Figure 5-12. Camden Ridge MOA is an example of a military operations area.
Figure 5-13. Additional information found on the sectional chart for Camden Ridge MOA.
Alert Areas
Alert areas are depicted on aeronautical charts with an “A” followed by a number (e.g., “A-211”) to inform nonparticipating
pilots of areas that may contain a high volume of pilot training or an unusual type of aerial activity. Pilots should exercise
caution in alert areas. All activity within an alert area shall be conducted in accordance with regulations, without waiver,
and pilots of participating aircraft, as well as pilots transiting the area, shall be equally responsible for collision avoidance.
[Figure 5-14]
Figure 5-14. Alert area (A-211).
Controlled Firing Areas
Controlled firing areas contain military activities, which, if not conducted in a controlled environment, could be hazardous
to nonparticipating aircraft. The difference between controlled firing areas and other special use airspace is that activities
must be suspended when a spotter aircraft, radar, or ground lookout position indicates an aircraft might be approaching
the area.
Other Airspace Areas
“Other airspace areas” is a general term referring to the majority of the remaining airspace. It includes:
• Airport advisory areas.
• Military training routes (MTR).
• Temporary flight restrictions (TFR).
• National security areas.
Airport Advisory Areas
An airport advisory area is an area within 10 statute miles (SM) of an airport where a control tower is not operating,
but where a flight service station (FSS) is located. At these locations, the FSS provides advisory service to arriving and
departing aircraft.
MTR are usually indicated with a blue line on the sectional chart. A balloon pilot flying in the area of numerous VRs or IRs
should question the briefer during the weather brief to find out if any of the routes are in use, and a possible time frame for
opening and closing. While it is true that the balloon pilot has the right of way, the balloon will generally come out worse in
a midair conflict with a fast-moving military aircraft. MTRs, such as the example depicted in Figure 5-15, are also further
defined on the back of the sectional charts.
Figure 5-15. Military training routes (MTR) chart symbols.
Temporary Flight Restrictions (TFR)
Temporary flight restrictions (TFRs) go into effect when traffic in the airspace would endanger or hamper air or ground
activities in the area. For example, a forest fire, chemical accident, flood, or disaster-relief effort could warrant a TFR, which
would issue as a Notice to Air Missions (NOTAM). The NOTAM begins with the phrase “FLIGHT RESTRICTIONS”
followed by the location of the temporary restriction, effective time, area defined in statute miles, and altitudes affected.
The NOTAM also contains the FAA coordination facility and telephone number, the reason for the restriction, and any
other information deemed appropriate. The pilot should check for NOTAMs during flight planning.
The reasons for establishing a temporary restriction are:
• Protect persons and property in the air or on the surface from an existing or imminent hazard.
• Provide a safe environment for the operation of disaster relief aircraft.
• Prevent an unsafe congestion of sightseeing aircraft above an incident or event, which may generate a high degree
of public interest.
• Protect declared national disasters for humanitarian reasons.
• Protect the President, Vice President, or other public figures.
• Provide a safe environment for space agency operations.
Since the events of September 11, the use of TFRs has become much more common. There have been a number of
incidents of aircraft incursions into TFRs, which have resulted in pilots undergoing security investigations, and certificate
suspensions. It is a pilot’s responsibility to be aware of TFRs in their proposed area of flight. [ Figure 5-16] One way to
check is to visit the FAA’s TFR website, and verify that there is not a TFR in the area.
Figure 5-16. A temporary flight restriction (TFR) imposed at Boston’ s Logan Airport to general aviation and restricting operations at
surrounding airports.
Another TFR issue that the balloon pilot needs to be aware of are the restrictions imposed under 14 CFR part 91, section
91.145. In this regulation, the FAA has codified restrictions against the overflight of major outdoor events, such as the
World Series, the Rose Bowl, and NASCAR events. Several years ago, it was relatively common to see hot air balloons
promoting products or services being flown over these events, providing exposure for the commercial sponsor. Now, there
are significant distance and altitude restrictions for such events, and any operations inside the TFR area must be conducted
under the provisions of a waiver. Should such an operation be contemplated, the balloon pilot should consult with the local
Flight Service District Office (FSDO) well in advance of the event.
National Security Areas
National Security Areas (NSA) consist of airspace of defined vertical and lateral dimensions established at locations with
a requirement for increased security and safety of ground facilities. Pilots should voluntarily avoid flying through any
depicted NSA. When necessary to provide a greater level of security and safety, the FAA may temporarily prohibit flight
in NSAs by regulation under the provisions of 14 CFR part 99, section 99.7.
Radio Communications
When utilizing the NAS, there are many occasions when it is necessary to communicate with a control tower, a controlling
agency, or another aircraft. Balloon pilots should have a working knowledge of correct radio procedures in order to
properly exercise their privileges, and not interfere with other aviation traffic.
Aviation very-high-frequency (VHF) radios may be used for communications between the balloon pilot and towers, pilot
to FSS, air to air (pilot to pilot), air to ground in some circumstances, and to get information from weather facilities and
automated stations. VHF radios are not to be used as a “telephone service” or in a Citizen’s Band-type of operation; this use
is specifically prohibited by the Federal Communications Commission (FCC), and may result in monetary fines.
