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4. This program is not to be interpreted as relieving pilots of their responsibilities to see and avoid other traffic operating in basic VFR weather conditions, to adjust their operations and flight path as necessary to preclude serious wake encounters, to maintain appropriate terrain and obstruction clear- ance or to remain in weather conditions equal to or better than the minimums required by 14 CFR Section 91.155. Approach control should be advised and a revised clearance or instruction obtained when compliance with an assigned route, heading and/or altitude is likely to compromise pilot responsibility with respect to terrain and obstruction clearance, vortex exposure, and weather minimums. (See TBL 3-2-1.) Class C Airspace Areas by State These states currently have designated Class C airspace areas that are depicted on sectional charts. Pilots should consult current sectional charts and NOTAMs for the latest information on services available. Pilots should be aware that some Class C airspace underlies or is adjacent to Class_B airspace. TBL 3-2-1 Class C Airspace Areas by State State/City Airport ALABAMA Birmingham . . . . . . . . . International Huntsville . . . . . . . . . . . International-Carl T Jones Fld Mobile . . . . . . . . . . . . . . Regional ALASKA Anchorage . . . . . . . . . . . International ARIZONA Davis-Monthan . . . . . . . AFB Tucson . . . . . . . . . . . . . . International ARKANSAS Fayetteville (Springdale) Northwest Arkansas Regional Little Rock . . . . . . . . . . Adams Field CALIFORNIA Beale . . . . . . . . . . . . . . . AFB Burbank . . . . . . . . . . . . Burbank-Glendale-Pasadena Fresno . . . . . . . . . . . . . . Air Terminal Monterey . . . . . . . . . . . . Peninsula Oakland . . . . . . . . . . . . . Metropolitan Oakland International Ontario . . . . . . . . . . . . . International Riverside . . . . . . . . . . . . March AFB Sacramento . . . . . . . . . . International San Jose . . . . . . . . . . . . International Santa Ana . . . . . . . . . . . John Wayne/Orange County Santa Barbara . . . . . . . . Municipal COLORADO Colorado Springs . . . . . Municipal CONNECTICUT Windsor Locks . . . . . . . Bradley International FLORIDA Daytona Beach . . . . . . . Regional Fort Lauderdale . . . . . . . Hollywood International Fort Myers . . . . . . . . . . SW Florida Regional Jacksonville . . . . . . . . . . International Palm Beach . . . . . . . . . . International Pensacola . . . . . . . . . . . NAS Pensacola . . . . . . . . . . . Regional Sarasota . . . . . . . . . . . . . Bradenton Tallahassee . . . . . . . . . . Regional Whiting . . . . . . . . . . . . . NAS GEORGIA Columbus . . . . . . . . . . . Metropolitan Savannah . . . . . . . . . . . . International HAWAII Kahului . . . . . . . . . . . . . Kahului IDAHO Boise . . . . . . . . . . . . . . . Air Terminal ILLINOIS Champaign . . . . . . . . . . U of Illinois-Willard Chicago . . . . . . . . . . . . . Midway Moline . . . . . . . . . . . . . . Quad City AIM 2/14/08 3-2-7

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Controlled Airspace State/City Airport Peoria . . . . . . . . . . . . . . Greater Peoria Springfield . . . . . . . . . . Capital INDIANA Evansville . . . . . . . . . . . Regional Fort Wayne . . . . . . . . . . International Indianapolis . . . . . . . . . . International South Bend . . . . . . . . . . Michiana Regional IOWA Cedar Rapids . . . . . . . . . The Eastern Iowa Des Moines . . . . . . . . . . International KANSAS Wichita . . . . . . . . . . . . . Mid-Continent KENTUCKY Lexington . . . . . . . . . . . Blue Grass Louisville . . . . . . . . . . . Standiford Field LOUISIANA Baton Rouge . . . . . . . . . BTR Metro, Ryan Field Lafayette . . . . . . . . . . . . Regional Shreveport . . . . . . . . . . . Barksdale AFB Shreveport . . . . . . . . . . . Regional MAINE Bangor . . . . . . . . . . . . . International Portland . . . . . . . . . . . . . International Jetport MICHIGAN Flint . . . . . . . . . . . . . . . . Bishop International Grand Rapids . . . . . . . . Kent County International Lansing . . . . . . . . . . . . . Capital City MISSISSIPPI Columbus . . . . . . . . . . . AFB Jackson . . . . . . . . . . . . . International MISSOURI Springfield . . . . . . . . . . Springfield-Branson Regional MONTANA Billings . . . . . . . . . . . . . Logan International NEBRASKA Lincoln . . . . . . . . . . . . . Municipal Omaha . . . . . . . . . . . . . . Eppley Airfield Offutt . . . . . . . . . . . . . . . AFB NEVADA Reno . . . . . . . . . . . . . . . Cannon International NEW HAMPSHIRE Manchester . . . . . . . . . . Manchester NEW JERSEY Atlantic City . . . . . . . . . International NEW MEXICO Albuquerque . . . . . . . . . International NEW YORK Albany . . . . . . . . . . . . . County Buffalo . . . . . . . . . . . . . Greater Buffalo International Islip . . . . . . . . . . . . . . . . Long Island MacArthur Rochester . . . . . . . . . . . Greater Rochester International Syracuse . . . . . . . . . . . . Hancock International State/City Airport NORTH CAROLINA Asheville . . . . . . . . . . . Regional Fayetteville . . . . . . . . . . Regional/Grannis Field Greensboro . . . . . . . . . . Piedmont Triad International Pope . . . . . . . . . . . . . . . AFB Raleigh . . . . . . . . . . . . . Raleigh-Durham International OHIO Akron . . . . . . . . . . . . . . Akron-Canton Regional Columbus . . . . . . . . . . . Port Columbus International Dayton . . . . . . . . . . . . . James M. Cox International Toledo . . . . . . . . . . . . . . Express OKLAHOMA Oklahoma City . . . . . . . Will Rogers World Tinker . . . . . . . . . . . . . . AFB Tulsa . . . . . . . . . . . . . . . International OREGON Portland . . . . . . . . . . . . . International PENNSYLVANIA Allentown . . . . . . . . . . . Allentown Bethlehem-Easton PUERTO RICO San Juan . . . . . . . . . . . . Luis Munoz Marin International RHODE ISLAND Providence . . . . . . . . . . Theodore Francis Green State SOUTH CAROLINA Charleston . . . . . . . . . . . AFB/International Columbia . . . . . . . . . . . . Metropolitan Greer . . . . . . . . . . . . . . . Greenville-Spartanburg Myrtle Beach . . . . . . . . Myrtle Beach International Shaw . . . . . . . . . . . . . . . AFB TENNESSEE Chattanooga . . . . . . . . . Lovell Field Knoxville . . . . . . . . . . . McGhee Tyson Nashville . . . . . . . . . . . . International TEXAS Abilene . . . . . . . . . . . . . Regional Amarillo . . . . . . . . . . . . International Austin . . . . . . . . . . . . . . Austin-Bergstrom International Corpus Christi . . . . . . . . International Dyess . . . . . . . . . . . . . . AFB El Paso . . . . . . . . . . . . . International Harlingen . . . . . . . . . . . Rio Grande Valley International Laughlin . . . . . . . . . . . . AFB Lubbock . . . . . . . . . . . . International Midland . . . . . . . . . . . . . International San Antonio . . . . . . . . . International VERMONT Burlington . . . . . . . . . . . International VIRGIN ISLANDS St. Thomas . . . . . . . . . . Charlotte Amalie Cyril E. King AIM 2/14/08 3-2-8 Controlled Airspace State/City Airport VIRGINIA Richmond . . . . . . . . . . . Richard Evelyn Byrd International Norfolk . . . . . . . . . . . . . International Roanoke . . . . . . . . . . . . Regional/Woodrum Field WASHINGTON Point Roberts . . . . . . . . Vancouver International Spokane . . . . . . . . . . . . Fairchild AFB Spokane . . . . . . . . . . . . International Whidbey Island . . . . . . . NAS, Ault Field WEST VIRGINIA Charleston . . . . . . . . . . . Yeager WISCONSIN Green Bay . . . . . . . . . . . Austin Straubel International Madison . . . . . . . . . . . . Dane County Regional-Traux Field Milwaukee . . . . . . . . . . General Mitchell International 3-2-5. Class D Airspace a. Definition. Generally, that airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. The configuration of each Class D airspace area is individually tailored and when instrument procedures are published, the airspace will normally be designed to contain the procedures. b. Operating Rules and Pilot/Equipment Requirements: 1. Pilot Certification. No specific certifica- tion required. 