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PTSAirspace
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Contents
Visual Warning System for restricted airspace around Washington, D.C.
...National Airspace System; ...Airspace;
...Airspace
Violations; ...Altitude & Airspace;
...Part-time Airspace;
...Air
Traffic Control (ATC); ...Class Alpha; ...Class Bravo;
...Class
Charlie; ...Class Delta; ...Airspace
Areas Exist in Two Ways; ...Flight
in Class D Airspace; ... ...Class Echo;
...Airports Change Color; ...Class Golf;
...Airways; ...Prohibited
Areas;
... Restricted Areas; ...Warning
Areas;
...Alert Areas; .. ; ...Military Operations
Area (MOA);
Military
Training
routes;
Special Use; ...ADIZ;
...
Controlled
Firing Areas;
Wildlife Areas;
Temporary Flight Restrictions
(TFR);
Learning Airspace;
Airspace Revisited;
Busting
Airspace;
Classes D,
C and B Competence;
Parachute
Jump Area;
Private Airports;
Obstacle Free
Zone; ..FAA Certificate Suspension
Rules; ...What to Know and When to
Know It; ...VFR Hemispheric
Direction Rule; ...Congested
Surface Area ...SVFR ; ...Airport
Advisory Area; ...Rewritten Beetle
Bailey; ...The Mean Level of the Sea; ...Glossary;
...
Visual Warning System for restricted airspace around Washington, D.C.
The Visual Warning System (VWS) is designed to warn pilots who have
entered the Air Defense Identification Zone (ADIZ) over the Washington, D.C.
area without the authorization of Federal Aviation Administration (FAA) Air
Traffic Control. VWS is a ground-based system that uses safety-tested
low-level beams of alternating red and green lights to alert pilots that they
are flying without approval in designated, restricted airspace. These visually
conspicuous lights, distinct from other light signals currently used by FAA
Air Traffic Control, are designed to provide a clear warning to pilots who
enter the ADIZ without authorization and cannot be contacted on the radio by
Air Traffic Control. The VWS will become operational in the Washington DC area
on May 21, 2005.
D. Task:
NATIONAL AIRSPACE SYSTEM
REFERENCES: FARs 71, 91, Charts,
and AIM
P Knowledge of National Airspace System
EX VFR minimums for all airspaces
Airspace classes, boundaries, pilot requirements, aircraft
requirements for: Classes A, B, C, D, E, G, special use and other.
Airspace
The reason for changes is to simplify and commonality with rest
of world. Expected to simplify pilot certification requirements,
aircraft equipment requirements, and ATC services for each class
of airspace. "Since 9/11 there are three kinds of airspace: uncontrolled, controlled,
and over controlled". (Joke )
If Classes overlap the rules for the higher class apply. This prevents overlapping. The ARSA of an airport (Class C) preempts a control zone of an adjacent airport (Class D)
Airspace with radar advisories available, but not required, will probably be ringed in black. 200-kt speed limit will be below 2500 AGL Bravo, Charlie as standard but some Delta airspace will have a 4.4 nm radius with some only 3.1 nm. Delta and Echo airspace extensions of the Delta footprint exist only when the tower is open. Palm Springs in CA
One of the beauties of IFR clearance flying even on VFR flights is that you just fly your clearance. There will be no changes in IFR rules or operations. Airspace restrictions and requirements do not exist as a problem. However, you are expected to be flawless in maintaining your altitude and course. IFR charts will neither depict towered airports surrounded by Class D airspace nor show the Class Echo-surface airports.
The purpose of VFR minimums is to protect and separate VFR aircraft from IFR aircraft. IFR pilots are guaranteed by the government that they are alone in airspace below VFR minimums. The government guaranteed Liberty Bonds after WWI, too.
Airspace with radar advisories available, but not required,
will probably be ringed in black. 200-kt speed limit will be
below 2500 AGL Bravo, Charlie as standard but some Delta
airspace will have a 4.4 nm radius with some only 3.1 nm. Delta
and Echo airspace extensions of the Delta footprint exist only
when the tower is open.
The FAA has a method of selection and requirements that restrict or allow
aircraft operations in airspace.
--One criteria is weather in terms of clouds, visibility variable by altitude
--Aircraft instrumentation has place, altitude, and navigation requirements
--Communication requirements are an additional limitation and requirement.
--The regulations contain all the weather, equipment, communications and pilot
restrictions.
--Aviation charts, maps and FARs have a wide variety of symbols and words
giving need to know information.
--As a pilot you must combine all these sources as they may influence what you
do on a specific flight.
Two kinds: controlled and uncontrolled
--Controlled airspace is charted areas where ATC provides services
both IFR and VFR.
--Available transponder must be used in controlled airspace.
--Uncontrolled airspace has no ATC services (FSS Service exception)
--Vignette airspace is weather controlled and shades from uncontrolled
to controlled as magenta and blue
--The blue vignette of 1200' shows on sectionals only when beside
uncontrolled up to 14500'
--On average there is a three mile difference between radar depiction
and GPS depiction
--Class E has both aloft space that moves 1200' down to 700'
--Class E also has a surface based footprint shown by dashed
magenta lines
usually circles and extensions of airport footprint..
Airspace
Violations
Major space problems with ATC in order of occurrence are:
Entering ARSA/TCA without authorization
Runway incursions
Altitude deviations.
A violation of Class C airspace typically results in a 60 or 90 day suspension of flight privileges. The typical violation is when a pilot enters the airspace without establishing communications. Next most common would be failing to have transponder to mode C when either above or below the footprint of the Class C airspace. Many pilots have never been trained to fly in these new airspaces so retraining may also be required. To date only one out of every ten violations have escaped sanction. Ignorance is not an excuse. Failing to have a current sectional may result in an additional violation. Class C airspace is usually an area of high volume traffic. Get all the help you can.
Altitude
& Airspace
Just reading the FARs does not do justice to the intricacies
of what the practical applications of altitude requirements as
applied in the real world of flying. The best way to study the
airspace requirements is to plan several different flights between
airports and run through the altitude and communications requirements.
Within 700/1200 of the ground in daytime the required cloud clearance is only "clear of clouds" and 1 mile visibility in the direction being flown. At night the requirements are 500/1000/2000 clear of clouds and 3 mile visibility unless within ½ mile of airport and in pattern.
