Pilot’s guide to special use airspace
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It’s important for pilots to understand the operating requirements and restrictions regarding Special Use airspace (SUA). SUA consists of Prohibited, Restricted, Warning, Military Operation, Alert, and Controlled Firing Areas. All SUA is depicted on aeronautical charts, except for controlled firing areas (CFA), temporary military operations areas (MOA), and temporary restricted areas. Pilots can request the status of SUA by contacting the using or controlling agency. The frequency for the controlling agency is tabulated in the margins of the applicable IFR and VFR charts.
It’s important for pilots to understand the operating requirements and restrictions regarding Special Use airspace (SUA).
Prohibited Areas
Restricted Areas
Warning Areas
Military Operations Areas (MOA)
Alert Areas
Controlled Firing Areas
National Security Areas
Military Training Routes
Temporary Flight Restrictions (TFR)
Parachute Jump Areas
VFR Routes
Terminal Radar Service Area (TRSA)
Washing DC Special Flight Rules Area (SFRA)
Prohibited Areas
Prohibited Areas specifically prohibit aircraft flight. This is done for security or other reasons associated with the national welfare. As an example, the Prohibited airspace, P-40, protects the Presidential retreat at Camp David in Maryland. Aeronautical charts will provide the altitudes and operating times for Prohibited areas, if applicable. It’s important to check the NOTAMs if you’ll be flying around these areas as some of the dimensions change in size. For example, P-40 expands from its normal diameter of six nautical miles to twenty nautical miles when the President is on the grounds.
Prohibited Area, P-40, surrounding the Presidential retreat, Camp David.
Restricted Areas
Restricted Areas are defined as airspace where aircraft flight is not probhibited, but is subject to restrictions. Restricted Areas may have regular time of operation or be activated with prior notice. Therefore, pilots flying VFR should check with the controlling agency (air route traffic control center) whenever they plan to fly through a Restricted Area to ensure the status. IFR flights will tpyically be routed around active Restricted Areas. If the restricted area is not active and has been released to the controlling agency, the ATC facility will allow the aircraft to operate in the restricted airspace without issuing specific clearance.
Restricted Areas depicted west of Salt Lake City.
Warning Areas
Warning Areas are similiar to Restricted areas and is designed to warn pilots of potential danger. Warning areas extend from three nautical miles outward from the coast of the US. Warning Areas cannot be designated Restricted Areas because they are over international waters.
Warning Area depicted off the coast of the Florida panhandle.
Military Operations Area
Military Operation Areas (MOA), are segments of airspace defined by vertical and lateral limits used to segregate military training activities from aircraft operating under instrument flight rules. Most military training requires abrupt maneuvering and high speed. In an MOA, military pilots are exempted from FAA regulations prohibiting acrobatics in certain airspace and on federal airways. MOA’s identify areas where these activities are conducted. Pilots should check with the ATC facility listed on the chart for real-time information about an MOA’s status. VFR flight is permitted in active MOA’s, but requires extreme caution and vigilance. IFR flights will usually not be cleared to fly through an active MOA.
MOAs located near Tyndall Air Force Base for military training activity.
Alert Areas
Alert Areas are depicted on charts to warn pilots of a high volume of pilot training or other unusual aerial activity. Pilots of participating and transit aircraft are equally responsible for collision avoidance.
Alert Area designated for a high volume of flight training.
Controlled Firing Areas
Controlled Firing Areas have activities which, if not controlled, would be hazardous to non-participating aircraft. They are not charted because activities are suspended immediately when spotter aircraft, radar, or ground lookout positions indicate an aircraft might be approaching the area.
National Security Areas
National Security Areas consist of 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 these areas. Pilots are also asked to avoid flight over power plants, dams, refineries, and military facilities even if they are not marked as National Security Areas. When it is necessary to provide a greater level of security and safety, flight in NSAs may be temporarily prohibited.
Pilot are voluntarily asked to participate in National Security Area restrictions.
Military Training Routes
Military Training Routes (MTR) are mutually developed by the FAA and the Department of Defense. They are generally established below 10,000′ MSL for operations at speeds above 250 knots. Terminal and Sectional charts show MTR’s used under VFR as VR and those flown under IFR as IR. MTR’s with segments above 1,500′ AGL are identified by a three-digit number. MTR’s flown entirely below 1,500′ AGL are identified by a four-digit number. Although pilots are not prohibited from flying on a military training route, you should be extremely vigilant when flying on, across, or near an MTR. You can check the status of an MTR by contacting flight service.