2. Equipment. Unless otherwise authorized by ATC, an operable two-way radio is required. 3. Arrival or Through Flight Entry Requirements. Two-way radio communication must be established with the ATC facility providing ATC services prior to entry and thereafter maintain those communications while in the Class D airspace. Pilots of arriving aircraft should contact the control tower on the publicized frequency and give their position, altitude, destination, and any request(s). Radio contact should be initiated far enough from the Class_D airspace boundary to preclude entering the Class D airspace before two-way radio communica- tions are established. NOTE1. If the controller responds to a radio call with, “[aircraft callsign] standby,” radio communications have been established and the pilot can enter the Class D airspace. 2. If workload or traffic conditions prevent immediate entry into Class D airspace, the controller will inform the pilot to remain outside the Class D airspace until conditions permit entry. EXAMPLE1. “[Aircraft callsign] remain outside the Class Delta airspace and standby.” It is important to understand that if the controller responds to the initial radio call without using the aircraft callsign, radio communications have not been established and the pilot may not enter the Class D airspace. 2. “Aircraft calling Manassas tower standby.” At those airports where the control tower does not operate 24 hours a day, the operating hours of the tower will be listed on the appropriate charts and in the A/FD. During the hours the tower is not in operation, the Class E surface area rules or a combination of Class E rules to 700 feet above ground level and Class G rules to the surface will become applicable. Check the A/FD for specifics. 4. Departures from: (a) A primary or satellite airport with an operating control tower. Two-way radio communica- tions must be established and maintained with the control tower, and thereafter as instructed by ATC while operating in the Class D airspace. (b) A satellite airport without an operating control tower. Two-way radio communications must be established as soon as practicable after departing with the ATC facility having jurisdiction over the Class D airspace as soon as practicable after departing. 5. Aircraft Speed. Unless otherwise autho- rized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of a Class D airspace area at an indicated airspeed of more than 200 knots (230 mph). c. Class D airspace areas are depicted on Sectional and Terminal charts with blue segmented lines, and on IFR En Route Lows with a boxed [D]. d. 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. e. Separation for VFR Aircraft. No separation services are provided to VFR aircraft. AIM 2/14/08 3-2-9 Controlled Airspace 3-2-6. Class E Airspace a. Definition. Generally, if the airspace is not Class_A, Class B, Class C, or Class D, and it is controlled airspace, it is Class E airspace. b. Operating Rules and Pilot/Equipment Requirements: 1. Pilot Certification. No specific certifica- tion required. 2. Equipment. No specific equipment required by the airspace. 3. Arrival or Through Flight Entry Require- ments. No specific requirements. c. Charts. Class E airspace below 14,500 feet MSL is charted on Sectional, Terminal, and IFR Enroute Low Altitude charts. d. Vertical limits. Except for 18,000 feet MSL, Class E airspace has no defined vertical limit but rather it extends upward from either the surface or a designated altitude to the overlying or adjacent controlled airspace. e. Types of Class E Airspace: 1. Surface area designated for an air- port. When designated as a surface area for an airport, the airspace will be configured to contain all instrument procedures. 2. Extension to a surface area. There are Class_E airspace areas that serve as extensions to Class B, Class_C, and Class D surface areas designated for an airport. Such airspace provides controlled airspace to contain standard instrument approach procedures without imposing a commu- nications requirement on pilots operating under VFR. 3. Airspace used for transition. There are Class_E airspace areas beginning at either 700 or 1,200 feet AGL used to transition to/from the terminal or en route environment. 4. En Route Domestic Areas. There are Class_E airspace areas that extend upward from a specified altitude and are en route domestic airspace areas that provide controlled airspace in those areas where there is a requirement to provide IFR en route ATC services but the Federal airway system is inadequate. 5. Federal Airways. The Federal airways are Class E airspace areas and, unless otherwise specified, extend upward from 1,200 feet to, but not including, 18,000 feet MSL. The colored airways are green, red, amber, and blue. The VOR airways are classified as Domestic, Alaskan, and Hawaiian. 6. Offshore Airspace Areas. There are Class_E airspace areas that extend upward from a specified altitude to, but not including, 18,000 feet MSL and are designated as offshore airspace areas. These areas provide controlled airspace beyond 12_miles from the coast of the U.S. in those areas where there is a requirement to provide IFR en route ATC services and within which the U.S. is applying domestic procedures. 7. Unless designated at a lower altitude, Class E airspace begins at 14,500 feet MSL to, but not including, 18,000 feet MSL overlying: the 48_contig- uous States including the waters within 12 miles from the coast of the 48 contiguous States; the District of Columbia; Alaska, including the waters within 12_miles from the coast of Alaska, and that airspace above FL_600; excluding the Alaska peninsula west of long._160 _00'00''W, and the airspace below 1,500_feet above the surface of the earth unless specifically so designated. f. Separation for VFR Aircraft. No separation services are provided to VFR aircraft. AIM 2/14/08 3-3-1 Class G Airspace Section 3. Class G Airspace 3-3-1. General Class G airspace (uncontrolled) is that portion of airspace that has not been designated as Class A, Class_B, Class C, Class D, or Class E airspace. 3-3-2. VFR Requirements Rules governing VFR flight have been adopted to assist the pilot in meeting the responsibility to see and avoid other aircraft. Minimum flight visibility and distance from clouds required for VFR flight are contained in 14_CFR Section 91.155. (See TBL 3-1-1.) 3-3-3. IFR Requirements a. Title 14 CFR specifies the pilot and aircraft equipment requirements for IFR flight. Pilots are reminded that in addition to altitude or flight level requirements, 14 CFR Section 91.177 includes a requirement to remain at least 1,000 feet (2,000 feet in designated mountainous terrain) above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown. b. IFR Altitudes. (See TBL 3-3-1.) TBL 3-3-1 IFR Altitudes Class G Airspace If your magnetic course (ground track) is: And you are below 18,000 feet MSL, fly: 0_ to 179_ Odd thousands MSL, (3,000; 5,000; 7,000, etc.) 180_ to 359_ Even thousands MSL, (2,000; 4,000; 6,000, etc.) AIM 2/14/08 3-4-1 Special Use Airspace Section 4. Special Use Airspace 3-4-1. General a. Special use airspace consists of that airspace wherein activities must be confined because of their nature, or wherein limitations are imposed upon aircraft operations that are not a part of those activities, or both. Except for controlled firing areas, special use airspace areas are depicted on aeronauti- cal charts. b. Prohibited and restricted areas are regulatory special use airspace and are established in 14 CFR Part_73 through the rulemaking process. c. Warning areas, military operations areas (MOAs), alert areas, and controlled firing areas (CFAs) are nonregulatory special use airspace. d. Special use airspace descriptions (except CFAs) are contained in FAA Order JO 7400.8, Special Use Airspace. e. Special use airspace (except CFAs) are charted on IFR or visual charts and include the hours of operation, altitudes, and the controlling agency. 