Within 3000 of the ground, in VFR conditions, where 500/1000/2000
cloud clearance and 3 mile visibility can be maintained, there
is no restriction as to what direction you must be flying in Class
E airspace. Neither is there such a restriction if you are climbing
and descending, regardless of altitude up to 18,000. Above
10,000 you must maintain 1000/1000/1 mile clear of clouds
and 5 mile visibility. You must have an operating transponder
above 10,000.
If you become uncertain as to how the hemispheric
rule applies to the magnetic course you are flying make gradual
climbs and descents and you will technically never be in violation
if you maintain the appropriate cloud clearance and visibility.
When it comes to choosing a flight altitude in VFR conditions between two points it is important that you consider several items:
--Avoid 3000. Remember local flights tend to stay below 3000. No need to go high for short distances.
--Most pilots tend to fly at even 500s even below 3000. Choose a unique altitude so as to avoid traffic.
--Above 3000 AGL (Above Ground Level) you must fly according to the hemispheric rule. Fly at 7,500 or 8,500 to minimize traffic conflicts but be aware when you cross, parallel or fly airways you should have local altimeter setting.
Choose an altitude appropriate to the terrain and airports. This means that route selection may be predicated on several factors. Choose an altitude appropriate to the winds. Winds usually increase in velocity with altitude. Plan accordingly. Choose an altitude with reference to special airspace restrictions, local hazards and cloud layers. (It is more likely to be a rough flight below clouds.
Flying low below a cloud deck and unlimited visibility has a variety of rules that change according to the IFR rule requirements. The VFR pilot must know how IFR rules and weather affect his VFR flight. Flyways such as SAC to OAK have transition floors of 700. The West Side of the Central Valley has mostly transition floors of 1200 except near airports with instrument approaches where the Class E airspace may reach the surface. Weather minimums jump to 3-mile visibility and 500/1000/2000-cloud clearance. IFR operations may exist. The lateral boundaries of Classes B, C, D, and E footprint when operational assures IFR pilots that VFR pilots will not be operating below VFR minimums. Airports with non-precision approaches, everything except the ILS, do not have Class E to the surface when the controlling facility is closed. The surface area becomes Class G below 700 feet. At night below basic VFR minimums you must not only remain within 700 of the surface, but within ½ mile of the runway.
Additionally, when in communication with ATC you come upon unique kinds of airspace. There is "My airspace" which is defined by geographic indicators or VOR radials. A careful look at an SFO sVFR Area Chart will show that the upside-down wedding cake is divided into many areas in this way. Airspace that is not "my airspace" is "your airspace". Altitude on the VFR Area Chart has many divisions determined by altitude. In heavy traffic areas the MY is separated from the YOUR most often by altitude. Thus, many of the heading assignments and altitude restrictions are used to keep you in the MY airspace or to hand you off to YOUR airspace. At this point ATC or the FARs tell you to change frequencies.
Part-time
Airspace
Sectional and terminal charts will show the distinction between
the categories of airspace that occur over a 24-hour period. All
part-time Class D will be annotated to indicate change to Class
D/E or Class D/G. The legend section of these charts will have
an additional column. In addition the information will be available
in the A/FD. Always check the NOTAMS for temporary changes in
Class C, weather reports available in Class E, or changes in communications
requirements.
Pilots are required to establish and maintain radio contact with any tower in Classes B, C, D, E and G airspace. The inclusion of E and G airspace is affected if there is a tower present and operating, weather reporting and instrument approaches without towers require entry/exit clearances when below VFR minimums (Visalia, CA). Towers are now known as Air Traffic Control Towers (ATCTs)
Air
Traffic Control (ATC)
ATC often has individual difference in technique and procedure,
which are within the limits of regulations. Being a controller
is as much art in dealing with separation, navigation and procedure
as it is regulations. One controller may use altitude restrictions
while another uses vectors. There is more variation of procedures
than there are pilots or controllers. Valid flexibility makes
the system work; rigid compliance is a device used to make the
system collapse.
A controller can assign altitudes to VFR traffic in Classes
B, C, D, and E. Any controller clearance is supposed to be unambiguous.
The
distinction between immediate and expedite instructions is that
immediate means urgent compliance is required while expedite allows
some delay. If you ever have a problem with compliance, speak
up. A good controller will not overload a pilot with a clearance.
Two items are the preferred limit such as heading and altitude
limit.
If ATC gives a traffic call or point out with nothing further,
dont let it stop there. Let the controller know that you
are looking but will accept any avoidance procedures he might
suggest. Dont let ATC leave the avoidance of an aircraft
you cant find up to you.
Class "A" - Above
Class "B" - Busy
Class "C" - Crowded
Class "D" - Dangerous
Class "E" - Enjoyable
Class "G" - Greatest of all
CLASS
Alpha
Above 18,000 Mean Sea Level to 60,000. IFR Clearance required.
Aircraft must have proper equipment and pilot must be IFR qualified.
High-level airway routes have direct courses and begin at FL (flight
level) 180 and extend to FL 450.
Class A is always effective.
Class A = Altitude...
Airspace requirement:
Full ATC service provided.
Clearance
Aircraft separation
Safety alerts
Communications two/way
Aircraft required equipment include
IFR certified aircraft
720 frequency com/nav radio.
Mode C encoding transponder required
DME above 24,000
Pilot requirements include:
IFR current
High altitude endorsement
Incidentals:
Jet routes not shown on VFR Charts or low-level IFR en route
charts
No weather requirements
Not charted
CLASS
Bravo
Class B = Busy
Any ATC clearance/instruction requiring VFR entry into clouds
must be refused. 250 kt speed restriction. Exists inside areas
and altitudes (10,000) shown by solid blue lines. Floors and ceilings are
shown in blue. The airspace is always in effect. Communications
frequencies shown in blue as well as below legend panel part of
charts.
Operations:
IFR and VFR with clearance required for entry or departure
into. Not to ask for a clearance into Class B according to the
NTSB shows a lack of positional awareness. However, being given
a heading into Class B, without any instructions to the contrary
might be considered a clearance. Avoid questionable opportunities
for the initiation of an FAA action. Get a clearance well away
from Class B. Special flight rules VFR corridor through Class B requires a
clearance.
All airport operations require 3-sm visibility and 1000' ceiling for VFR.
Airspace requirements:
Clearance into/out of required.
VFR requires 3 statute mile visibility clear of clouds
SVFR to lower visibility to 1 mile available when ceilings
are less than 1000.
