Airspace: Whatis airspace? On any given day, more than 87,000 flights are in the skies in the United States. jrcssgoy TO handle alll of this traffic, the FAA has developed what is called the National Airspace System. The atmosphere is divided up into Unique sectors, with each sector's properties based upon that area’s level of traffic and any particular needs of that area. This lesson will cover 1. Terms and definitions of airspace 2. The categories and classes of airspace, along with the requirements to operate in each kind of airspace 3. Special use airspace 4. and other areas of the national airspace system How airspace gets it classification. The National Airspace System divides up the classifications of airspace based on: 1. The level of air traffic 2. The nature of the operations conducted 3. The level of safety required 4. National and public interest Busy airports like Chicago's O'Hare will be classified differently from a sinale-runway airport in the middle of no-where. Areas like the Kennedy Space Center and Washington DC have unique rules, which restrict or prohibit aircraft from flying in that area due to safety and/or security reasons. Categories and types of airspace There are two categories of airspace or airspace areas: Regulatory and Non-Regulatory. Regulatory airspace has a set of specific regulations that govern that area; whereas Non-Regulatory airspace is just used to advise or warn pilots of the operations that are conducted within the airspace 1. Regulatory airspace consists of: a. Classes A,B, C,D,E,G b. Restricted areas c. Prohibited areas 2. Non-Regulatory airspace consists of: a. Military operations areas (MOAs)b. Waring areas c. Alert areas 4. Controlled firing areas Within these two categories, there are four types: 4. Controlled 2. Uncontrolled 3. Special use 4, Other airspace Each unique sector of airspace is defined by its lateral and vertical boundaries. The lateral boundaries can be thought of as the airspace’s footprint on the ground. It can range from as simple as a circle surrounding an airport, toa complicated, multi-sided polygon. The vertical boundaries describe the upper and lower altitude limits. These altitudes are labeled in one of three ways. * AGL, or Above Ground Level, which describes the altitude in terms of height above the ground. + MSL, or Mean Sea Level, which describes the altitude in terms of height above the average sea level. This is the altitude that is read off an aircraft's altimeter. * Finally, Flight Levels, which also describe the altitude in terms of height above the average sea level, but is also based upon using a standard pressure of 29.92 inches of mercury. Flight levels are typically used to measure an aircraft's altitude when at 18,000 feet MSL and above. This would then be labeled as FL180. To figure out which classification of airspace you are navigating through, there are various aeronautical maps, called charts, which can be used. The most prominent chart starting-off pilots will use is the sectional chart. Sectional charts provide detailed information to aviators, such as terrain elevation, ground features, airports, and other information including airspace classes, navigation aids, radio frequencies, and navigation routes. ‘One other factor to remember when dealing with airspace is the difference between IFR and VER flight plans. IFR stands for instrument flight rules meaning that the flight occurs using the aircraft instruments as the primary reference instead of VFR or visual fight rules where the pilot uses outside references like the horizon and landmarks on the ground to navigate. Different types of airspace: Each of the different types of airspace has specific requirements that must be met in order to operate in it. These include, but are not limited to: + pilot qualification requirements * aircraft equipment requirements + cloud clearance and visibility requirements, * speed requirementset cetera. Class A Airspace: ‘An easy way to remember class A or Alpha airspace is that itis "above" the airspace that small aircraft operate in. Most of the traffic operating in class A airspace will be commercial airlines or corporate and military jets Class A airspace is located from 18,000 feet MSL up to and including Flight Level 6-0-0, and covers both the 48 contiguous states and Alaska and extends offshore 12 nautical miles. Aircraft that operate in class A airspace must be on an instrument flight plan, be in an instrument rated airplane, and be flown by a pilot with an instrument rating While operating in class A airspace, two-way radio communication with ATC must be maintained, the aircraft must possess at least a Mode-C transponder, and if operating above 24,000 feet MSL, must also possess some form of distance measuring equipment like GPS. © transponder is a piece of equipment that helps relay the location, and speed of an aircraft to an ATC radar station, Transponders equipped with Mode-C also relay the aircraft's altitude to ATC. Because all operations are conducted in accordance with instrument flight rules, there are no specific weather requirements, There is no speed limit other than to remain slower than the speed of sound. Finally, when operating in class A, or anytime above 18,000 ft MSL, make sure to reset the altimeter setting to 29.92. Class B Airspace: Class B, or Bravo, airspace surrounds the nation’s busiest and largest airports. The main airport that a