3-4-2. Prohibited Areas Prohibited areas contain airspace of defined dimensions identified by an area on the surface of the earth within which the flight of aircraft is prohibited. Such areas are established for security or other reasons associated with the national welfare. These areas are published in the Federal Register and are depicted on aeronautical charts. 3-4-3. Restricted Areas a. Restricted areas contain airspace identified by an area on the surface of the earth within which the flight of aircraft, while not wholly prohibited, is subject to restrictions. Activities within these areas must be confined because of their nature or limitations 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 such as artillery firing, aerial gunnery, or guided missiles. Penetration of restricted areas without authorization from the using or controlling agency may be extremely hazardous to the aircraft and its occupants. Restricted areas are published in the Federal Register and constitute 14_CFR Part 73. b. ATC facilities apply the following procedures when aircraft are operating on an IFR clearance (including those cleared by ATC to maintain VFR-on-top) via a route which lies within joint-use restricted airspace. 1. If the restricted area is not active and has been released to the controlling agency (FAA), the ATC facility will allow the aircraft to operate in the restricted airspace without issuing specific clearance for it to do so. 2. If the restricted area is active and has not been released to the controlling agency (FAA), the ATC facility will issue a clearance which will ensure the aircraft avoids the restricted airspace unless it is on an approved altitude reservation mission or has obtained its own permission to operate in the airspace and so informs the controlling facility. NOTE- The above apply only to joint-use restricted airspace and not to prohibited and nonjoint-use airspace. For the latter categories, the ATC facility will issue a clearance so the aircraft will avoid the restricted airspace unless it is on an approved altitude reservation mission or has obtained its own permission to operate in the airspace and so informs the controlling facility. c. Restricted airspace is depicted on the en route chart appropriate for use at the altitude or flight level being flown. For joint-use restricted areas, the name of the controlling agency is shown on these charts. For all prohibited areas and nonjoint-use restricted areas, unless otherwise requested by the using agency, the phrase “NO A/G” is shown. 3-4-4. Warning Areas A warning area is airspace of defined dimensions, extending from three nautical miles outward from the coast of the U.S., that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such warning areas is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both. AIM 2/14/08 3-4-2 Special Use Airspace 3-4-5. Military Operations Areas a. MOAs consist of airspace of defined vertical and lateral limits established for the purpose of separating certain military training activities from IFR traffic. Whenever a MOA is being used, nonparticipating IFR traffic may be cleared through a MOA if IFR separation can be provided by ATC. Otherwise, ATC will reroute or restrict nonparticipat- ing IFR traffic. b. Examples of activities conducted in MOAs include, but are not limited to: air combat tactics, air intercepts, aerobatics, formation training, and low-altitude tactics. Military pilots flying in an active MOA are exempted from the provisions of 14 CFR Section 91.303(c) and (d) which prohibits aerobatic flight within Class D and Class E surface areas, and within Federal airways. Additionally, the Department of Defense has been issued an authorization to operate aircraft at indicated airspeeds in excess of 250_knots below 10,000 feet MSL within active MOAs. c. Pilots operating under VFR should exercise extreme caution while flying within a MOA when military activity is being conducted. The activity status (active/inactive) of MOAs may change frequently. Therefore, pilots should contact any FSS within 100 miles of the area to obtain accurate real-time information concerning the MOA hours of operation. Prior to entering an active MOA, pilots should contact the controlling agency for traffic advisories. d. MOAs are depicted on sectional, VFR Terminal Area, and Enroute Low Altitude charts. 3-4-6. Alert Areas Alert areas are depicted on aeronautical charts 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 flying in these areas. All activity within an alert area shall be conducted in accordance with CFRs, without waiver, and pilots of participating aircraft as well as pilots transiting the area shall be equally responsible for collision avoidance. 3-4-7. Controlled Firing Areas CFAs contain activities which, if not conducted in a controlled environment, could be hazardous to nonparticipating aircraft. The distinguishing feature of the CFA, as compared to other special use airspace, is that its activities are suspended immediately when spotter aircraft, radar, or ground lookout positions indicate an aircraft might be approaching the area. There is no need to chart CFAs since they do not cause a nonparticipating aircraft to change its flight path. AIM 2/14/08 3-5-1 Other Airspace Areas Section 5. Other Airspace Areas 3-5-1. Airport Advisory/Information Services a. There are three advisory type services available at selected airports. 1. Local Airport Advisory (LAA) service is operated within 10 statute miles of an airport where a control tower is not operating but where a FSS is located on the airport. At such locations, the FSS provides a complete local airport advisory service to arriving and departing aircraft. During periods of fast changing weather the FSS will automatically provide Final Guard as part of the service from the time the aircraft reports “on-final” or “taking-the-activerunway” until the aircraft reports “on-the-ground” or “airborne.” NOTE- Current policy, when requesting remote ATC services, requires that a pilot monitor the automated weather broadcast at the landing airport prior to requesting ATC services. The FSS automatically provides Final Guard, when appropriate, during LAA/Remote Airport Advisory (RAA) operations. Final Guard is a value added wind/altimeter monitoring service, which provides an automatic wind and altimeter check during active weather situations when the pilot reports on-final or taking the active runway. During the landing or take-off operation when the winds or altimeter are actively changing the FSS will blind broadcast significant changes when the specialist believes the change might affect the operation. Pilots should acknowledge the first wind/altimeter check but due to cockpit activity no acknowledgement is expected for the blind broadcasts. It is prudent for a pilot to report on-the-ground or airborne to end the service. 