Clear of clouds
Aircraft separation
Traffic advisories may not be available
Collision avoidance may not be available
Safety alerts
Aircraft requirements include:
No VOR requirement except for IFR flight
Mode C transponder required within 30nm of primary airport.
Mode C required above and below footprint to 10,000'
Mode C required above 10,000 MSL except below 2500 AGL
2 way radio/communications requirement
250kt speed limit
Pilot requirements include:
Private Certificate
Private and student O.K. but student cannot land SFO.
Student may be allowed to land with proper sign-off at places like Hawaii.
Incidentals:
Box name will have over it "No SVFR"
Helicopter SVFR may exist
VFR minimums is 3sm visibility and clear of clouds
CLASS Charlie
= Contact...
Requires transponder with encoder use above tops, below shelves out to
lateral limits depicted on sectional
Inner circle to surface
Radio contact but not clearance required.
Outer circle to MSL altitude on chart
ARSA will be outlined in solid magenta.
SVFR available
Some Class C airports can be entered much as Class D airports
by avoiding outside area of Class C. (Oakland)
Standard VFR cloud clearances and visibilities apply.
All airport operations require 3-sm visibility and 1000' ceiling for VFR.
Consists of controlled airspace around a tower-controlled airport
from surface to designated altitude of 4000 AGL. Exists
inside areas lined with magenta as well as inside blue lines when
connecting two magenta lines. Floor and ceiling is shown in magenta.
Present VFR cloud clearances and visibilities apply. Part-time
ARSAs change to Class D or E when radar service ceases.
Gene's Email about Class C Airspace
For a long while the largest FBO at CCR would not allow VFR training
flights into Oakland, CA. because Class C is too busy. I make
a point of taking my students there especially on the weekends.
Because:
1. Landings are half-price.
2. On weekends I may be the only plane in the pattern.
3. I can do a simulated takeoff emergency on my last practice
landing. We are using 27 L(eft) pattern altitude is 600' (half-price).
On takeoff, pull the power and turn toward 33, touch-and-go on
course CCR. Anyone know
where else this can be done?
Airspace requirements:
Clearances and radio contact
IFR subject to clearances and instructions
IFR separation from both IFR and VFR aircraft provided
VFR must establish two-way communications prior to entry
VFR gets advisories and, on request, conflict avoidance instructions
Visibility 3 statute miles
VFR must maintain 1000/500 and 2000 lateral cloud clearance
unless under SVFR. SVFR clearance is required if cloud ceiling
is less than 1000 or visibility below 3 miles. (Note difference
in Class B)
VFR must have Mode C in and above lateral limits of ARSA to
10,000
Communications required even at uncontrolled airports as soon
as able.
Separation for IFR, SVFR, and airport operations
Collision avoidance between IFR and VFR but not VFR to VFR
Traffic advisories
Safety advisories
VFR operations below and above the shelf floor is O. K. with
Mode C transponder.
Aircraft Requirements:
Two-way radio and communications
200kts maximum below 2500' within 4nm of primary airport.
Clearances
Mode C required above and below footprint to 10,000'
Mode C required above 10,000 MSL except below 1500 AGL
Pilot requirements:
Student certificate on up
Incidentals:
ARSAs will have solid magenta circles
Radio contact but not clearance required to enter airspace
but not to fly above or below the airspace.
TERSA will be outlined black to show radar is available but
not required.
Need to know information. Once you are on the ground in Class
C airspace ATC will not allow you to depart without an operating
transponder. Consider forming a flight of two.
Nice to know information. If you can arrange to tag along with another aircraft with an operating transponder as a flight-of-two you can escape. (A couple of years ago I left Reno Class C airspace without radios or transponder tagging along with another plane. The bad part of this was he was not heading where I wanted to go.)
CLASS Delta
(Airports with tower operating)
Exists between surface to upper limit of dashed blue/red lines
shown by number in hundreds near center of circle. Class D airspace
requires communications with primary airport for operations at
satellite airports unless exemption is specified. 200-kt speed
limit below 2500 AGL and 4.4 nm will exist as standard both
larger and smaller (CCR) footprints exist. Provides separation
only on the runway unless co-located with a TRSA. Airspace around
airports is now detailed only on sectionals. Left hand traffic
when tower is closed unless otherwise directed. Satellite airport
departures/arrivals require that you establish and maintain communications
when able. SVFR required when ceiling less than 1000 or
visibility less than three miles.
Airspace Areas Exist in Two
Ways:
a. Charted
b. Within published operating hours. Becomes Class E when closed.
c. When weather observer present.
Keyhole extension part of area is Class Echo shown as dashed lines. Tower contact required in extensions. It all becomes Class E when tower closes. Class Delta or Echo airspace does not exist at an airport where there is not a qualified weather observer. Concord has a non-standard Class D footprint of only 3.1 nautical miles. This applies to communications as well as airspace. For most purposes it is safer and more practical to communicate beyond the five-mile distance. In IFR conditions arrival extensions will be Class Delta up to two miles. Greater than 2 miles will be Class Echo. No communications will be required unless IFR conditions but do it anyway.
FAR 91.126 applies to Class G airspace. FAR 91.127 applies to Class E airspace. 91.130 applies to Class C airspace. The requirement exists to communicate will all towers regardless of airspace classification.
Flight in Class D Airspace
California frequently has persistent fog ceilings in the two
to four thousand foot levels. The most desirable direct route
to your destination may be directly over or near an airport with
a tower. An airport surface area is a required communications
space around an airport that is 4.4 nautical or five statute miles
in radius and extends to 2500 AGL. The Class D airspace
is shown on aviation charts. Occasionally, it is either necessary
or desirable to fly through this Class D airspace without landing.
Unless the ceiling (clouds) extends above 3000 a clearance
would be required since you must remain 500 below any clouds
in class E airspace.
The "Aeronautical Information Manual" (AIM), 3-2-5, Class D Airspace
states that arrival extensions for instrument approach procedures may be Class
D or Class E airspace. As a general rule, if all extensions are 2 miles or
less, they remain part of the Class D surface area. However, if any one
extension is greater than 2 miles, then all extensions become Class E.
Airspace requirements:
No collision avoidance advisories
Traffic advisories workload basis
No student SVFR
3 SM visibility
500/1000/2000 cloud clearance
Aircraft requirements:
Clearance for IFR
Communications for VFR
Pilot requirements:
Student certificate
ATC separation:
IFR, SVFR and runway operations
All airport operations require 3-sm visibility and 1000' ceiling for VFR.