Temporary Flight Restrictions (TFR)
Temporary Flight Restrictions (TFR) may be imposed to protect persons or property in the air and on the ground. This may be to provide a safe environment for disaster relief aircraft and prevent an unsafe congestion of sightseeing and other aircraft in the area. TFR’s and limitations are also implemented in areas visited or travelled by the President, Vice President and other public figures. Presidential TFR’s may be stationary during a visit or move along with the president as he travels. Check the NOTAM’s for the latest information. Violation of this airspace could result in the use of deadly force.
TFR issued for the President visiting the Milwaukee area.
Parachute Jump Areas
Parachute Jump Areas are listed in the Chart Supplement. The pilot of a jump aircraft should be talking to ATC and should announce his intentions on the local advisory frequency. These communications should include his position, altitude, and the time that the jump will begin and end. Needless to say, alertness in these areas is paramount and the use of good common sense is necessary.
VFR Routes
The FAA has published routes to aid pilots flying under, around, and through complex Class B airspace. These are; VFR Flyways, VFR Corridors, and Class B Airspace Transition Routes. Charted VFR Flyways were created so that pilots could travel safely in areas heavily traversed by large turbine-powered aircraft. These flyways help the pilot plan flights into, out of, through, and near complex terminal airspace, avoiding altogether flying into Class B airspace. Pilot compliance with recommended flyways and associated altitudes is strictly voluntary. VFR Corridors are like a tunnel through Class B. An aircraft can operate in these corridors without a clearance from or communication with ATC. They are similar to VFR flyways except that they have specific vertical and lateral boundaries which must be followed by all participating aircraft. Because of the high volume of traffic in Class B, it is necessary to fly these corridors with extreme caution.
Class B airspace Transition Routes are similar, except that an ATC clearance is required. They are specific flight courses depicted on Terminal Area charts for transiting the Class B airspace. Unlike the former published VFR routes, transition routes include specific ATC assigned altitudes. On your initial contact with ATC, give them your position, altitude, route name desired, and direction of flight.
Class B transition route depicted through the San Fransicso Class B.
Terminal Radar Service Area (TRSA)
Another type of airspace is the Terminal Radar Service Area (TRSA). TRSAs are depicted on VFR charts with grey rings. There are only a few TRSAs left. As the name implies, radar traffic advisory service from ATC is available near a terminal in a TRSA. However, whether you get this service or call ATC within the boundaries of the TRSA is up to you. No ATC communication is required to fly in a TRSA. You’re likely to find class D airspace around the primary airport in a TRSA.
TRSA depited around the Class D, Huntington, WV Airport.
Washington SFRA
For heightened security, the Washington, D.C., Metropolitan Area Special Flight Rules Area (SFRA) was created. It extends from the surface to but not including 18,000′ MSL. Special flight rules provide for general aviation operations within the area. Before entering the airspace, you must file and activate a flight plan and contact ATC for a transponder code. VFR pilots must file a D.C. SFRA flight plan. This is in addition to any traditional flight plan that the pilot would normally file. At the heart of the D.C. SFRA is a Flight Restricted Zone with even more stringent requirements. If you enter the zone without authorization, you will be intercepted.
Washington, D.C. Special Flight Rules Area
A National Capitol Region Visual Warning System has been developed to warn pilots that they are violating the D.C. SFRA. The warning system uses low-level laser beams of alternating red and green lights. These lights are safe to look at and can be seen up to fifteen miles away during the day and twenty miles at night. Unfortunately, the light cannot penetrate visible moisture. Multiple laser sites provide coverage to the entire D.C. SFRA. Each site can illuminate and track a particular aircraft. If you see this, you should immediately contact ATC.
If you want to fly within sixty nautical miles of the Washington D.C. VOR, you must complete a special awareness training program and hold a certificate of training completion. You can find this requirement in 14 CFR 91.161. To get this free training, visit www.faasafety.gov. After you complete the program, print out your certificate of completion and keep it with you. If you want to fly in and out of these three Washington D.C. airports, you must apply for and be issued a personal identification number. This requires fingerprinting and a background check. More information on this program is available from the Transportation Security Administration at https://www.tsa.gov/for-industry/general-aviation.
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Please note, it is _not_ true that P-40 ever expands. (“P-40 expands from its normal diameter of six nautical miles to twenty nautical miles when the President is on the grounds.”) The definition of Prohibited air space is that it is always charted. Restricted airspace (in this case R-4009) may be made hot. This is an important distinction. If a pilot is warned by ATC about Prohibited airspace the pilot can check the sectional. As in all things aviation, precise terminology can be important—if ATC wants to warn a pilot about R-4009 they cannot reference P-40.
So I’m presuming that even if you’re flying in a VFR Corridor, within the 30nm ring around a Class B, that you still are required to have ADS-B, even though you’re technically even required to be talking to ATC while within the VFR Corridor?