2. RAA service is operated within 10 statute miles of specified high activity GA airports where a control tower is not operating. Airports offering this service are listed in the A/FD and the published service hours may be changed by NOTAM D. Final Guard is automatically provided with RAA. 3. Remote Airport Information Service (RAIS) is provided in support of short term special events like small to medium fly-ins. The service is advertised by NOTAM D only. The FSS will not have access to a continuous readout of the current winds and altimeter; therefore, RAIS does not include weather and/or Final Guard service. However, known traffic, special event instructions, and all other services are provided. NOTE- The airport authority and/or manager should request RAIS support on official letterhead directly with the manager of the FSS that will provide the service at least 60 days in advance. Approval authority rests with the FSS manager and is based on workload and resource availability. REFERENCE- AIM, Traffic Advisory Practices at Airports Without Operating Control Towers, Paragraph 4-1-9. b. It is not mandatory that pilots participate in the Airport Advisory programs. Participation enhances safety for everyone operating around busy GA airports; therefore, everyone is encouraged to participate and provide feedback that will help improve the program. 3-5-2. Military Training Routes a. National security depends largely on the deterrent effect of our airborne military forces. To be proficient, 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 flight more difficult without increased vigilance in areas containing such operations. In an effort to ensure the greatest practical level of safety for all flight operations, the Military Training Route (MTR) program was conceived. b. The MTR program is a joint venture by the FAA and the Department of Defense (DOD). MTRs are mutually developed for use by the military for the purpose of conducting low-altitude, high-speed training. The routes above 1,500 feet AGL are developed to be flown, to the maximum extent possible, under IFR. The routes at 1,500 feet AGL and below are generally developed to be flown under VFR. AIM 2/14/08 3-5-2 Other Airspace Areas c. Generally, MTRs are established below 10,000_feet MSL for operations at speeds in excess of 250 knots. However, route segments may be defined at higher altitudes for purposes of route continuity. For example, route segments may be defined for descent, climbout, and mountainous terrain. There are IFR and VFR routes as follows: 1. IFR Military Training Routes-(IR). Operations on these routes are conducted in accordance with IFR regardless of weather conditions. 2. VFR Military Training Routes-(VR). Operations on these routes are conducted in accordance with VFR except flight visibility shall be 5 miles or more; and flights shall not be conducted below a ceiling of less than 3,000 feet AGL. d. Military training routes will be identified and charted as follows: 1. Route identification. (a) MTRs with no segment above 1,500 feet AGL shall be identified by four number characters; e.g., IR1206, VR1207. (b) MTRs that include one or more segments above 1,500 feet AGL shall be identified by three number characters; e.g., IR206, VR207. (c) Alternate IR/VR routes or route segments are identified by using the basic/principal route designation followed by a letter suffix, e.g., IR008A, VR1007B, etc. 2. Route charting. (a) IFR Low Altitude En Route Chart. This chart will depict all IR routes and all VR routes that accommodate operations above 1,500 feet AGL. (b) VFR Sectional Charts. These charts will depict military training activities such as IR, VR, MOA, Restricted Area, Warning Area, and Alert Area information. (c) Area Planning (AP/1B) Chart (DOD Flight Information Publication-FLIP). This chart is published by the DOD primarily for military users and contains detailed information on both IR and VR routes. REFERENCE- AIM, National Imagery and Mapping Agency (NIMA) Products, Paragraph 9-1-5, Subparagraph a. e. The FLIP contains charts and narrative descriptions of these routes. This publication is available to the general public by single copy or annual subscription from: National Aeronautical Charting Office (NACO) Distribution Division Federal Aviation Administration 6501 Lafayette Avenue Riverdale, MD 20737-1199 Toll free phone: 1-800-638-8972 Commercial: 301-436-8301 This DOD FLIP is available for pilot briefings at FSS and many airports. f. Nonparticipating aircraft are not prohibited from flying within an MTR; however, extreme vigilance should be exercised when conducting flight through or near these routes. Pilots should contact FSSs within 100 NM of a particular MTR to obtain current information or route usage in their vicinity. Information available includes times of scheduled activity, altitudes in use on each route segment, and actual route width. Route width varies for each MTR and can extend several miles on either side of the charted MTR centerline. Route width information for IR and VR MTRs is also available in the FLIP AP/1B along with additional MTR (slow routes/air refueling routes) information. When requesting MTR informa- tion, pilots should give the FSS their position, route of flight, and destination in order to reduce frequency congestion and permit the FSS specialist to identify the MTR which could be a factor. 3-5-3. Temporary Flight Restrictions a. General. This paragraph describes the types of conditions under which the FAA may impose temporary flight restrictions. It also explains which FAA elements have been delegated authority to issue a temporary flight restrictions NOTAM and lists the types of responsible agencies/offices from which the FAA will accept requests to establish temporary flight restrictions. The 14 CFR is explicit as to what operations are prohibited, restricted, or allowed in a temporary flight restrictions area. Pilots are responsi- ble to comply with 14 CFR Sections 91.137, 91.138, 91.141 and 91.143 when conducting flight in an area where a temporary flight restrictions area is in effect, and should check appropriate NOTAMs during flight planning. AIM 2/14/08 3-5-3 Other Airspace Areas b. The purpose for establishing a temporary flight restrictions area is to: 1. Protect persons and property in the air or on the surface from an existing or imminent hazard associated with an incident on the surface when the presence of low flying aircraft would magnify, alter, spread, or compound that hazard (14 CFR Section_91.137(a)(1)); 2. Provide a safe environment for the operation of disaster relief aircraft (14 CFR Sec- tion_91.137(a)(2)); or 3. Prevent an unsafe congestion of sightseeing aircraft above an incident or event which may generate a high degree of public interest (14 CFR Section_91.137(a)(3)). 4. Protect declared national disasters for humanitarian reasons in the State of Hawaii (14 CFR Section_91.138). 5. Protect the President, Vice President, or other public figures (14 CFR Section 91.141). 