Class B area has been designated for is considered the primary airport. There can also be other ‘smaller airports within Class B, which are designated as secondary airports. To find class bravo airspace on a VFR Sectional Chart, look for the solid blue lines. The lateral distances of the airspace will vary with the local area, but will typically maintain the shape of an upside down wedding cake wit Vertically, this airspace is generally located between the surface and 10,000 feet MSL, but exceptions do exist. several layers. Inside each unique sector of airspace there are numbers published on sectional charts to indicate the vertical dimensions of class B airspace in that sector. In this example at Orlando, Florida, the top of class B airspace is located at 10,000 ft MSL and the bottom is located at 6,000 ft MSL. In order to operate in class B airspace there are several requirements that must be met: ‘© The pilot must be at least a private pilot, or a student pilot with the necessary endorsements. © Two-way communication with ATC must be maintained© Inaddition, a clearance to enter the airspace must be given to the pilot. + "Skyhawk 4-5-4 Echo Romeo cleared to enter Orlando Bravo airspace” © And, the aircraft must possess a Mode-C transponder ‘There are twelve airports around the country that student pilots are never authorized to enter, even with an endorsement. These are the busiest of the busy airports, and therefore cannot handle student pilots. A listing of these airports can be found in the Aeronautical Information Manual, or AIM, in section 3-2-3, A.30-mile ring, known as @ Mode-C Veil, surrounds the primary airport of Class B airspace. An aircraft must operate with a Mode-C transponder within this ring, even if they are not necessarily inside of Class B airspace. This is shown on a sectional chart with a solid magenta line, and the label “30 NM Mode C” The minimum weather requirements for Class B are as follows: © The visibility must not be any less than 3 statute miles, and the pilot must remain clear of any clouds. ‘Speed limitations in class B airspace are twofold © Whenever operating below 10,000 feet MSL, the speed limit is 250 knots. © Whenever operating below Class B airspace, the speed limit is 200 knots. Class C Airspace: Class C, or Charlie, airspace is designated for airports, like Daytona Beach Intemational Airport, that are not as busy as Class B, but are still busy enough to require radar approach assistance to organize and separate aircraft traveling into and out of the local area, This airspace is labeled on a VFR Sectional Chart using solid magenta lines. The typical chape of Class C airspace contain two cylinders, the inner core, and the outer shelf, but can be tailored to meet the needs of certain airports. © The core consists of a 5 NM area extending from the surface up to 4,000 feet AGL. © The shelf consists of a 10 NM area, and extends from 1,200 feet AGL to 4,000 feet AGL. Radar coverage is available up to 20 NM from the airport. Aeronautical charts depict the MSL altitudes of each segment of airspace. ‘Some Class C airports, like Orlando Sanford, custom dimensions that extend up to the floor of Class B. undemeath Class B. Airspace like this may have The requirements to operate in class C are as follows: © Pilots must be rated at least a student pilot. ©. Aircraft must possess a Mode-C transponder. © No clearance is necessary to enter, but two-way communication with ATC must be established and maintained. If the controller responds to your initial call with your call sign, you are clearedto enter the airspace. The one exception would be if they replied to your call with the phrase “Remain clear of Class Charlie” "= "Skyhawk 4-5-4 Echo Romeo, Remain clear Class Charlie” + As previously stated in Class Bravo, anytime the aircraft is operating below 10,000 feet MSL, the speed limit is 250 knots. The limit is reduced down to 200 knots when operating below 2,500 feet AGL and within 4 NM of the primary Class C airport. + To operate inside Class C VFR, the visibility must not be less than 3 statute miles, and the pilot cannot be any closer to the clouds than 500 feet below, 1,000 feet above, and 2,000 feet horizontally. Class D Airspace: * Class D, or Delta, airspace is controlled airspace surroun \g smaller local airports that are quiet ‘enough not to require any radar separation, but still busy enough to require a control tower. + This airspace is labeled on a VFR Sectional Chart using dashed blue lines. + The dimensions of Class D are relatively simple, consisting of a single cylindrical area, generally ‘extending from the surface to 2,500 feet AGL. + Just as stated for Class C, the altitudes shown on VFR Sectional Charts are labeled in MSL. + Similar to Class C, occasionally a Class D airport may be located underneath either Class B or C airspace. In these cases, Class D will extend up to the floor of the underlying airspace. Ormond Beach and New Smyrma Beach airports are located underneath Daytona Beach's outer shelf. Since Daytona’s shelf begins at 1,200 feet MSL, Ormond and New Smyrna extend up to, but not including, 1,200 feet MSL. + The typical radius of the airspace is about 5 NM, but can vary between 3 and 7 miles. + To operate in Class D, the pilot must be at least e student pilot, and two-way radio communications must be established with the tower. + Flying VER in Class D requires the visibility to be at