Figure 8-11. Special use airspace designations as appear on
sectional charts.
Airspace Above 10,000' MSL and Below 18,000'
For WSC aircraft fl ying above 10,000 feet MSL, the visibility
must be greater than 5 SM and cloud clearances increase to
1,000 feet below, 1,000 feet above, and 1 SM horizontal.
If the WSC aircraft was not certifi cated with an electrical
system, an altitude encoding transponder is required per 14
CFR section 91.215.
Oxygen is required for the pilot above 12,500 MSL up to
and including 14,000 feet MSL if the fl ight at those levels
is more than 30 minutes duration. At altitudes above 14,000
feet MSL, oxygen is required for the pilot during the entire
fl ight time at those altitudes. At altitudes above 15,000 feet
MSL, each occupant of the aircraft must be provided with
supplemental oxygen.
Class A Airspace
Class A airspace is generally the airspace from 18,000 feet
MSL up to and including FL 600, including the airspace
overlying the waters within 12 NM of the coast of the 48
contiguous states and Alaska. Unless otherwise authorized,
all operations in Class A airspace are conducted under IFR.
Class A airspace is not applicable to WSC pilots.
Special Use Airspace
Special use airspace is the designation for airspace in which
certain activities must be confi ned, or where limitations may
be imposed on aircraft operations that are not part of those
activities.
Special use airspace usually consists of:
• Prohibited areas
• Restricted areas
• Warning areas
• Military operation areas (MOAs)
• Alert areas
• Controlled fi ring areas
• Parachute jump areas
Except for controlled firing areas, special use airspace
areas are depicted on visual sectional charts. [Figure 8-11]
Controlled fi ring areas are not charted because their activities
are suspended immediately when spotter aircraft, radar,
or ground lookout positions indicate an aircraft might be
approaching the area. Nonparticipating aircraft are not
required to change their fl ightpaths. Special use airspace
areas are shown in their entirety (within the limits of the
chart), even when they overlap, adjoin, or when an area is
designated within another area. The areas are identifi ed by
type and identifying name or number, positioned either within
or immediately adjacent to the area. [Figure 8-11]
Prohibited, restricted or warning areas; alert areas; and MOAs
are further defi ned with tables on sectional charts for their
altitudes, time of use, controlling agency/contact facility and
controlling agency contact frequency. [Figure 8-12]
Prohibited Areas
Prohibited areas contain airspace of defi ned dimensions
within which the fl ight of aircraft is prohibited. Such areas
Figure 8-13. Prohibited area in Washington, D.C., on a sectional
chart.
Figure 8-12. Example of the additional information provided on sectional charts for special use airspace.
are established for security or other reasons associated with
the national welfare. These areas are published in the Federal
Register and are depicted on sectional charts. The area is
charted as a “P” followed by a number (e.g., “P-56 A and
B”). [Figure 8-13]
Restricted Areas
Restricted areas are areas where operations are hazardous to
nonparticipating aircraft and contain airspace within which
the fl ight of aircraft, while not wholly prohibited, is subject
to restrictions. Activities within these areas must be confi ned
because of their nature, or limitations may be imposed upon
aircraft operations that are not a part of those activities, or
both. Restricted areas denote the existence of unusual, often
invisible, hazards to aircraft (e.g., artillery fi ring, aerial
gunnery, or guided missiles). Penetration of restricted areas
is illegal without authorization from the using or controlling
agency may be extremely hazardous to the aircraft and its
occupants. ATC facilities apply the following procedures:
1. If the restricted area is not active and has been released
to the Federal Aviation Administration (FAA), the
ATC facility will allow the aircraft to operate in the
restricted airspace without issuing specifi c clearance
for it to do so.
2. If the restricted area is active and has not been released
to the FAA, the ATC facility will issue a clearance
which will ensure the aircraft avoids the restricted
airspace.
Restricted areas are charted with an “R” followed by a number
(e.g., “R-4803 and R-4810”) and are depicted on the sectional
charts. [Figure 8-14]
Warning Areas
Warning areas consist of airspace which may contain hazards
to nonparticipating aircraft in international airspace. The
activities may be much the same as those for a restricted
area. Warning areas are established beyond the three mile
limit and are depicted on sectional charts.