6. Provide a safe environment for space agency operations (14 CFR Section 91.143). c. Except for hijacking situations, when the provisions of 14 CFR Section 91.137(a)(1) or (a)(2) are necessary, a temporary flight restrictions area will only be established by or through the area manager at the Air Route Traffic Control Center (ARTCC) having jurisdiction over the area concerned. A temporary flight restrictions NOTAM involving the conditions of 14_CFR Section 91.137(a)(3) will be issued at the direction of the service area office director having oversight of the airspace concerned. When hijacking situations are involved, a temporary flight restrictions area will be implemented through the TSA Aviation Command Center. The appropriate FAA air traffic element, upon receipt of such a request, will establish a temporary flight restrictions area under 14_CFR Section_91.137(a)(1). d. The FAA accepts recommendations for the establishment of a temporary flight restrictions area under 14_CFR Section 91.137(a)(1) from military major command headquarters, regional directors of the Office of Emergency Planning, Civil Defense State Directors, State Governors, or other similar authority. For the situations involving 14 CFR Section 91.137(a)(2), the FAA accepts recommenda- tions from military commanders serving as regional, subregional, or Search and Rescue (SAR) coordina- tors; by military commanders directing or coordinating air operations associated with disaster relief; or by civil authorities directing or coordinating organized relief air operations (includes representa- tives of the Office of Emergency Planning, U.S. Forest Service, and State aeronautical agencies). Appropriate authorities for a temporary flight restrictions establishment under 14 CFR Section_91.137(a)(3) are any of those listed above or by State, county, or city government entities. e. The type of restrictions issued will be kept to a minimum by the FAA consistent with achievement of the necessary objective. Situations which warrant the extreme restrictions of 14 CFR Section 91.137(a)(1) include, but are not limited to: toxic gas leaks or spills, flammable agents, or fumes which if fanned by rotor or propeller wash could endanger persons or property on the surface, or if entered by an aircraft could endanger persons or property in the air; imminent volcano eruptions which could endanger airborne aircraft and occupants; nuclear accident or incident; and hijackings. Situations which warrant the restrictions associated with 14 CFR Sec- tion_91.137(a)(2) include: forest fires which are being fought by releasing fire retardants from aircraft; and aircraft relief activities following a disaster (earthquake, tidal wave, flood, etc.). 14 CFR Section_91.137(a)(3) restrictions are established for events and incidents that would attract an unsafe congestion of sightseeing aircraft. f. The amount of airspace needed to protect persons and property or provide a safe environment for rescue/relief aircraft operations is normally limited to within 2,000 feet above the surface and within a 3-nautical-mile radius. Incidents occurring within Class B, Class C, or Class D airspace will normally be handled through existing procedures and should not require the issuance of a temporary flight restrictions NOTAM. Temporary flight restrictions affecting airspace outside of the U.S. and its territories and possessions are issued with verbiage excluding that airspace outside of the 12-mile coastal limits. AIM 2/14/08 3-5-4 Other Airspace Areas g. The FSS nearest the incident site is normally the “coordination facility.” When FAA communications assistance is required, the designated FSS will function as the primary communications facility for coordination between emergency control authorities and affected aircraft. The ARTCC may act as liaison for the emergency control authorities if adequate communications cannot be established between the designated FSS and the relief organization. For example, the coordination facility may relay authorizations from the on-scene emergency re- sponse official in cases where news media aircraft operations are approved at the altitudes used by relief aircraft. h. ATC may authorize operations in a temporary flight restrictions area under its own authority only when flight restrictions are established under 14 CFR Section 91.137(a)(2) and (a)(3). The appropriate ARTCC/airport traffic control tower manager will, however, ensure that such authorized flights do not hamper activities or interfere with the event for which restrictions were implemented. However, ATC will not authorize local IFR flights into the temporary flight restrictions area. i. To preclude misunderstanding, the implement- ing NOTAM will contain specific and formatted information. The facility establishing a temporary flight restrictions area will format a NOTAM beginning with the phrase “FLIGHT RESTRIC- TIONS” followed by: the location of the temporary flight restrictions area; the effective period; the area defined in statute miles; the altitudes affected; the FAA coordination facility and commercial telephone number; the reason for the temporary flight restrictions; the agency directing any relief activities and its commercial telephone number; and other information considered appropriate by the issuing authority. EXAMPLE1. 14 CFR Section 91.137(a)(1): The following NOTAM prohibits all aircraft operations except those specified in the NOTAM. Flight restrictions Matthews, Virginia, effective immedi- ately until 9610211200. Pursuant to 14 CFR Section_91.137(a)(1) temporary flight restrictions are in effect. Rescue operations in progress. Only relief aircraft operations under the direction of the Department of Defense are authorized in the airspace at and below 5,000_feet MSL within a 2-nautical-mile radius of Laser AFB, Matthews, Virginia. Commander, Laser AFB, in charge (897) 946-5543 (122.4). Steenson FSS (792)_555-6141 (123.1) is the FAA coordination facility. 2. 14 CFR Section 91.137(a)(2): The following NOTAM permits flight operations in accordance with 14 CFR Section 91.137(a)(2). The on-site emergency response official to authorize media aircraft operations below the altitudes used by the relief aircraft. Flight restrictions 25 miles east of Bransome, Idaho, effective immediately until 9601202359 UTC. Pursuant to 14 CFR Section 91.137(a)(2) temporary flight restrictions are in effect within a 4-nautical-mile radius of the intersection of county roads 564 and 315 at and below 3,500 feet MSL to provide a safe environment for fire fighting aircraft operations. Davis County sheriff 's department (792) 555-8122 (122.9) is in charge of on-scene emergency response activities. Glivings FSS (792) 555-1618 (122.2) is the FAA coordination facility. 3. 14 CFR Section 91.137(a)(3): The following NOTAM prohibits sightseeing aircraft operations. Flight restrictions Brown, Tennessee, due to olympic activity. Effective 9606181100 UTC until 9607190200 UTC. Pursuant to 14 CFR Section 91.137(a)(3) temporary flight restrictions are in effect within a 3-nautical-mile radius of N355783/W835242 and Volunteer VORTAC 019 degree radial 3.7 DME fix at and below 2,500 feet MSL. Norton FSS (423) 555-6742 (126.6) is the FAA coordination facility. 4. 14 CFR Section 91.138: The following NOTAM prohibits all aircraft except those operating under the authorization of the official in charge of associated emergency or disaster relief response activities, aircraft carrying law enforcement officials, aircraft carrying personnel involved in an emergency or legitimate scientific purposes, carrying properly accred- ited news media, and aircraft operating in accordance with an ATC clearance or instruction. Flight restrictions Kapalua, Hawaii, effective 9605101200 UTC until 9605151500 UTC. Pursuant to 14_CFR Section_91.138 temporary flight restrictions are in effect within a 3-nautical-mile radius of N205778/W1564038 and Maui/OGG/VORTAC 275_degree radial at 14.1 nautical miles. John Doe 808-757-4469 or 122.4 is in charge of the operation. Honolulu/HNL 808-757-4470 (123.6) AFSS is the FAA coordination facility. 5. 14 CFR Section 91.141: The following NOTAM prohibits all aircraft. Flight restrictions Stillwater, Oklahoma, June 21, 1996. Pursuant to 14 CFR Section 91.141 aircraft flight operations are prohibited within a 3-nautical-mile radius, AIM 2/14/08 3-5-5 Other Airspace Areas below 2000 feet AGL of N360962/W970515 and the Stillwater/SWO/VOR/DME 176 degree radial 3.8-nauti- cal-mile fix from 1400 local time to 1700 local time June_21, 1996, unless otherwise authorized by ATC. 6. 14 CFR Section 91.143: The following NOTAM prohibits any aircraft of U.S. registry, or pilot any aircraft under the authority of an airman certificate issued by the FAA. Kennedy space center space operations area effective immediately until 9610152100 UTC. Pursuant to 14 CFR Section 91.143, flight operations conducted by FAA certificated pilots or conducted in aircraft of U.S. registry are prohibited at any altitude from surface to unlimited, within the following area 30-nautical-mile radius of the Melbourne/MLB/VORTAC 010 degree radial 21-nauti- cal-mile fix. St. Petersburg, Florida/PIE/AFSS 813-545-1645 (122.2) is the FAA coordination facility and should be contacted for the current status of any airspace associated with the space shuttle operations. This airspace encompasses R2933, R2932, R2931, R2934, R2935, W497A and W158A. Additional warning and restricted areas will be active in conjunction with the operations. Pilots shall consult all NOTAMs regarding this operation. 3-5-4. Parachute Jump Aircraft Operations a. Procedures relating to parachute jump areas are contained in 14 CFR Part 105. Tabulations of parachute jump areas in the U.S. are contained in the A/FD.