Radar:
Workload permitting
Safety alerts
TRSAs provide VFR separation unless declined by pilot. SVFR will be available in Bravo, Charlie, and Delta, surface-based E, or surface footprint of the airspace. There will be no changes in IFR rules or operations. VFR will be in Class B (TCA) where cloud clearances will be "clear of clouds". Additionally, Class D airspace will require communications with primary airport for operations at satellite airports unless exemption is specified. SVFR operations are permitted daytime (not by students). You can, establish contact with ATC, enter Class C airspace and refuse Class C radar service. Class C airspace provides IFR separation unless declined by the pilot. SVFR clearance required if you plan to proceed below three-mile visibility.
CLASS
Echo
All Federal Airways, the Continental Control Area, and control
areas are associated with jet routes outside the continental Control
Area, additional control areas, control area extensions, control
zones for airports without operating control towers (this is the
only instance where Class E touches the ground), transition
areas and area low routes (Victor airways). Essentially everything
that is not Classes A, B, C, or D. Base is shown by magenta dashed
lines begin at the surface as extensions of airports Class D footprint
with instrument (IFR) procedures and as at 700 where magenta
shading exists.
All other (blue or non-shaded begin at 1200 or as indicated. Class E designates airspace area for airports without operating control towers. Non-tower control zones will be depicted in magenta-segmented lines. Non-tower floor part will be Class E beginning at the surface and will tie into the adjacent transition areas of 700 and 1200. All Class E airspace covers entire U. S. above 1200 and extends upward to the overlying or adjacent controlled airspace. Certain areas in west extend from 14500 due to high terrain. IFR and VFR traffic separation is not ATC responsibility in Class Echo. ATC may give an advisory but they may not. Look out!
Airport extensions make a footprint to protect IFR approach routes. This Class E surface area extension of Class D surface area is controlled by weather. When below VFR minimums a SVFR clearance is required. In 1994 FAR 91.127 was reinstated to require two way communications be to established and maintained in Class E with an operating control tower in the vicinity. It is always a good idea to avoid IFR approach areas when visibility is poor. (Chico)
Airports Change Color
Airport is Class D when the tower is open, Class E when it
is not. Airport is Class D when the tower is open, Class G when
it is not. The difference is the presence of a weather observer
on airport during hours when the tower is closed.
All airport operations require 3-sm visibility and 1000' ceiling for VFR.
No specific equipment required
Student pilot minimum
VFR below 10,000MSL 3sm visibility 1000 over, 500 below, 2000 lateral.
Above 10,000 MSL 5sm 1000 over, 1000 below, one mile lateral
No VFR radar advisories or separation unless workload permits.
Communicate with ATC radar services
250kts maximum speed below 10,000
CLASS
Golf
Operations:
IFR & VFR---ATC has no authority or control.
Vertical limits will vary according to airspace abutting or
above it.
FAR 91.155 and FAR 103
Airspace requirements:
Day: clear of clouds and one mile visibility when below 1200.
Higher than 1200 requires 1 mile and 500/1000/2000 cloud
clearance (See Ukiah area for exception of base of MOA)
Night: three-mile visibility, 1000/500 and 2000 lateral. ½
mile of airport in pattern exception at night
Radios not required.
ATC not available
Below 1200 AGL except where magenta which is below 700
AGL
IFR clearances only to MDA (Minimum descent altitude)
Non-clearance IFR legal but unsafe.
Aircraft requirements:
None
Communication requirements:
Radio for IFR only
Pilot requirements:
Student certificate
Radar:
Advisories workload permitting
Safety advisories
Airways
Low level airways begin at 1200 AGL and terminate at
FL (flight level) 180 (but not including 18,000 MSL)
Airspace requirements:
IFR only requires radio and clearances
3 statute mile visibility,
5 statute mile visibility above 10,000
Cloud clearances 500/1000/2000
Above 10,000 cloud clearances 1000/1000/1 statute mile
Clear of clouds below 700/1200 AGL day
Basic VFR minimums night 3 miles, 500/1000/2000
Day SVFR for pilots in non-tower Class D (old CZ); No student
SVFR
No conflict resolution by radar
Safety alerts
Pilot requirements:
Student certificate
Radar:
Workload permitting
Safety advisories
Prohibited
areas
Dont fly here ever. White House, Personal residence of
President, Area within 10 to 30 miles of president is prohibited airspace
at any time. Some prohibited areas include crucial national defense
sites, nuclear plants, missile installations, etc. All are under
radar surveillance. Do not trust ATC to keep you clear. Notams must be
checked for every leg of every flight and even then you may not be secure from a
violation.
Restricted
areas
A blue hatched area as near Livermore. Invisible hazards Clearance required if
active AIM 3-4-1) You should determine if area is "hot" or in use.
Hazardous area usually due to military firing, bombs, explosive,
missile activity. Clearance required. Designed to protect flying
public. When not in use (active) a formal clearance must be requested
and given from the controlling agency. Separation will be provided.
IFR flights are automatically provided safe routing. Restricted
Areas often have invisible hazards.
Warning
areas
Same as Restricted area but over international waters beyond
3 mile-limit of our borders. Contains hazards related to cannon, machine
guns, and bombs. Clearance/flight plan required by U. S. aircraft.
Many warning areas are just
outside the three-mile coastal line; others are in the desert
areas but some can be in urban places as well. Carefully check
the charts for hours of operation and effective altitudes. Warning areas cannot be designated by the FAA as restricted
areas because they are over international waters. Warning areas
are regulated by the FAA from 3 to 12 miles but not regulated
by the FAA beyond 12 nm.
Alert
Areas
High volume military flight areas are classified as Alert Areas.
Basic VFR requirements exist but no clearance is required. Visual
separation is a must.
Travis airspace is an example. Alert areas are usually near or surrounding military airports.
It is important that pilots get radar advisories when near these
areas since the operations often exceed the published boundaries
and altitudes. Special operations often make it impossible for
civil aircraft to safely fly nearby. No clearance required but safer if
you use appropriate radio frequency and become aware of some of the special
procedures involved.
Travis has one radar procedure that directly flies over Rio Vista at
2000'.
Multiple departures of Travis aircraft made one minute apart with 1000'
altitude spacing may make transition of the Alert Area impossible for all
aircraft. Use frequencies 119.9, 126.6, or 124.8
When you acknowledge having a C-5 or other aircraft in sight you are taking
over the responsibility of maintaining visual separation. I once did so
when a
KC-10 was doing a touch and go instead of a full stop. Next thing I knew
he
was filling my windshield. Better not to see?