Military Operations Areas (MOAs)
MOAs consist of airspace of defi ned vertical and lateral limits
established for the purpose of separating certain military
training activity from IFR traffi c. There is no restriction
against a pilot operating VFR in these areas; however, a
pilot should be alert since training activities may include
acrobatic and abrupt maneuvers. MOAs are depicted by
name and with defi ned boundaries on sectional, VFR terminal
area, and en route low altitude charts and are not numbered
(e.g., “CHURCHILL HIGH MOA,” “CHURCHILL LOW
Figure 8-16. Alert area (A-211).
Figure 8-15. MOA is further defined on sectional charts with times of operation, altitudes
affected, and the controlling agency to contact for current activity.
Figure 8-14. Special use airspace: restricted and MOA examples.
MOA,” “RANCH HIGH & RANCH MOA” and “RANCH
MOA”). [Figure 8-14] MOA is further defi ned on sectional
charts with times of operation, altitudes affected, and the
controlling agency frequency for the MOA to contact for
current activity. [Figure 8-15]
Alert Areas
Alert areas are depicted on sectional charts with an “A”
followed by a number (e.g., “A-211” as in Figure 8-16) to
inform nonparticipating pilots of areas that may contain a
high volume of pilot training or an unusual type of aerial
activity. Pilots should be particularly alert when fl ying in
these areas. All activity within an alert area shall be conducted
in accordance with regulations, without waiver. Pilots of
participating aircraft, as well as pilots transiting the area,
shall be equally responsible for collision avoidance.
Controlled Firing Areas
Controlled fi ring areas contain military activities, which,
if not conducted in a controlled environment, could be
hazardous to nonparticipating aircraft. The difference
between controlled fi ring areas and other special use airspace
is that activities must be suspended when a spotter aircraft,
Figure 8-17. MTR chart symbols.
radar, or ground lookout position indicates an aircraft might
be approaching the area.
Parachute Jump Areas
Parachute jump areas are published in the Airport/ Facility
Directory (A/FD). Sites that are used frequently are depicted
on sectional charts. Each pilot should listen to the appropriate
airport radio frequency for parachute operations and be
alert for aircraft which might be conducting parachute
operations.
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 (MTRs)
• Temporary fl ight restrictions
(TFRs)
• Terminal Radar Service Areas
• National security areas
Local Airport Advisory
A local airport advisory is an area within 10 statute miles (SM)
of an airport where a control tower is not operating, but where
a fl ight service station (FSS) is located. At these locations,
the FSS provides advisory service to arriving and departing
aircraft. See AIM section 3-5-1 for more information on using
the local airport fl ight station services.
Military Training Routes (MTRs)
National security depends largely on the deterrent effect of
our airborne military forces. To be profi cient, the military
services must train in a wide range of airborne tactics. One
phase of this training involves “low level” combat tactics. The
required maneuvers and high speeds are such that they may
occasionally make the see-and-avoid aspect of VFR fl ight
more diffi cult without increased vigilance in areas containing
such operations. In an effort to ensure the greatest practical
level of safety for all fl ight operations, the Military Training
Route (MTR) program was conceived.
These routes are usually established below 10,000 feet MSL
for operations at speeds in excess of 250 knots. Some route
segments may be defi ned at higher altitudes for purposes of
route continuity. Routes are identifi ed as IFR (IR), and VFR
(VR), followed by a number. MTRs with no segment above
1,500 feet AGL are identifi ed by four numeric characters
(e.g., IR1206, VR1207). MTRs that include one or more
segments above 1,500 feet AGL are identifi ed by three
numeric characters (e.g., IR206, VR207). IFR Low Altitude
En Route Charts depict all IR routes and all VR routes that
accommodate operations above 1,500 feet AGL. IR routes
are conducted in accordance with IFR regardless of weather
conditions.
