoperations (14 CFR Section 91.143).

c. Except for hijacking situations, when theprovisions of 14 CFR Section 91.137(a)(1) or (a)(2)are necessary, a temporary flight restrictions area willonly be established by or through the area manager atthe Air Route Traffic Control Center (ARTCC)having jurisdiction over the area concerned. Atemporary flight restrictions NOTAM involving theconditions of 14 CFR Section 91.137(a)(3) will beissued at the direction of the service area officedirector having oversight of the airspace concerned.When hijacking situations are involved, a temporaryflight restrictions area will be implemented throughthe TSA Aviation Command Center. The appropriateFAA air traffic element, upon receipt of such arequest, will establish a temporary flight restrictionsarea under 14 CFR Section 91.137(a)(1).

d. The FAA accepts recommendations for theestablishment of a temporary flight restrictions areaunder 14 CFR Section 91.137(a)(1) from militarymajor command headquarters, regional directors ofthe Office of Emergency Planning, Civil DefenseState Directors, State Governors, or other similarauthority. For the situations involving 14 CFRSection 91.137(a)(2), the FAA accepts recommenda-tions from military commanders serving as regional,subregional, or Search and Rescue (SAR) coordina-tors; by military commanders directing orcoordinating air operations associated with disasterrelief; or by civil authorities directing or coordinatingorganized relief air operations (includes representa-tives of the Office of Emergency Planning, U.S.Forest Service, and State aeronautical agencies).Appropriate authorities for a temporary flightrestrictions establishment under 14 CFRSection 91.137(a)(3) are any of those listed above orby State, county, or city government entities.

e. The type of restrictions issued will be kept to aminimum by the FAA consistent with achievement ofthe necessary objective. Situations which warrant theextreme restrictions of 14 CFR Section 91.137(a)(1)include, but are not limited to: toxic gas leaks or

spills, flammable agents, or fumes which if fanned byrotor or propeller wash could endanger persons orproperty on the surface, or if entered by an aircraftcould endanger persons or property in the air;imminent volcano eruptions which could endangerairborne aircraft and occupants; nuclear accident orincident; and hijackings. Situations which warrantthe restrictions associated with 14 CFR Sec-tion 91.137(a)(2) include: forest fires which arebeing fought by releasing fire retardants fromaircraft; and aircraft relief activities following adisaster (earthquake, tidal wave, flood, etc.). 14 CFRSection 91.137(a)(3) restrictions are established forevents and incidents that would attract an unsafecongestion of sightseeing aircraft.

f. The amount of airspace needed to protectpersons and property or provide a safe environmentfor rescue/relief aircraft operations is normallylimited to within 2,000 feet above the surface andwithin a 3−nautical−mile radius. Incidents occurringwithin Class B, Class C, or Class D airspace willnormally be handled through existing procedures andshould not require the issuance of a temporary flightrestrictions NOTAM. Temporary flight restrictionsaffecting airspace outside of the U.S. and itsterritories and possessions are issued with verbiageexcluding that airspace outside of the 12−mile coastallimits.

g. The FSS nearest the incident site is normally the“coordination facility.” When FAA communicationsassistance is required, the designated FSS willfunction as the primary communications facility forcoordination between emergency control authoritiesand affected aircraft. The ARTCC may act as liaisonfor the emergency control authorities if adequatecommunications cannot be established between thedesignated FSS and the relief organization. Forexample, the coordination facility may relayauthorizations from the on-scene emergency re-sponse official in cases where news media aircraftoperations are approved at the altitudes used by reliefaircraft.

h. ATC may authorize operations in a temporaryflight restrictions area under its own authority onlywhen flight restrictions are established under 14 CFRSection 91.137(a)(2) and (a)(3). The appropriateARTCC/airport traffic control tower manager will,however, ensure that such authorized flights do nothamper activities or interfere with the event for whichrestrictions were implemented. However, ATC will

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not authorize local IFR flights into the temporaryflight restrictions area.

i. To preclude misunderstanding, the implement-ing NOTAM will contain specific and formattedinformation. The facility establishing a temporaryflight restrictions area will format a NOTAMbeginning with the phrase “FLIGHT RESTRIC-TIONS” followed by: the location of the temporaryflight restrictions area; the effective period; the areadefined in statute miles; the altitudes affected; theFAA coordination facility and commercial telephonenumber; the reason for the temporary flightrestrictions; the agency directing any relief activitiesand its commercial telephone number; and otherinformation considered appropriate by the issuingauthority.