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b. Pilots of aircraft engaged in parachute jump operations are reminded that all reported altitudes must be with reference to mean sea level, or flight level, as appropriate, to enable ATC to provide meaningful traffic information. c. Parachute operations in the vicinity of an airport without an operating control tower - there is no substitute for alertness while in the vicinity of an airport. It is essential that pilots conducting parachute operations be alert, look for other traffic, and exchange traffic information as recommended in paragraph_4-1-9, Traffic Advisory Practices at Airports Without Operating Control Towers. In addition, pilots should avoid releasing parachutes while in an airport traffic pattern when there are other aircraft in that pattern. Pilots should make appropriate broadcasts on the designated Common Traffic Advisory Frequency (CTAF), and monitor that CTAF until all parachute activity has terminated or the aircraft has left the area. Prior to commencing a jump operation, the pilot should broadcast the aircraft's altitude and position in relation to the airport, the approximate relative time when the jump will commence and terminate, and listen to the position reports of other aircraft in the area. 3-5-5. Published VFR Routes Published VFR routes for transitioning around, under and through complex airspace such as Class B airspace were developed through a number of FAA and industry initiatives. All of the following terms, i.e., “VFR Flyway” “VFR Corridor” and “Class B Airspace VFR Transition Route” have been used when referring to the same or different types of routes or airspace. The following paragraphs identify and clarify the functionality of each type of route, and specify where and when an ATC clearance is required. a. VFR Flyways. 1. VFR Flyways and their associated Flyway Planning Charts were developed from the recommen- dations of a National Airspace Review Task Group. A VFR Flyway is defined as a general flight path not defined as a specific course, for use by pilots in planning flights into, out of, through or near complex terminal airspace to avoid Class B airspace. An ATC clearance is NOT required to fly these routes. AIM 2/14/08 3-5-6 Other Airspace Areas FIG 3-5-1 VFR Flyway Planning Chart AIM 2/14/08 3-5-7 Other Airspace Areas 2. VFR Flyways are depicted on the reverse side of some of the VFR Terminal Area Charts (TAC), commonly referred to as Class B airspace charts. (See FIG 3-5-1.) Eventually all TACs will include a VFR Flyway Planning Chart. These charts identify VFR flyways designed to help VFR pilots avoid major controlled traffic flows. They may further depict multiple VFR routings throughout the area which may be used as an alternative to flight within Class B airspace. The ground references provide a guide for improved visual navigation. These routes are not intended to discourage requests for VFR operations within Class B airspace but are designed solely to assist pilots in planning for flights under and around busy Class B airspace without actually entering Class__B airspace. 3. It is very important to remember that these suggested routes are not sterile of other traffic. The entire Class B airspace, and the airspace underneath it, may be heavily congested with many different types of aircraft. Pilot adherence to VFR rules must be exercised at all times. Further, when operating beneath Class B airspace, communications must be established and maintained between your aircraft and any control tower while transiting the Class B, Class_C, and Class D surface areas of those airports under Class B airspace. b. VFR Corridors. 1. The design of a few of the first Class B airspace areas provided a corridor for the passage of uncontrolled traffic. A VFR 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. 2. These corridors are, in effect, a “hole” through Class B airspace. (See FIG 3-5-2.) A classic example would be the corridor through the Los Angeles Class B airspace, which has been subse- quently changed to Special Flight Rules airspace (SFR). A corridor is surrounded on all sides by Class_B airspace and does not extend down to the surface like a VFR Flyway. Because of their finite lateral and vertical limits, and the volume of VFR traffic using a corridor, extreme caution and vigilance must be exercised. FIG 3-5-2 Class B Airspace 3. Because of the heavy traffic volume and the procedures necessary to efficiently manage the flow of traffic, it has not been possible to incorporate VFR corridors in the development or modifications of Class_B airspace in recent years. c. Class B Airspace VFR Transition Routes. 1. To accommodate VFR traffic through certain Class B airspace, such as Seattle, Phoenix and Los_Angeles, Class B Airspace VFR Transition Routes were developed. A Class B Airspace VFR Transition Route is defined as a specific flight course depicted on a TAC for transiting a specific Class B airspace. These routes include specific ATC-assigned altitudes, and pilots must obtain an ATC clearance prior to entering Class B airspace on the route. 2. These routes, as depicted in FIG 3-5-3, are designed to show the pilot where to position the aircraft outside of, or clear of, the Class B airspace where an ATC clearance can normally be expected with minimal or no delay. Until ATC authorization is received, pilots must remain clear of Class B airspace. On initial contact, pilots should advise ATC of their position, altitude, route name desired, and direction of flight. After a clearance is received, pilots must fly the route as depicted and, most importantly, adhere to ATC instructions. AIM 2/14/08 3-5-8 Other Airspace Areas FIG 3-5-3 VFR Transition Route AIM 2/14/08 3-5-9 Other Airspace Areas 3-5-6. Terminal Radar Service Area (TRSA) a. Background. TRSAs were originally estab- lished as part of the Terminal Radar Program at selected airports. TRSAs were never controlled airspace from a regulatory standpoint because the establishment of TRSAs was never subject to the rulemaking process; consequently, TRSAs are not contained in 14 CFR Part_71 nor are there any TRSA operating rules in 14_CFR Part 91. Part of the Airport Radar Service Area (ARSA) program was to eventually replace all TRSAs. However, the ARSA requirements became relatively stringent and it was subsequently decided that TRSAs would have to meet ARSA criteria before they would be converted. TRSAs do not fit into any of the U.S. airspace classes; therefore, they will continue to be non-Part_71 airspace areas where participating pilots can receive additional radar services which have been redefined as TRSA Service. b. TRSAs. 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. c. Participation. Pilots operating under VFR are encouraged to contact the radar approach control and avail themselves of the TRSA Services. However, participation is voluntary on the part of the pilot. See Chapter 4, Air Traffic Control, for details and procedures. d. Charts. TRSAs are depicted on VFR sectional 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. 