MTRs are usually indicated with a gray line on the sectional
chart. A WSC aircraft pilot fl ying in the area of VRs or IRs
should question the briefer during the weather brief to fi nd
out if any of the routes are in use, and a possible time frame
for opening and closing. While it is true that the WSC aircraft
pilot has the right of way, the WSC aircraft will generally
come out worse in a midair confl ict with a fast-moving
military aircraft. MTRs, such as the example depicted in
Figure 8-17, are also further defi ned on sectional charts.
Temporary Flight Restrictions (TFRs)
TFRs are put into effect when traffi c in the airspace would
endanger or hamper air or ground activities in the designated
area. For example, a forest fi re, chemical accident, fl ood, or
disaster-relief effort could warrant a TFR, which would be
issued as a Notice to Airmen (NOTAM). The NOTAM begins
with the phrase “FLIGHT RESTRICTIONS” followed by the
location, effective time period, area defi ned in statute miles,
and altitudes affected, which aircraft fl ying in the area must
avoid. 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 NOTAMs as part of fl ight planning.
The reasons for establishing a temporary restriction are to:
• 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 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
fi gures; and
• Provide a safe environment for space agency
operations.
It is a pilot’s responsibility to be aware of TFRs in his or her
proposed area of fl ight. One way to check is to visit the FAA
website, www.tfr.faa.gov, and verify that there is not a TFR
in the area. Another resource is to ask the fl ight briefer at
800-WX-BRIEF during the prefl ight briefi ng.
Terminal Radar Service Areas (TRSA)
Terminal Radar Service Areas (TRSA) are areas where
participating pilots can receive additional radar services. The
purpose of the service is to provide separation between all
IFR operations and participating VFR aircraft.
The primary airport(s) within the TRSA become(s) Class D
airspace. The remaining portion of the TRSA overlies other
controlled airspace, which is normally Class E airspace
beginning at 700 or 1,200 feet and established to transition to/
from the en route terminal environment. TRSAs are depicted
on VFR sectional charts and terminal area charts with a solid
black line and altitudes for each segment. The Class D portion
is charted with a blue segmented line. Participation in TRSA
services is voluntary; however, pilots operating under VFR
are encouraged to contact the radar approach control and take
advantage of TRSA service. Operations inside the TFR area
must be conducted under the provisions of a waiver. Should
such an operation be contemplated, the WSC aircraft pilot
should consult with the local Flight Service District Offi ce
(FSDO) well in advance of the event.
National Security Areas (NSAs)
NSAs consist of airspace with defi ned vertical and lateral
dimensions established at locations where there is a
requirement for increased security and safety of ground
facilities. Flight in NSAs may be temporarily prohibited
by regulation under the provisions of 14 CFR part 99, and
prohibitions are disseminated via NOTAM.
Published VFR Routes
Published VFR routes are for transitioning around, under, or
through some complex airspace. Terms such as VFR fl yway,
VFR corridor, Class B airspace, VFR transition route, and
terminal area VFR route have been applied to such routes.
These routes are generally found on VFR terminal area
planning charts.
Flight Over Charted U.S. Wildlife Refuges,
Parks, and Forest Service Areas
The landing of aircraft is prohibited on lands or waters
administered by the National Park Service, U.S. Fish and
Wildlife Service, or U.S. Forest Service without authorization
from the respective agency. Exceptions include:
1. When forced to land due to an emergency beyond the
control of the operator;
2. At offi cially designated landing sites; or
3. An approved official business of the Federal
Government.
Pilots are requested to maintain a minimum altitude of
2,000 feet above the surface of the following: national
parks, monuments, seashores, lakeshores, recreation areas,
and scenic riverways administered by the National Park
Service, National Wildlife Refuges, Big Game Refuges,
Game Ranges, and Wildlife Ranges administered by the U.S.
Fish and Wildlife Service and wilderness and primitive areas
administered by the U.S. Forest Service.
WSC Operations
WSC prefl ight planning should include a review of the
airspace that is fl own. A local fl ight may be close to the fi eld
and include only Class G and Class E airspace. Minimum
visibility and cloud clearance may be the only requirements
to be met. However, a radio to communicate to the airport
traffi c and an altimeter to fl y at the proper airport pattern
altitude is recommended.