least 3 statute miles, and to get no closer to the clouds than 500 feet below, 1,000 feet above, and 2,000 feet horizontally. + As previously stated, the maximum speed one can operate below 10,000 feet MSL is 250 knots. However, when at or below 2,500 feet AGL and within 4 NM of the Class D airport, the maximum. allowable speed is 200 knots. Class E Airspace: Class E, or Echo, airspace is defined as controlled airspace that is not Class A, B,C, or D, and is one of the largest parts of the national airspace system. Since this may seem like a vague definition, we can split the airspace up into seven unique types, or locations. To remember them all, we'll use the acronym “set food’. + Surface Area Designated For an Airport: This area is depicted surrounding an airport, starting at the surface, much like a Class D airport, and is designed to be configured to contain any instrument procedures for that particular airport. It is depicted on a VFR Sectional Chart with a dashed magenta line.+ Extension to a surface area: These areas serve as extensions to Classes B, C, or D to allow for instrument approach procedures into an airport. This area is also depicted with a dashed magenta line, but does not surround an airport + Airspace used for transition. These areas are used to transition aircraft to or from the terminal area and en-route environments. A vignette is used to depict these on sectional charts. A magenta vignette indicates the floor of Class E at 700 feet AGL, and a blue vignette indicates the floor at 1,200 feet AGL. + Federal Airways: These airways can be thought of the highways of the sky, and serve as a popular method to get aircraft to their destination. Each airway is 8 nautical miles wide, and starts at 1,200 feet AGL, extending up to, but not including 18,000 feet MSL. + Offshore Airspace Areas. This airspace is used to allow ATC to provide services to IFR traffic that ‘operate beyond 12 NM from the coast. The borders of these areas depicted on a sectional chart resemble that of a zipper. The floor of each sector is indicated inside each respective area + Other. In certain parts of the country, Class Echo does not start until 14,500 ft MSL, excluding any areas ‘that are within 1,500 feet of the ground. The airspace continues upward until reaching 18,000 feet, which is where Class Alpha starts. At FL600, where Class Alpha ends, Class Echo continues upward to an indefinite altitude. + En Route Domestic Areas: These areas are located outside of any federal airway to allow for ATC to. separate traffic. In the local Florida area, these areas start at 1,200 feet AGL. As previously described, these various types of Class Echo airspace can be found on sectional and other low- altitude charts as long as that airspace begins below 14,500 feet MSL. There are no defined vertical limits to Class Echo. This airspace will either start at the surface or a defined allilude, and continue upward until cuming in contact wilh @ different class of contiolled airspace. There are no specific pilot qualifications, equipment requirements, or operational procedures necessary in order to fly within this airspace. Similar to other airspace, the maximum airspeed an aircraft can fly is 250 knots, when below 10,000 feet MSL. There is no speed limit when at or above 10,000 feet, except to remain slower than the speed of sound. Because Class Echo can be located in many different areas, the weather minimums to operate VFR within Class Echo depend on your altitude. When below 10,000 feet MSL, the visibility must be at least 3 statute miles, and pilots cannot be any closer to clouds than 500 feet below, 1,000 feet above, and 2,000 feet horizontally. However, when operating at or above 10,000 feet MSL, the requirements increase. There, the visibility must be at least 5 statute miles and clouds must remain at least 1,000 feet above, 1,000 feet below, and 1 statute mile horizontally from an aircraft.Class G Airspace: Class G, or Golf, airspace is considered uncontrolled, and makes up the rest of the area that has not been designated already as Class A, B, C, D, or E. This means that, more often than not, Class G will start at the surface and continue upward until reaching 1,200 feet AGL, which is where Class Echo's en-route domestic areas typically start Just like Class Echo, there are no specific pilot qualifications, equipment requirements, or operational procedures necessary in order to fly within this airspace. As previously stated, the maximum airspeed an aircraft can fly is 250 knots, when below 10,000 feet MSL. There is no speed limit when at or above 10,000 feet, except to remain slower than the speed of sound. The weather minimums to operate VFR in Class Golf are relatively complicated, and depend on both the aircraft's altitude and time of day. To organize all the various possibilities, let's create a chart. Anytime the aircraft is within 1,200 feet of the surface, regardiess of the MSL altitude, during the day, the only requirement is to remain clear of clouds. At night, the visibility must be at least 3 statute miles and cloud clearances are 500 feet below, 1,000 feet above, and 2,000 feet horizontal. When flying above 1,200 feet AGL, but less than 10,000 feet MSL, during the day, the minimum visibility is 1 statute mile and, again, 500 feet below, 1,000 feet above, and 2,000 feet horizontally from clouds. At night, the visibility is once again 3 statute miles, and