Military
Operational Areas (MOA)
Magenta hatched area caution required due to high speeds and low
altitudes.
Military Operations Areas (MOA's) are areas where general
aviation pilots might expect to see combat maneuvers air intercepts
and acrobatics. IFR traffic is given safe separation or deviations
to avoid such traffic. VFR traffic should contact the nearest
FSS to find out the level of activity (hot or cold) and time
duration.
Pilots can fly in MOAs at any time; however, it is best that pilots avoid active MOAs. Some MOAs have airports in them. The airport is charted with a magenta circle and a box giving the lower limit of the MOA. ATC may fly IFR flights through if radar separation possible. Because of military aerobatics VFR flight requires caution. No clearance required but contact controlling agency to see if area is "hot". "Hot" area requires extreme caution and is best avoided. The military is not very current with planned activity or notification. The military is normally required to give the FAA a two-hour notice before use. The lower limits of most MOAs allow you to underfly even when active. MOAs are depicted on sectionals and planning charts. Make it a standard flight procedure to ask nearby FSSs if MOAs are active. Flight around MOAs is the safest solution.
MOAs are not shown on WAC charts. On the sectional the MOA boundaries can be accurately determined by using VOR radials. The MOA is designed to separate some military activities from other aircraft. IFR traffic will be allowed by ATC into an MOA only if separation can be provided. VFR pilots enter active MOA airspace at their own risk. Always check with a nearby FSS regarding the status of any MOA in your flight path.
The sectional only shows airspace up to 18000. Many MOA by agreement between the FAA and the military extend the space to FL 24 and beyond. The letters are called ATCAAs. The hatched lines of MOAs are spaced wider than are the hatched lines of Restricted Areas.
A C-150 will be invisible to an F-16, which can climb and
dive 20,000 feet in seconds. Keep your eyes outside the aircraft
at all times in the MOA. Look high and low. Turn toward any aircraft
to keep that aircraft in sight. Climb or dive to avoid since
pitch rate is much faster than roll rate. ATC may fly IFR flights
through if radar separation possible. Because of military aerobatics
VFR flight requires caution. No clearance required but contact
controlling agency to see if area is "hot". "Hot"
area requires extreme caution and is best avoided.
MOA Exemptions:
Military flights must comply with FAR 91.117 in and out of
MOAs. But they are exempt from FAR 91.303(c) and (d) while in
an active MOA, and from FAR 91.117(a) while on an MTR.
--Mission oriented military pilots are likely not looking for
traffic
--VR training route operations require 3000' and 5-mile visibility
Check with FSS
--IR routes are controlled by Center. Zero-zero flights occur.
--Restricted Areas are usually active.
Military
Training Routes (MTR)
Military training routes are depicted by thin gray lines
with a printed IR + numbers or VR+ numbers. The planes using these
routes may be very high or very low but regardless they will
be very fast. Additionally, while the lines are narrow, the aircraft
may be operating up to ten-miles each side of the lines. Be careful.
If you find that your flight will intersect an MTR route, be sure to have the FSS run a check on its activity schedule as part of your preflight. Routing or separation protects IFR pilots. MTR allow military flights to operate at higher speeds than are normally allowed below 10,000 feet. Light gray lines on sectional for military training without 250-kt speed restriction. VFR listed as VR#### (4 numbers) at or below 1500 of surface. Terrain following only if visibility is over 5 nautical miles. IFR listed as IR### (three numbers) is usually flown above 1500. Speeds above 250 knots are relatively common. Actual flight width covers several miles especially where the lines intersect. FSS should have current status list and should be contacted if routes conflict with your route of flight. Consider all routes hot and requiring clicking eyeballs. Military speeds will be in excess of 250 knots. At 250 knots it only takes 14.4 seconds for an aircraft to bloom full size on your windshield.
MTR routes extend for ten miles to each side of the thin gray line shown on the sectional. The width varies for each segment and is not depicted. As part of your weather briefing the FSS will give you MTR information within 100 miles of your flight route but you must ask. MTR information should be asked of a weather briefer any time you make a cross-country flight that will take you in the vicinity of a MTR. The information you get will include the times and altitudes of activity.
"There are two-digit routes on some sectionals. They're routes with legs above 1500 ft that have leading zeros that were dropped on the charts. Routes in the Southern US region with one or more segments above 1500' get ID nos. 001 through 099.
Special
Use Airspace (SUA)
You learn about the special use airspace of a given sectional or chart
by finding the specific airspace number, time of operation, limits and
controlling agency in blue or magenta on the outer white borders of the chart.
Not on charts but often mentioned by VOR/Tower broadcasts.
Locally by Livermore ATIS to warn of National Guard firing range
near Danville/San Ramon border as being "hot". Best
way to avoid incursion problem is to file IFR.
An IFR clearance that transits a SUA does not allow flight through that airspace unless cleared as filed is a part of the clearance. If the airspace should become hot while en route you will be issued an amended clearance.
ADIZ (Air Defense Identification Zone) is not the same as Class B. No shelf. It extends from its footprint of outer ring to 18,000. It surrounds the borders of the United States with airspace that requires All arriving and departing aircraft be on a flight plan that must be flown within specific time limits, direction and some special restrictions depending on the threat level existing at that time.
CFAs
Controlled Firing Areas
Uses radar and visual lookout to suspend activity when aircraft
in area. Low altitude tactical navigation areas (LATN) &
Slow-speed low-altitude. LATN areas are not charted, speed is limited to 250 knots,
and altitudes as low as 100. Only the units using the LATN
areas know the boundaries. SRs appear only in the Department
of Defense, Flight Information Publication (FLIP) Low Altitude
Tactical Navigation areas (LATN) and are flown at slow speeds
and low altitudes.
Wildlife
Areas
Throughout the U.S. the states and federal government have
placed altitude restrictions on flight over many different classification
of game areas. Federal limits are printed in an area on the sectional
margin. State restrictions are located near the area concerned.
Sometimes the altitudes are different but generally 2000
AGL is required. The areas have an extended row of dots about
the perimeter. The Greater Monterey Coast area of 4,024 square
nautical miles has a possible $50,000 fine for any flight below
1000.