EXAMPLE−1. 14 CFR Section 91.137(a)(1):The following NOTAM prohibits all aircraft operationsexcept those specified in the NOTAM.Flight restrictions Matthews, Virginia, effective immedi-ately until 9610211200. Pursuant to 14 CFRSection 91.137(a)(1) temporary flight restrictions are ineffect. Rescue operations in progress. Only relief aircraftoperations under the direction of the Department ofDefense are authorized in the airspace at and below5,000 feet MSL within a 2−nautical−mile radius of LaserAFB, Matthews, Virginia. Commander, Laser AFB, incharge (897) 946−5543 (122.4). Steenson FSS(792) 555−6141 (123.1) is the FAA coordination facility.

2. 14 CFR Section 91.137(a)(2):The following NOTAM permits flight operations inaccordance with 14 CFR Section 91.137(a)(2). The on-siteemergency response official to authorize media aircraftoperations below the altitudes used by the relief aircraft.Flight restrictions 25 miles east of Bransome, Idaho,effective immediately until 9601202359 UTC. Pursuant to14 CFR Section 91.137(a)(2) temporary flight restrictionsare in effect within a 4−nautical−mile radius of theintersection of county roads 564 and 315 at and below3,500 feet MSL to provide a safe environment for firefighting aircraft operations. Davis County sheriff ’sdepartment (792) 555−8122 (122.9) is in charge ofon-scene emergency response activities. Glivings FSS(792) 555−1618 (122.2) is the FAA coordination facility.

3. 14 CFR Section 91.137(a)(3):The following NOTAM prohibits sightseeing aircraftoperations.Flight restrictions Brown, Tennessee, due to olympicactivity. Effective 9606181100 UTC until 9607190200

UTC. Pursuant to 14 CFR Section 91.137(a)(3) temporaryflight restrictions are in effect within a 3−nautical−mileradius of N355783/W835242 and Volunteer VORTAC 019degree radial 3.7 DME fix at and below 2,500 feet MSL.Norton FSS (423) 555−6742 (126.6) is the FAAcoordination facility.

4. 14 CFR Section 91.138:The following NOTAM prohibits all aircraft except thoseoperating under the authorization of the official in chargeof associated emergency or disaster relief responseactivities, aircraft carrying law enforcement officials,aircraft carrying personnel involved in an emergency orlegitimate scientific purposes, carrying properly accred-ited news media, and aircraft operating in accordance withan ATC clearance or instruction.Flight restrictions Kapalua, Hawaii, effective 9605101200UTC until 9605151500 UTC. Pursuant to 14 CFRSection 91.138 temporary flight restrictions are in effectwithin a 3−nautical−mile radius of N205778/W1564038and Maui/OGG/VORTAC 275 degree radial at 14.1nautical miles. John Doe 808−757−4469 or 122.4 is incharge of the operation. Honolulu/HNL 808−757−4470(123.6) FSS is the FAA coordination facility.

5. 14 CFR Section 91.141:The following NOTAM prohibits all aircraft.Flight restrictions Stillwater, Oklahoma, June 21, 1996.Pursuant to 14 CFR Section 91.141 aircraft flightoperations are prohibited within a 3−nautical−mile radius,below 2000 feet AGL of N360962/W970515 and theStillwater/SWO/VOR/DME 176 degree radial 3.8−nauti-cal−mile fix from 1400 local time to 1700 local timeJune 21, 1996, unless otherwise authorized by ATC.

6. 14 CFR Section 91.143:The following NOTAM prohibits any aircraft of U.S.registry, or pilot any aircraft under the authority of anairman certificate issued by the FAA.Kennedy space center space operations area effectiveimmediately until 9610152100 UTC. Pursuant to 14 CFRSection 91.143, flight operations conducted by FAAcertificated pilots or conducted in aircraft of U.S. registryare prohibited at any altitude from surface to unlimited,within the following area 30−nautical−mile radius of theMelbourne/MLB/VORTAC 010 degree radial 21−nauti-cal−mile fix. St. Petersburg, Florida/PIE/FSS813−545−1645 (122.2) is the FAA coordination facility andshould be contacted for the current status of any airspaceassociated with the space shuttle operations. This airspaceencompasses R2933, R2932, R2931, R2934, R2935,W497A and W158A. Additional warning and restrictedareas will be active in conjunction with the operations.Pilots must consult all NOTAMs regarding this operation.