the same 5-1-2 for cloud clearances. When flying both above 1,200 feet AGL and 10,000 feet MSL, regardless of the time of day, the visibility must be at least 5 statute miles and the cloud clearances are at least 1,000 feet below, 1,000 feet above, and 1 statute mile horizontally. This is the same requirement for Class Echo, above 10,000 feet MSL. Class F Airspace ‘You might have noticed there was no listing of Class F, or Foxtrot, airspace. This is because, in the United States, the FAA National Airspace System has not declared any airspace that falls under this classification. However, in other counties around the world, Class F airspace does exist. Special Use Airspace: In addition to the six classes of airspace already mentioned, other types of airspace exist, which fall into a separate category. This airspace is called Special Use Airspace. Special Use Airspace consists of areas wherein certain activities are being conducted that must be confined to that area, or wherein limitations are imposed upon other aircraft that are not a part of those activities, or both. Except for controlled firing areas, special use airspace areas are depicted on aeronautical charts. For Regulatory special use airspace, there are Prohibited Areas, and Restricted Areas. Non-regulatory special use airspace consists of Warning Areas, Military Operating Areas, Alert Areas, and Controlled Firing Areas.Prohibited Areas Prohibited Areas exist for security or other reasons associated with national welfare, where aircraft are not permitted to fly. This airspace starts at the surface and extends up to a specified altitude. On Sectional Charts, this airspace is depicted with a blue hashed shape. Inside the shape will be the letter P, followed by a series of numbers, acting as the identifier of that area. Restricted Areas Restricted Areas contain the existence of unusual, often invisible, hazards to aircraft, such as artillery firing, aerial gunnery, or guided missiles. Because of this aircraft are not allowed to fly within the area, unless that area is not in use, or permission has been received from the designated controlling agency. Unless otherwise depicted, this airspace starts from the surface and extends up to a designated altitude. Sectional Charts depict this airspace in the same manner as prohibited areas, using a blue hashed shape However, the identifier starts with the letter R instead of P. Warning Areas Warning Areas contain activity that may be hazardous to nonparticipating aircraft. They exist to warn onparticipating pilots of potential danger, but do not prevent of limit other aircraft from operating within that area. These areas exist over domestic and intemational waters, as close as three nautical miles from the coast. Unless otherwise depicted, this airspace starts from the surface and extends up to a designated altitude. They are again depicted on Sectional Charts with blue hashed lines; this time starting with the letter W. itary Operating Areas Military Operating Areas, or MOAs, contain activities such as air combat tactics, air intercepts, aerobatics, formation flying, and low-altitude tactics. They exist to separate certain military training from IFR traffic. Whether or not an MOA is in use, VFR traffic may still fy through the area. Ilowever, extreme caution should be used when flying through an active MOA. Unless otherwise depicted, MOAs typically start at a designated altitude and extend up to, but not including FL180. Sectional Charts depi 1g magenta hashed lines. Instead of a numbered identifier like other previously-mentioned areas, MOAs are given names. these areas u Alert Areas Alert Areas are used to inform pilots of areas that may contain a high volume of pilot training, or an unusual type of aerial activity. Nonparticipating aircraft should use extra caution when operating within these areas. These areas are depicted on Sectional Charts using magenta hashed lines, but use the previously-mentioned numeric identifier, this time starting with the letter A. Controlled Firing Areas Controlled Firing Areas, or CFAs, contain activities which, if were not conducted in a controlled environment, could be hazardous to aircraft. CFAs are different from other hazardous areas due to the fact that their activities are immediately suspended when a nonparticipating aircraft appears to be approaching the area Because of this, they do not get charted, as they do not require pilots to alter their course.Other Airspace Areas This last category of airspace contains various auxiliary types are airspace that are each unique and don't fall into any other classification of airspace. We will be discussing Airport Advisory Areas, Temporary Flight Restrictions, Air Defense Identification Zones, Military Training Routes, VFR Flyways, VFR Corridors, VFR Transition Routes, Terminal Radar Service Areas, National Security Areas, and finally, U.S. Wildlife Refuges, Parks, and Forest Service Areas. Airport Advisory Areas Airport advisory areas are areas surrounding @ non-towered airport on which a fight service station is located. The Flight service station can provide advisories over the CTAF frequency pertaining to wind and weather formation and even basic traffic advisories. Remember that the FSS is only advising about traffic and itis up to the PIC to maintain safe and adequate traffic separation from other aircratt. Temporary Flight Restrictions Temporary Flight