Temporary
Flight Restrictions
These conditions are usually broadcast on FSS frequencies,
transcribed weather broadcasts (TWEB) on navaids with black square
in lower right hand of navaid information box, and on ATIS of
airports where authorized. Purpose is to warn air traffic to remain clear of
areas such as open air affairs, forest fires, space launches, crime scenes,
etc. See material on TCA, ARSA and clearances, surface operation. Each of
these areas is sources for deviations from the FARs and reasons for FAA
enforcement actions. A pilot who fails to check NOTAMS
can be found responsible for careless operation.
Only the ARTCC manager can create a TFR. The TFR is created
in a situation that might be attractive to sightseeing
aircraft. Coordination of aircraft working in the TFR is handles
by the nearest FSS. Advisory Circular 91-63B dated 2/28/97 explains how
a TFR comes into being. Nearly any governmental agency can request and obtain
a TFR from the air traffic manager having jurisdiction over the airspace
concerned. The primary objective is safety and NOTAMs are kept to a minimum in
line with this objective. Airspace limits are usually 2000’ and a 3-nautical
mile boundary about the area but since 9/11 can extend beyond ten miles..
Special restrictions apply to aircraft authorized to fly inside the TRF area.
Most common use of TFRs is to mark area of fires but any catastrophe
that may be an attraction to aerial sightseeing can receive a
TFR. TFR occasions include fires, floods, and earthquake within
the radius of three miles up to what it takes to provide the
desired safety zone. Altitudes can begin at 2000 feet above the
highest obstacle and again extended upward as desired. In the Bay Area
and California TFRs are most likely to exist around fires and floods.
Friend of mine was FAA Violated on a non-stop flight from Arizona to Napa when
he over-flew Lemore Naval Air Station at 8500’. There was NOTAM out
regarding an air show. It had to stop while he was in vicinity. It happens.
FIRE FLIGHT RESTRICTIONS
National Interagency Fire Center has updated its Web site that graphically
displays flight restrictions. You can find fire maps and other useful
information on the Web site ( http://airspace.nifc.gov/mapping/nifc/index.cfm
). AOPA's free Real-Time Flight Planner is a good way to plan flights around
these restrictions ( http://www.aopa.org/flight_planner/
).
Learning
Airspace
I have gone through years of airspace changes and have found
that the best way to appreciate the realities of airspace is
to fly into the situation.
I intentionally plan flights that will be in marginal VFR conditions. I do airwork over hills and present hemispheric rule situations to the students. I fly between hills and clouds to demonstrate the Class G airspace rules. I find holes in overcast to demonstrate how to determine cloud clearance requirements. I fly over and around clouds to show how difficult it is to determine conformance with the FARs.
I take students into Class B airspace to demonstrate how turbulent it becomes when you cross the clearance line. I also deliberately introduce students to turbulence and high winds. Likewise, I show them where to fly to avoid these conditions.
I teach SVFR procedures at every opportunity. I show IFR students how a SVFR clearance can get you into an airport when an IFR clearance can't. I teach 'sweet-talking' ATC to get flight options not usually available. You will always learn better by 'doing'.
If you remember C152, F111 and KC135 that's all your cloud
clearance and visibility, except for the special cases.
C152 first two blocks of airspace above
1000 above
500 below
2000 horiz.
F111 from 10,000 to FL180 (remember that F111's fly higher
than C152's)
1000 above
1000 below
1sm horizontal.
KC135 is visibility in the three blocks
1sm
3sm
5sm
1sm 3sm 5sm
1,000 ft above | |
1,000 ft below | |
1 sm horizontal | |
/\/\/\/\/\/\/\/\/\/\/\/\/\/\/\/\/\/\/\/\/\ 10,000 MSL
1,000 ft above | |
500 ft below | |
2,000 ft horiz | |
Clear | |
of | |
Clouds | |
It is important to know which rule applies the majority of the
time and which rules are the exception. You will be within 1,200
ft AGL most of the time you are in class G, so 1 sm clear of
clouds is the visibility and cloud clearance that applies most
often in class G.
Airspace
Revisited
Class A covers all the 48 contiguous states and out
12 miles offshore and most of Alaska.
Hawaii has no Class A and Victor airways extend to 60,000'.
Mode C transponders required
Class B usually to 10000', Denver to 12000'
Only area chart has appropriate frequencies in blue boxes
Areas shown in blue
Requires specific clearance
30-mile Mode C requirement
Class C are solid magenta and blends with Class B if above.
Requires established communications
Requires Mode C above and below shelves
Frequencies on area charts in magenta boxes
Class D changes to Class E when tower closes
A/FD and AIM 3-2-5 gives information about approaches
Class E starts at 700'
Tower requires communications in air and ground
Class E is all airspace above 700' or 12000' up to 14500
or 18,000'
Shown around instrument approach airports at 700' magenta
shade and lines
Blue shaded solid side goes to 14500' as uncontrolled airspace
Cloud and visibility requirements exist
Class G can be flown in VFR or even IFR without any
IFR control.
Busting Airspace
I fly out of Bedford under the Boston Class B. Had requested
VFR flight advisories for a 3500 MSL flight to the Vineyard.
Got a code and was told to remain outside of Class B from Ground/Clearance.
The tower cleared me for takeoff and a left turn on course. At
the time I thought that meant I was all set into Class B. Took
off and went to 3500 MSL. Bedford Tower told me to change over
to Boston (I was in the Boston Class B by this point).
The Boston Controller told me I had broken Boston Class B and
to call them when I landed. I was devastated when this happened
and spent the next week searching the net for what was likely
to happen. What did happen was the local office called me, asked
what had happened, sent me a certified letter telling them to
meet, went into the meeting with the FAA safety guy who had radar
tracks and a tape of ATC. He spent about 45 minutes with the
New York Sectional asking me about the map features, classes
of airspace, trip planning etc. After that he told me it sounded
like I knew what I was doing and look at this as a learning experience.
Told me that some people who came in on similar meetings did
not have any idea re Airspaces and that was a real problem. Given
our conversation he said that he did not feel further training
was necessary but told me to call him if I ever had any more
questions. He did make a big point about talking about some of
the catastrophic events that had happened with small planes in
Class B airspace etc. All in all a good experience although I
did join the AOPA Legal plan after the fact since it would have
really helped to have some more input as to what to expect not
because I expect to make a habit of flying into the wrong airspaces.
After spending more time listening to ATC one hears a number
of possible cases that could turn into FAA issues (separation,
airspace etc) and you may not be the
responsible pilot.