3-5-7. 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 the depicted NSA. When it is necessary to provide a greater level of security and safety, flight in NSAs may be temporarily prohibited by regulation under the provisions of 14_CFR Section 99.7. Regulatory prohibitions will be issued by System Operations, System Operations Airspace and AIM Office, Airspace and Rules, and disseminated via NOTAM. Inquiries about NSAs should be directed to Airspace and Rules. AIM 2/14/08 4-1-1 Services Available to Pilots Chapter 4. Air Traffic Control Section 1. Services Available to Pilots 4-1-1. Air Route Traffic Control Centers Centers are established primarily to provide air traffic service to aircraft operating on IFR flight plans within controlled airspace, and principally during the en_route phase of flight. 4-1-2. Control Towers Towers have been established to provide for a safe, orderly and expeditious flow of traffic on and in the vicinity of an airport. When the responsibility has been so delegated, towers also provide for the separation of IFR aircraft in the terminal areas. REFERENCE- AIM, Approach Control, Paragraph 5-4-3. 4-1-3. Flight Service Stations a. Flight Service Stations (FSSs) are air traffic facilities which provide pilot briefings, en route communications and VFR search and rescue services, assist lost aircraft and aircraft in emergency situations, relay ATC clearances, originate Notices to Airmen, broadcast aviation weather and National Airspace System (NAS) information, receive and process IFR flight plans, and monitor navigational aids (NAVAIDs). In addition, at selected locations FSSs provide En Route Flight Advisory Service (Flight Watch), take weather observations, issue airport advisories, and advise Customs and Immigra- tion of transborder flights. b. Supplemental Weather Service Locations (SWSLs) are airport facilities staffed with contract personnel who take weather observations and provide current local weather to pilots via telephone or radio. All other services are provided by the parent FSS. 4-1-4. Recording and Monitoring a. Calls to air traffic control (ATC) facilities (ARTCCs, Towers, FSSs, Central Flow, and Operations Centers) over radio and ATC operational telephone lines (lines used for operational purposes such as controller instructions, briefings, opening and closing flight plans, issuance of IFR clearances and amendments, counter hijacking activities, etc.) may be monitored and recorded for operational uses such as accident investigations, accident prevention, search and rescue purposes, specialist training and evaluation, and technical evaluation and repair of control and communications systems. b. Where the public access telephone is recorded, a beeper tone is not required. In place of the “beep” tone the FCC has substituted a mandatory require- ment that persons to be recorded be given notice they are to be recorded and give consent. Notice is given by this entry, consent to record is assumed by the individual placing a call to the operational facility. 4-1-5. Communications Release of IFR Aircraft Landing at an Airport Without an Operating Control Tower Aircraft operating on an IFR flight plan, landing at an airport without an operating control tower will be advised to change to the airport advisory frequency when direct communications with ATC are no longer required. Towers and centers do not have nontower airport traffic and runway in use information. The instrument approach may not be aligned with the runway in use; therefore, if the information has not already been obtained, pilots should make an expeditious change to the airport advisory frequency when authorized. REFERENCE- AIM, Advance Information on Instrument Approach, Paragraph 5-4-4. 4-1-6. Pilot Visits to Air Traffic Facilities Pilots are encouraged to visit air traffic facilities (Towers, Centers and FSSs) and familiarize them- selves with the ATC system. On rare occasions, facilities may not be able to approve a visit because of ATC workload or other reasons. It is, therefore, requested that pilots contact the facility prior to the visit and advise of the number of persons in the group, the time and date of the proposed visit and the primary interest of the group. With this information available, the facility can prepare an itinerary and have someone available to guide the group through the facility. AIM 2/14/08 4-1-2 Services Available to Pilots 4-1-7. Operation Take-off and Operation Raincheck Operation Take-off is a program that educates pilots in how best to utilize the FSS modernization efforts and services available in Automated Flight Service Stations (AFSS), as stated in FAA Order 7230.17, Pilot Education Program - Operation Takeoff. Operation Raincheck is a program designed to familiarize pilots with the ATC system, its functions, responsibilities and benefits. 4-1-8. Approach Control Service for VFR Arriving Aircraft a. Numerous approach control facilities have established programs for arriving VFR aircraft to contact approach control for landing information. This information includes: wind, runway, and altimeter setting at the airport of intended landing. This information may be omitted if contained in the Automatic Terminal Information Service (ATIS) broadcast and the pilot states the appropriate ATIS code. NOTE- Pilot use of “have numbers” does not indicate receipt of the ATIS broadcast. In addition, the controller will provide traffic advisories on a workload permitting basis. b. Such information will be furnished upon initial contact with concerned approach control facility. The pilot will be requested to change to the tower frequency at a predetermined time or point, to receive further landing information. c. Where available, use of this procedure will not hinder the operation of VFR flights by requiring excessive spacing between aircraft or devious routing. d. Compliance with this procedure is not mandatory but pilot participation is encouraged. REFERENCE- AIM, Terminal Radar Services for VFR Aircraft, Paragraph 4-1-17. NOTE- Approach control services for VFR aircraft are normally dependent on ATC radar. These services are not available during periods of a radar outage. Approach control services for VFR aircraft are limited when CENRAP is in use. 4-1-9. Traffic Advisory Practices at Airports Without Operating Control Towers (See TBL 4-1-1.) a. Airport Operations Without Operating Control Tower 1. There is no substitute for alertness while in the vicinity of an airport. It is essential that pilots be alert and look for other traffic and exchange traffic information when approaching or departing an airport without an operating control tower. This is of particular importance since other aircraft may not have communication capability or, in some cases, pilots may not communicate their presence or intentions when operating into or out of such airports. To achieve the greatest degree of safety, it is essential that all radio-equipped aircraft transmit/receive on a common frequency identified for the purpose of airport advisories. 2. An airport may have a full or part-time tower or FSS located on the airport, a full or part-time UNICOM station or no aeronautical station at all. There are three ways for pilots to communicate their intention and obtain airport/traffic information when operating at an airport that does not have an operating tower: by communicating with an FSS, a UNICOM operator, or by making a self-announce broadcast. 