Restrictions are short-term blocks of airspace used to temporarily prevent or limit nonparticipating aircraft from entering that area. These could be used for such things as + To protect people or property in the air, or on the surface from specific hazards or situations; + Or to provide a safe environment for such things as disaster relief, or shuttle launches; + Or to protect the President, Vice President, or any other public figure. Depending on the impact of the TFR, a Notice to Airman, or NOTAM, may be issued to alert pilots that a TFR is in effect. Pilots are responsible for being aware of and complying with any TFRs that are or will be in effect during their flights. Contact the local Flight Service Station for the most up-to date information by calling 800- WX-DRICr. Air Defense Identification Zones ir Defense Identification Zones, or ADIZs, serve as the boundary between domestic US airspace and international airspace. They are located over the borders of neighboring countries, and along the coast Sectional Charts depict these with a magenta line and dots. All aircraft entering the US airspace from outside the country must provide identification prior to entry. Generally, aircraft must file an IFR or Defense VFR flight plan for any operations that enter or exit an ADIZ. As part of filing your flight plan with Flight Service, you will need to provide the estimated time you plan on passing through the ADIZ. In addition, the aircraft must have ; and the pilot must establish and maintain two-way radio communications lines. an operating Mode-C transpond with ATC in order to make periodic position reports. Failure to follow these rules may result in your aircraft being intercepted by US security.10 Military Training Routes Military Training Routes, or MTRs, are routes around the country where military aircraft practice maneuvers and high speed operations sometimes at very low levels. Generally MTRs are established below 10,000 ft MSL with aircraft operating at speeds in excess of 250 knots. On Sectional Charts, MTRs are depicted by gray shaded lines. The names of an MTR start with either VR or IR which conveys whether the route is flown VFR or IFR. The route number tells pilots what altitudes the route is flown at. MTRs with no segment above 1,500 feet AGL shall be identified by four number characters; for example IR1206 or VR1207. MTRs that include one or more segments above 1,500 feet AGL will be identified by two or three digit characters; for example IR24 or VR318. VER Flyways VER Flyway is defined as a general flight path, for use by pilots in planning flights into, out of, through or near complex terminal airspace. These routes do not require an ATC clearance and are not a specific course that is flown, but merely a route that will keep the aircraft clear of the Class Bravo airspace. These flyways can be found on the back of the Terminal Area Chart. VER corridor VER Corridor is defined as airspace through Class B airspace, with defined vertical and lateral boundaries, in which aircraft may operate without an ATC clearance or communication with air traffic control. Essentially a corridor is like a hole through the class B airspace. With the increase of air traffic throughout the country, VFR corridors have not been used recently in the National Airspace System VER transition route VFR Transition Route is a published route through Class B airspace to accommodate VFR traffic flying through the area, Before flying a VFR transition route and entering class B airspace, a pilot must receive clearance from ATC to do so. These routes, found on the Terminal Area Chart, list specific frequencies, altitudes, and courses to fly. VFR transition routes are indicated on the chart by double magenta lines with an arrow indicating the direction of the routes. Terminal radar service area A Terminal radar service area, or TRSA, is a relic of the old national airspace system. It is essentially a class D airport surround by optional or voluntary class C-type radar service. The key difference is that this radar service is recommended to be used but not required in order to land at the primary class D airport. TRSAs are depicted by black lines on a sectional chart, similar to the look of a class C airport, but the dimensions widely vary between each individual airport. National security area National Security Areas are established at locations where there is a requirement for increased security and safety of ground facilities. These areas are depicted on the sectional chart by dashed magenta lines. While theuu airspace above these areas is not restricted, Pilots are requested to voluntarily avoid flying through the depicted NSA. U.S. Wildlife Refuges, Parks, and Forest Service Areas The areas above U.S. Wildlife Refuges, Parks, and Forest Service Areas are depicted by a blue line and dotted border and are usually labeled with name of the area. altitude of 2,000 feet above the surface of these areas. lots are requested to mai Conclusion The national airspace system is a complex and evolving system. Whether you're flying out of your local county airport, or arriving into the world’s most complicated terminal areas, airspace is always around you. By understanding the components of this system, including airspace dimensions, pilot and aircraft requirements, and minimum weather conditions, you will be able to operate in and around the United States safely and legally.