Busting Airspace
--Most violations are related to unfamiliarity, complexity,
confusion and misuse of avionics
--FAA's greatest fear is that an intrusion will result in a mid-air
collision
--The closer you are to busy airspace the communications, routes
and altitudes become more critical
--The use of Flight Following decreases the likelihood of an
airspace incursion but not always.
--The use of a GPS waypoint will be different in location from
a DME waypoint
--If you don't know the reporting point specified by ATC, say
so.
--Get your frequencies ahead of time
--Heading, altitude, and speed control must be at ATP level
--Have appropriate charts properly folded, highlite radio frequencies
and watch out.
--Do not totally trust high tech avionics to do as expected,
back up your position with basic navaids
--Advise ATC of any information conflicts as soon as they occur
--Do not go at night into a complex situation without an experienced
pilot along
--Give problem airspace as wide a margin as possible
--ALWAYS check FSS for latest TFRs before your flight.
--Airspace incursions are not something you want to do.
Classes
D, C and B Competence
--Make it a point to arrange a flight with a local pilot
or CFI to visit the area airports.
--Learn at least one arrival, taxi route to a destination and
departure per airport.
--On the ground read as many bulletin board postings about procedures
as you can find.
--Avoid Class B airports unless the need exceeds the required
landing fee.
--Class C airports are little different from Class D except for
airline traffic.
--Buy, borrow or duplicate IFR plates and area charts.
--If you can't get a local pilot to go, study the plates and
charts, phone approach and tower for info.
--Locate where you are going on the airport and mark your preferred
runway and taxiways expected.
--Become familiar with airway intersections and plate fixes as
to name and location.
--Get help with the radio and clearances even if it is just the
autopilot or flying with rudder only.
--All speed assignments are indicated air speed.
--Altitude should be flown precisely, your heading can vary
a bit.
--Look for VFR reporting points, admit that you are UNfamiliar
and follow directions.
--Get any instructions repeated until you do more than get them,
understand them.
--Get all available frequencies from the charts and sequence
them in large size on post-its.
--Don't be surprised if a controller is using two frequencies
so you only hear half of what is going on.
--If you are going to be over your head, go to a smaller airport
close by.
--Practice your radio work before getting into the plane, practice
again for minimum words before keying.
--Be sure to get all the way across the hold bars when leaving
a runway.
--Request 'progressive taxi instructions'.
--VFR departures will include an altitude, heading and next frequency.
--The better you use the radio the more likely you are to get
what you want.
Parachute
Jump Area
Jump planes are required to maintain communications with
ATC. They advise ATC when they reach an altitude
and position to release the parachutists. They advise ATC when
"jumpers away" occurs. May be preceded by one-minute warning.
Private
Airports
--FAR Part 157 requires that establishing, altering, or closing
an airfield requires the government be informed.
--Because of insurance/lawer problems you must have permission
to use a private airfield.
--A landing on a private airport without permission may be against
the law.
Obstacle Free Zone
OFZ means Obstacle Free Zone. The OFZ is a three-dimensional f airspace that
protects aircraft to and
from the runway. The OFZ is comprised of the runway, the inner-approach OFZ,
and the inner-transitional OFZ. See Glossary" in the AIM. http://www.aopa.org/members/files/aim/glossary.html
.
FAA
Certificate-Suspension Rules
As mandated by congress and contrary to established legal proceedings
regarding individual rights and due process, an undefined security threat
allows your flying privileges to be revoked. The only appeal is to the
revoking authority. Are you feeling safer, yet?
What to Know and When to Know It
–FAR 91.103 is used by FAA in enforcement actions against pilots.
--Since 9.11 failing to check notams has been major source of FAA actions
--Regulations require knowing:
--All available information is the universal ‘gotcha’.
--POH or reliable information
--AIM
--AF/D
--Sectionals and charts
--Weather (#1 source of FAA violations)
--Fuel (Have calibrated dip stick)
--IFR flight in VFR requires only VFR minimum fuel
--Alternatives (rare)
--Known traffic delays (rare)
--FAR 91.3 (Get out of Jail Free Card good once every five years.)
VFR Hemispheric Direction Rule
--Airspace is just as complex as is a
street map of a large city. Diagrams
and pictures are not the best way to UNDERSTAND the system. You need to fly
it. That said, here is my take on the hemispheric direction rule.
Basic requirements
--Level
flight
--Over 3000' Above Ground Level (AGL)
--Directions are always magnetic. Use only the magnetic direction of
movement not where the plane is pointed.
--The wind is not a consideration
Warnings:
--No one can consistently fly within 3-degrees of a direction
--Draw a line north and south using the North arrow as shown on a VOR
compass-rose. This line is a magnetic course as is any line referenced
to magnetic north.
--Any VFR aircraft over 3000' AGL is required to fly at odd thousands + 500'
if magnetic course is to the east of the line drawn through the VOR.
--Any VFR aircraft over 3000' AGL is required to fly at even thousands + 500'
if the magnetic course is to the west of the line drawn through the VOR.
Exceptions to the hemispheric rule:
Any climbing or descending aircraft
Any aircraft obeying ATC instructions
Any aircraft below 3000 feet above ground level (AGL)
Congested Surface Area
FAA Clarified the meaning of CONGESTED SURFACE its meaning is clarified
through NTSB case law and FAA chief counsel opinions. Although it is typically
understood as an area of a city, town, or settlement, you'll probably be
surprised to learn that the Civil Aeronautics Board (now known as the NTSB) has
also considered these areas to be congested: 10 houses and a school; a
university campus; a beach along a highway; a camp with people on the dock and
children on the shore. If you are not sure, treat the area as if it were
congested. And remember, the requirement of the regulation is not only to remain
1,000 above the ground, but also to clear towers and obstacles by 1,000 feet
vertically or 2,000 horizontally.
SVFR
--Below 10,000 MSL
--Ground upward of lateral footprint of controlled airspace/
--Standardized clearance requires one mile visibility ground and flight
--No ceiling requirement.
--Must remain clear of clouds
--Night SVFR requires instrument rating and equipment.
Airport Advisory Area
Not depicted but exists if FSS (Flight Service Station) is within
ten-miles of airport without a tower. Serves as FSS and advises of
runway used and traffic. (rare).
Rewritten Beetle Bailey (by Gene
Whitt)
Beetle: It seems that for every situation there’s an FAA restriction
Sarg: It seems so.
Beetle; So, to avoid doing the wrong thing, it’s best to do nothing.
Sarg: It’s safer.
Beetle: I’ll have to think about that.
Sarg: Thinking’s not allowed.