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3−5−4. Parachute Jump Aircraft Operations

a. Procedures relating to parachute jump areas arecontained in 14 CFR Part 105. Tabulations ofparachute jump areas in the U.S. are contained in theChart Supplement U.S.

b. Pilots of aircraft engaged in parachute jumpoperations are reminded that all reported altitudesmust be with reference to mean sea level, or flightlevel, as appropriate, to enable ATC to providemeaningful traffic information.

c. Parachute operations in the vicinity of an airportwithout an operating control tower − there is nosubstitute for alertness while in the vicinity of anairport. It is essential that pilots conducting parachuteoperations be alert, look for other traffic, andexchange traffic information as recommended inParagraph 4−1−9, Traffic Advisory Practices atAirports Without Operating Control Towers. Inaddition, pilots should avoid releasing parachuteswhile in an airport traffic pattern when there are otheraircraft in that pattern. Pilots should makeappropriate broadcasts on the designated CommonTraffic Advisory Frequency (CTAF), and monitorthat CTAF until all parachute activity has terminatedor the aircraft has left the area. Prior to commencinga jump operation, the pilot should broadcast the

aircraft’s altitude and position in relation to theairport, the approximate relative time when the jumpwill commence and terminate, and listen to theposition reports of other aircraft in the area.

3−5−5. Published VFR Routes

Published VFR routes for transitioning around, underand through complex airspace such as Class Bairspace were developed through a number of FAAand industry initiatives. All of the following terms,i.e., “VFR Flyway” “VFR Corridor” and “Class BAirspace VFR Transition Route” have been usedwhen referring to the same or different types of routesor airspace. The following paragraphs identify andclarify the functionality of each type of route, andspecify where and when an ATC clearance isrequired.

a. VFR Flyways.

1. VFR Flyways and their associated FlywayPlanning Charts were developed from the recommen-dations of a National Airspace Review Task Group.A VFR Flyway is defined as a general flight path notdefined as a specific course, for use by pilots inplanning flights into, out of, through or near complexterminal airspace to avoid Class B airspace. An ATCclearance is NOT required to fly these routes.

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FIG 3−5−1

VFR Flyway Planning Chart

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2. VFR Flyways are depicted on the reverse sideof some of the VFR Terminal Area Charts (TAC),commonly referred to as Class B airspace charts. (SeeFIG 3−5−1.) Eventually all TACs will include a VFRFlyway Planning Chart. These charts identify VFRflyways designed to help VFR pilots avoid majorcontrolled traffic flows. They may further depictmultiple VFR routings throughout the area whichmay be used as an alternative to flight within Class Bairspace. The ground references provide a guide forimproved visual navigation. These routes are notintended to discourage requests for VFR operationswithin Class B airspace but are designed solely toassist pilots in planning for flights under and aroundbusy Class B airspace without actually enteringClass B airspace.

3. It is very important to remember that thesesuggested routes are not sterile of other traffic. Theentire Class B airspace, and the airspace underneathit, may be heavily congested with many differenttypes of aircraft. Pilot adherence to VFR rules mustbe exercised at all times. Further, when operatingbeneath Class B airspace, communications must beestablished and maintained between your aircraft andany control tower while transiting the Class B,Class C, and Class D surface areas of those airportsunder Class B airspace.

b. VFR Corridors.

1. The design of a few of the first Class Bairspace areas provided a corridor for the passage ofuncontrolled traffic. A VFR corridor is defined asairspace through Class B airspace, with definedvertical and lateral boundaries, in which aircraft mayoperate without an ATC clearance or communicationwith air traffic control.

2. These corridors are, in effect, a “hole”through Class B airspace. (See FIG 3−5−2.) A classicexample would be the corridor through the LosAngeles Class B airspace, which has been subse-quently changed to Special Flight Rules airspace(SFR). A corridor is surrounded on all sides byClass B airspace and does not extend down to thesurface like a VFR Flyway. Because of their finitelateral and vertical limits, and the volume of VFR

traffic using a corridor, extreme caution and vigilancemust be exercised.

FIG 3−5−2

Class B Airspace

3. Because of the heavy traffic volume and theprocedures necessary to efficiently manage the flowof traffic, it has not been possible to incorporate VFRcorridors in the development or modifications ofClass B airspace in recent years.

c. Class B Airspace VFR Transition Routes.

1. To accommodate VFR traffic through certainClass B airspace, such as Seattle, Phoenix andLos Angeles, Class B Airspace VFR TransitionRoutes were developed. A Class B Airspace VFRTransition Route is defined as a specific flight coursedepicted on a TAC for transiting a specific Class Bairspace. These routes include specific ATC-assignedaltitudes, and pilots must obtain an ATC clearanceprior to entering Class B airspace on the route.

2. These routes, as depicted in FIG 3−5−3, aredesigned to show the pilot where to position theaircraft outside of, or clear of, the Class B airspacewhere an ATC clearance can normally be expectedwith minimal or no delay. Until ATC authorization isreceived, pilots must remain clear of Class Bairspace. On initial contact, pilots should advise ATCof their position, altitude, route name desired, anddirection of flight. After a clearance is received, pilotsmust fly the route as depicted and, most importantly,adhere to ATC instructions.