If fl ying to control tower airports or through Class B, C, or
D airspace, determine if the WSC meets all of the equipment
requirements of that airspace. [Figure 8-5] Also review
qualifi cations to determine if the minimum pilot requirements
of the airspace are met. If the minimum aircraft and/or pilot
requirements of the airspace are not met, then the prefl ight
planning should include a course around the airspace. Extra
time and fuel is required for the circumnavigation and should
be taken into consideration prior to departure.
WSC and Air Traffi c Control
In nontowered airspace, airspace separation from other aircraft
is the responsibility of the pilot. Separation from higher speed
traffi c may require fl ightpaths different than faster traffi c.
For fl ight and communicating with a control tower, the WSC
pilot may be asked to expedite or deviate from a traditional
course. The WSC pilot must work with ATC in advising of
the airspeed and surface wind limitations. Safe operation in
controlled airspace requires that the controller understand
the performance and limits of the WSC aircraft.
Navigating the Airspace
Knowledge of airspace dimensions, requirements to enter
the airspace, and geographical location of the airspace is
the responsibility of all pilots. The current sectional chart
is the primary offi cial tool to determine the airspace fl ying
within or avoiding.
Pilotage is navigation by reference to landmarks to determine
location and the location of airspace. Pilotage is the best form
of navigation to ensure that you avoid airspace not authorized
to enter. Locating your position on the sectional chart and
locating/identifying the airspace you want to enter/avoid
requires prefl ight planning on the ground and situational
awareness in the air.
For all fl ights, pilots must be sure to have enough fuel to
complete the fl ight. For longer cross-country fl ights, this
requires the pilot to check winds aloft and calculate the
groundspeed for the planned altitude and forecast wind. The
resultant time to the destination and the fuel consumption
determines the fuel required to make the fl ight. This prefl ight
planning is especially important for slower WSC aircraft
because increased headwind components provide signifi cant
time increases to get to fuel stops than faster aircraft.
Although 14 CFR section 91.151 requires airplanes to have
at least 30 minutes of reserve fuel for an intended fuel stop;
this minimum is also recommended for WSC aircraft. The
Pilot’s Handbook of Aeronautical Knowledge chapter on
navigation provides procedures in navigation, plotting a
course, determining groundspeed for the predicted wind,
headings and the required fuel for intended legs of the fl ight.
For any cross-country fl ight, a fl ight log should be used and
the planned groundspeed should be compared to the actual
GPS groundspeed measured in fl ight. If the GPS groundspeed
is lower than the planned groundspeed, the time en route and
the fuel reserves must be evaluated to assure the WSC aircraft
does not run out of fuel during the fl ight.
GPS is a very popular form of navigation used by WSC pilots.
The GPS receiver is small, simple to use, and inexpensive
compared to other forms of electronic (radio) navigation.
Simple modes of operation provide actual groundspeed and
time to a waypoint. More sophisticated GPSs have aviation
databases and provide the pilot a considerable amount of
information about airports and airspace. When using GPS
to determine airspace or airport position, boundaries, and/
or information, the aviation database in the GPS may not
exactly match the information as depicted on the sectional
chart. If there is a difference between the sectional chart and
GPS information, the sectional chart should be considered
correct.
A WSC pilot using GPS should ensure that the batteries
are fresh and the aviation database is current. Never rely on
the GPS as a primary navigation system. Pilotage using the
sectional chart is the primary navigation system when fl ying
beyond visual range of a familiar airport. The GPS is used
only as a backup aid for navigation.
With proper prefl ight planning and constant evaluation of
the planned verses actual fl ight performance, cross-country
fl ight is practical in the NAS for WSC pilots.
Chapter Summary
At fi rst glance, the NAS appears to be a complex arena
in which to operate such a simple aircraft. This chapter
simplifi es the airspace for the reader, and makes it readily
apparent that it is possible to operate a WSC aircraft safely,
without causing confl ict.
Simple courtesy and common sense go 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 he or she wishes, with recognition of the
needs of other users of the sky.