The Mean Level of the Sea
(The only altitude that never has a number?)
Water level measurements at primary tide stations show that the problem is
somewhat more complex than that. For one thing, mean sea level measured
relative to the land - is changing.
Today, global sea level rise is occurring everywhere due to increases in water volume in the world’s oceans. But the chief reason for the difference in trend shown above lies within the earth’s crust.
Along with most of the U.S. East Coast, falls within a region where the crust is sinking – adding to the effect of a global rise in sea level. However, in many parts of the U.S. West Coast, and especially in Alaska, the crust is actually emerging faster than the global sea level rise rate.
Tidal Factors
Nothing is going to prevent sea level from changing in response to these
and other factors. However, we can take sea level averages over several years
to obtain a tidal datum - a vertical reference based on some phase of
the tide - to slow the process if only temporarily. This is a workable idea
because, in addition to sinking crusts and melting ice, tidal variations also
have their effect on sea level.
One such effect is the 18.6-year cycle of the lunar nodes – a cycle accompanied by variations in tidal range. Another force for change is the annual variation in solar declination that modulates solar heating and density of ocean waters.
To account for both, a 19-year period of water level averaging – the National Tidal Datum Epoch (NTDE) – has been established in the United States. NTDEs have included the years 1924-1942, 1941-1959, 1960-1978, and most recently, 1983-2001. NTDEs thus are being updated roughly every twenty years.
1) Why nineteen years and not twenty?
"We can take sea level averages over several years to obtain a tidal
datum - a vertical reference based on some phase of the tide - to slow the
process if only temporarily. This is a workable idea because, in addition to
sinking crusts and melting ice, tidal variations also have their effect on sea
level.
One such effect is the 18.6-year cycle of the lunar nodes – a cycle
accompanied by variations in tidal range. Another force for change is the
annual variation in solar declination that modulates solar heating and density
of ocean waters.
Basic definitions commonly used in the U.S. and its territories:
Mean Sea Level (MSL) Arithmetic mean of hourly water levels observed during
current NTDE.
Mean Higher High Water (MHHW) – Mean of higher high water heights during
current NTDE.
Mean High Water (MHW) – Mean of all high water heights observed during
current NTDE.
Mean Low Water (MLW) – Mean of all low water heights observed during current
NTDE.
Mean Lower Low Water (MLLW) – Mean of lower low water heights during current
NTDE.
Mean Tide Level (MTL) – A datum located midway between MHW and MLW
All tidal datums have elevations above some arbitrary but
well-protected reference – usually the station datum or staff zero
Tidal Datum Transfers
1) Tidal datum elevations vary from place to place as dictated by tide
wave hydrodynamics
2) Establishing the datum by direct means (19-year series every 20
years) is an exacting and expensive operation conducted at a relatively small
number of primary tide stations. Fortunately, there’s an easier way called simultaneous
comparisons.:
At a primary tide station, get the NOS tidal datum elevations for the current
NTDE.
--Obtain a month of tidal observations at station B matched by simultaneous
readings at station A.
--Calculate monthly mean tide level at both stations
--Calculate the monthly mean range and the range ratio between the stations
--If stations A and B are connected by a tidal waterway and we assume that
both experience similar monthly deviations from mean tide level.
There are 175 stations all over the world. Here's a link that allows you to
see each station:
http://co-ops.nos.noaa.gov/usmap.html
http://co-ops.nos.noaa.gov is a
very cool web site! Check it out!
Glossary
Alert Areas — Special use airspace which may contain a high volume
of pilot training activities or an unusual type of aerial activity. No flight
restrictions just watch out.
Class D Airspace — Controlled airspace around at least one primary airport which has an operating control tower. Aircraft operators are subject to the rules and equipment requirements specified in 14 CFR part 91.
Class E Airspace — Controlled airspace which covers the 48 contiguous United States and Alaska, within 12 nautical miles of the coasts, from 14,500 feet MSL up to but not including 18,000 feet MSL. Exceptions are restricted and prohibited areas, and airspace less than 1,500 feet AGL. Class E airspace also includes Federal airways, with a floor of 1,200 feet AGL or higher, as well as the airspace from 700 feet or more above the surface designated in conjunction with an airport which has an approved instrument approach procedure.
Class G Airspace — Airspace that has not been designated as Class A, B, C, D, or E, and within which air traffic control is not exercised.
Controlled Airspace — Airspace designated as Class A, B, C, D, or E,
within which some or all aircraft may be subject to air traffic control.
Controlled Firing Areas — Airspace wherein activities are conducted under
conditions so
controlled as to eliminate hazards to nonparticipating aircraft and to ensure
the safety of
persons and property on the ground.
Decision Altitude (DA) — Decision Altitude replaces the familiar term
Decision Height (DH). DA conforms to the international convention where
altitudes relate to MSL and heights relate to AGL. DA will eventually be
published for other types of instrument approach procedures with vertical
guidance, as well. DA indicates to the pilot that the published descent profile
is flown to the DA (MSL), where a missed approach will be initiated if visual
references for landing are not established. Obstacle clearance is provided
to allow a momentary descent below DA while transitioning from the final
approach to the missed approach. The aircraft is expected to follow the
missed approach instructions while continuing along the published final approach
course to at least the published runway threshold waypoint or MAP (if not at the
threshold), before executing any turns.
Military Operations Area (MOA) — Special use airspace of defined vertical
and lateral limits, established to help VFR traffic identify locations where
military activities are conducted.
Military Training Routes (MTRs) — Route depicted on an aeronautical chart
for the conduct of military flight training at speeds above 250 knots.
National Security Areas — Airspace of defined vertical and lateral
dimensions, established at locations where there is a requirement for increased
security and safety of ground facilities. Pilots are requested to voluntarily
avoid flying through the depicted NSA.
Prohibited Areas — Airspace of defined dimensions, identified by an area
on the surface of the earth within which the flight of aircraft is prohibited.
Restricted Areas — Designated special use airspace within which aircraft
flight, while not prohibited, is subject to restrictions.
Special Use Airspace — Defined airspace areas where aircraft operations
may be limited. Examples include: alert area, controlled firing area, military
operations area, prohibited area, restricted area, and warning area.
Uncontrolled Airspace — Airspace designated as Class G airspace within
which air traffic control is not exercised.
Warning Area Is offshore equivalent to Restricted Area inside the United
States extending from three nautical miles outward from the coast of the United
States, which contains activity that may
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