There is no license requirement for a pilot operating in the United States; however, a pilot who may be operating outside
the country is required to hold a restricted radiotelephone permit issued by the FCC. There is also no station license
requirement for a handheld radio used in a balloon, as it is not permanently mounted. A station license may be required
when a balloon is operated outside the country; it is best to check with the appropriate local authorities before contemplating
such an operation.
The single most important aspect of radio communication is clarity. Keeping one’s transmissions brief, and using correct
terminology and phraseology when operating an aircraft radio is imperative. All frequencies are shared with others; a
pilot’s idle chatter to a chase crew could inadvertently block another pilot’s emergency transmission at an airfield many
miles away. A good pilot will minimize radio requirements, and think before speaking.
Phonetic Alphabet
The ICAO, of which the United States is a member, has adopted a phonetic alphabet, which should be used in radio
communications as necessary. When communicating with air traffic control facilities, pilots should use this alphabet to
identify their aircraft. [Figure 5-17]
Character Phonic (Pronunciation)Telephony
Figure 5-17. Phonetic alphabet.
Radio Procedures
The Pilot/Controller Glossary (found in the AIM) contains correct language for communications between a pilot at ATC
facilities. Good phraseology enhances safety and is the mark of a conscientious pilot. Jargon, slang, and “CB” codes should
not be used in radio communications.
A pilot should listen to the radio before transmitting. Do not clutter the frequency with inappropriate requests or irrelevant
information. Most pilots will think before keying their radio, and keep the transmission as brief as possible. The pilot
should be occupied with control of the balloon and should not be spending time on the radio.
When Departing a Non-towered Airport
A balloon pilot departing a non-towered airport should make a call on the field’s UNICOM or CTAF (Common Traffic
Advisory Frequency), both of which are generally shown on the appropriate sectional chart. The pilot should state their
location and intentions, as a “self-announce” advisory, so that other air traffic in the area is aware of the operation.
Example: “Williamson traffic, balloon 3584 Golf departing the grass near hanger 12 to the east.”
When Approaching a Non-towered Airport
If an approach to a non-towered airport is conducted, with the intent to land, the pilot should again “self-announce” on the
appropriate UNICOM frequency or CTAF. The current location should be stated, as well as the pilot’s intentions.
Example: “Air Acres traffic, balloon 3584 Golf approaching from the west for landing at the departure end of the runway.”
When Transiting a Non-towered Facility
If flight in the vicinity of a non-towered airport is likely, with no intent to land at the airfield, it is appropriate to let other
aircraft in the area know the intentions, particularly if there is the possibility of interfering with the traffic pattern.
Example: “Enterprise traffic, balloon 7510 Delta at 700 feet, transiting from east to west along the north boundary of the
field, no landing.”
When Approaching Controlled Airspace
When approaching controlled airspace, and it appears that entry into the airspace is likely (or desired), the balloon pilot
should contact the appropriate approach control with enough time to execute a landing, should entry be denied. Remember
that a balloon usually does not have the option of turning around.
Example: “Huntsville Approach, balloon 903 Hotel Delta, at 3,000.”
The approach control facility (in this example, Huntsville Approach) will either reply by saying, “Aircraft calling Huntsville
Approach, standby”, in which case the balloon pilot does not have a clearance to enter the airspace; or, approach will reply,
saying “Balloon 903 Hotel Delta, Huntsville, standby.” In this case, the aircraft call sign was used, and the pilot may enter
the airspace. Further communication may continue until the balloon has either landed or cleared the airspace.
In the event that radio communication has failed, or that no radio is available in the balloon, and continued flight into
the immediate vicinity of an towered airport facility cannot be avoided, control towers have a “light gun” available.
This device, which looks like an oversized flare gun, allows tower personnel to “shoot” a directed beam of light at an
approaching aircraft, and may signal field availability options to the approaching balloon. [Figure 5-18]
Light Gun Signals
Color and type of signal
Aircraft on the ground
Aircraft in flight
Steady green
Steady red
Flashing red
Alternating red and green
Cleared for takeoff
Stop
Taxi clear of the runway in use
Exercise extreme caution
Cleared to land
Give way to other aircraft and
continue circling
Airport unsafe, do not land
Exercise extreme caution
Figure 5-18. Light gun signals.
Many balloon pilots fly for years without using a radio of any kind. Using an aircraft radio is not a difficult task, and, with
practice, can provide a more enjoyable flight. Most ATCs express an interest in balloons, and go out of their way to assist
balloon pilots in accomplishing their flight safely.
Chapter Summary
At first glance, the NAS appears to be a complex arena in which to operate such a simple aircraft. This chapter simplifies
the airspace to the reader, and makes it readily apparent that it is possible to operate a hot air balloon safely, without causing
conflict.
Simple courtesy and common sense goes a long way in airspace operations. A complete and thorough understanding of the
airspace, combined with good decision-making, will allow the pilot to do what they wish, with recognition of the needs of
other users of the sky.