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FIG 3−5−3

VFR Transition Route

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3−5−6. Terminal Radar Service Area (TRSA)

a. Background. TRSAs were originally estab-lished as part of the Terminal Radar Program atselected airports. TRSAs were never controlledairspace from a regulatory standpoint because theestablishment of TRSAs was never subject to therulemaking process; consequently, TRSAs are notcontained in 14 CFR Part 71 nor are there any TRSAoperating rules in 14 CFR Part 91. Part of the AirportRadar Service Area (ARSA) program was toeventually replace all TRSAs. However, the ARSArequirements became relatively stringent and it wassubsequently decided that TRSAs would have tomeet ARSA criteria before they would be converted.TRSAs do not fit into any of the U.S. airspace classes;therefore, they will continue to be non−Part 71airspace areas where participating pilots can receiveadditional radar services which have been redefinedas TRSA Service.

b. TRSAs. The primary airport(s) within theTRSA become(s) Class D airspace. The remainingportion of the TRSA overlies other controlledairspace which is normally Class E airspacebeginning at 700 or 1,200 feet and established totransition to/from the en route/terminal environment.

c. Participation. Pilots operating under VFR areencouraged to contact the radar approach control andavail themselves of the TRSA Services. However,participation is voluntary on the part of the pilot. SeeChapter 4, Air Traffic Control, for details andprocedures.

d. Charts. TRSAs are depicted on VFR sectionaland terminal area charts with a solid black line andaltitudes for each segment. The Class D portion ischarted with a blue segmented line.

3−5−7. Special Air Traffic Rules (SATR) andSpecial Flight Rules Area (SFRA)

a. Background. The Code of Federal Regulations(CFR) prescribes special air traffic rules for aircraftoperating within the boundaries of certain designatedairspace. These areas are listed in 14 CFR Part 93 andcan be found throughout the NAS. Procedures, natureof operations, configuration, size, and density oftraffic vary among the identified areas.

b. SFRAs. Airspace of defined dimensions, aboveland areas or territorial waters, within which the flightof aircraft is subject to the rules set forth in 14 CFR

Part 93, unless otherwise authorized by air trafficcontrol. Not all areas listed in 14 CFR Part 93 aredesignated SFRA, but special air traffic rules apply toall areas described in 14 CFR Part 93.REFERENCE−14 CFR Part 93, Special Air Traffic RulesFAA Order JO 7110.65, Para 9−2−10, Special Air Traffic Rules (SATR)and Special Flight Rules Area (SFRA)PCG − Special Air Traffic Rules (SATR)

c. Participation. Each person operating anaircraft to, from, or within airspace designated as aSATR area or SFRA must adhere to the special airtraffic rules set forth in 14 CFR Part 93, as applicable,unless otherwise authorized or required by ATC.

d. Charts. SFRAs are depicted on VFR sectional,terminal area, and helicopter route charts. (SeeFIG 3−5−4.)

FIG 3−5−4

SFRA Boundary

e. Additional information and resources regardingSFRA, including procedures for flight in individualareas, may be found on the FAA Safety website atwww.faasafety.gov.

3−5−8. Weather Reconnaissance Area(WRA)

a. General. Hurricane Hunters from the UnitedStates Air Force Reserve 53rd WeatherReconnaissance Squadron (WRS) and the NationalOceanic and Atmospheric Administration (NOAA)Aircraft Operations Center (AOC) operate weatherreconnaissance/research aircraft missions, in supportof the National Hurricane Operations Plan (NHOP),to gather meteorological data on hurricanes andtropical cyclones. 53rd WRS and NOAA AOCaircraft normally conduct these missions in airspace

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identified in a published WRA Notice to Airmen(NOTAM).

b. WRAs. Airspace with defined dimensions andpublished by a NOTAM, which is established tosupport weather reconnaissance/research flights.ATC services are not provided within WRAs. Onlyparticipating weather reconnaissance/researchaircraft from the 53rd WRS and NOAA AOC arepermitted to operate within a WRA. A WRA mayonly be established in airspace within U. S. Flight

Information Regions (FIR) outside of U. S. territorialairspace.

c. A published WRA NOTAM describes theairspace dimensions of the WRA and the expectedactivities within the WRA. WRAs may borderadjacent foreign FIRs, but are wholly containedwithin U.S. FIRs. As ATC services are not providedwithin a WRA, non−participating aircraft shouldavoid WRAs, and IFR aircraft should expect to bererouted to avoid WRAs.

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