3. Many airports are now providing completely automated weather, radio check capability and airport advisory information on an automated UNICOM system. These systems offer a variety of features, typically selectable by microphone clicks, on the UNICOM frequency. Availability of the automated UNICOM will be published in the Airport/Facility Directory and approach charts. b. Communicating on a Common Frequency 1. The key to communicating at an airport without an operating control tower is selection of the correct common frequency. The acronym CTAF which stands for Common Traffic Advisory Frequency, is synonymous with this program. A CTAF is a frequency designated for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower. The CTAF may be a UNICOM, MULTICOM, FSS, or tower frequency and is identified in appropriate aeronautical publications. AIM 2/14/08 4-1-3 Services Available to Pilots TBL 4-1-1 Summary of Recommended Communication Procedures Communication/Broadcast Procedures Facility at Airport Frequency Use Outbound Inbound Practice Instrument Approach 1. UNICOM (No Tower or FSS) Communicate with UNICOM station on published CTAF frequency (122.7; 122.8; 122.725; 122.975; or 123.0). If unable to contact UNICOM station, use self-announce procedures on CTAF. Before taxiing and before taxiing on the runway for departure. 10 miles out. Entering downwind, base, and final. Leaving the runway. 2. No Tower, FSS, or UNICOM Self-announce on MULTICOM frequency 122.9. Before taxiing and before taxiing on the runway for departure. 10 miles out. Entering downwind, base, and final. Leaving the runway. Departing final approach fix (name) or on final approach segment inbound. 3. No Tower in operation, FSS open Communicate with FSS on CTAF frequency. Before taxiing and before taxiing on the runway for departure. 10 miles out. Entering downwind, base, and final. Leaving the runway. Approach com- pleted/terminated. 4. FSS Closed (No Tower) Self-announce on CTAF. Before taxiing and before taxiing on the runway for departure. 10 miles out. Entering downwind, base, and final. Leaving the runway. 5. Tower or FSS not in operation Self-announce on CTAF. Before taxiing and before taxiing on the runway for departure. 10 miles out. Entering downwind, base, and final. Leaving the runway. 2. The CTAF frequency for a particular airport is contained in the A/FD, Alaska Supplement, Alaska Terminal Publication, Instrument Approach Proce- dure Charts, and Instrument Departure Procedure_(DP) Charts. Also, the CTAF frequency can be obtained by contacting any FSS. Use of the appropriate CTAF, combined with a visual alertness and application of the following recommended good operating practices, will enhance safety of flight into and out of all uncontrolled airports. c. Recommended Traffic Advisory Practices 1. Pilots of inbound traffic should monitor and communicate as appropriate on the designated CTAF from 10 miles to landing. Pilots of departing aircraft should monitor/communicate on the appropriate frequency from start-up, during taxi, and until 10_miles from the airport unless the CFRs or local procedures require otherwise. 2. Pilots of aircraft conducting other than arriving or departing operations at altitudes normally used by arriving and departing aircraft should monitor/communicate on the appropriate frequency while within 10 miles of the airport unless required to do otherwise by the CFRs or local procedures. Such operations include parachute jumping/dropping, en route, practicing maneuvers, etc. REFERENCE- AIM, Parachute Jump Aircraft Operations, Paragraph 3-5-4. d. Airport Advisory/Information Services Provided by a FSS 1. There are three advisory type services provided at selected airports. (a) Local Airport Advisory (LAA) is pro- vided at airports that have a FSS physically located on the airport, which does not have a control tower or where the tower is operated on a part-time basis. The CTAF for LAA airports is disseminated in the appropriate aeronautical publications. AIM 2/14/08 4-1-4 Services Available to Pilots (b) Remote Airport Advisory (RAA) is provided at selected very busy GA airports, which do not have an operating control tower. The CTAF for RAA airports is disseminated in the appropriate aeronautical publications. (c) Remote Airport Information Ser- vice_(RAIS) is provided in support of special events at nontowered airports by request from the airport authority. 2. In communicating with a CTAF FSS, check the airport's automated weather and establish two-way communications before transmitting out- bound/inbound intentions or information. An inbound aircraft should initiate contact approximate- ly 10 miles from the airport, reporting aircraft identification and type, altitude, location relative to the airport, intentions (landing or over flight), possession of the automated weather, and request airport advisory or airport information service. A departing aircraft should initiate contact before taxiing, reporting aircraft identification and type, VFR or IFR, location on the airport, intentions, direction of take-off, possession of the automated weather, and request airport advisory or information service. Also, report intentions before taxiing onto the active runway for departure. If you must change frequencies for other service after initial report to FSS, return to FSS frequency for traffic update. (a) Inbound EXAMPLE- Vero Beach radio, Centurion Six Niner Delta Delta is ten_miles south, two thousand, landing Vero Beach. I have the automated weather, request airport advisory. (b) Outbound EXAMPLE- Vero Beach radio, Centurion Six Niner Delta Delta, ready to taxi to runway 22, VFR, departing to the southwest. I have the automated weather, request airport advisory. 3. Airport advisory service includes wind direction and velocity, favored or designated runway, altimeter setting, known airborne and ground traffic, NOTAMs, airport taxi routes, airport traffic pattern information, and instrument approach procedures. These elements are varied so as to best serve the current traffic situation. Some airport managers have specified that under certain wind or other conditions designated runways be used. Pilots should advise the FSS of the runway they intend to use. CAUTION- All aircraft in the vicinity of an airport may not be in communication with the FSS. e. Information Provided by Aeronautical Advisory Stations (UNICOM) 1. UNICOM is a nongovernment air/ground radio communication station which may provide airport information at public use airports where there is no tower or FSS. 2. On pilot request, UNICOM stations may provide pilots with weather information, wind direction, the recommended runway, or other necessary information. If the UNICOM frequency is designated as the CTAF, it will be identified in appropriate aeronautical publications. f. Unavailability of Information from FSS or UNICOM Should LAA by an FSS or Aeronautical Advisory Station UNICOM be unavailable, wind and weather information may be obtainable from nearby controlled airports via Automatic Terminal Informa- tion Service (ATIS) or Automated Weather Observing System (AWOS) frequency. g. Self-Announce Position and/or Intentions 1. General. Self-announce is a procedure whereby pilots broadcast their position or intended flight activity or ground operation on the designated CTAF. This procedure is used primarily at airports which do not have an FSS on the airport. The self-announce procedure should also be used if a pilot is unable to communicate with the FSS on the designated CTAF. Pilots stating, “Traffic in the area, please advise” is not a recognized Self-Announce Position and/or Intention phrase and should not be used under any condition. 2. If an airport has a tower and it is temporarily closed, or operated on a part-time basis and there is no FSS on the airport or the FSS is closed, use the CTAF to self-announce your position or intentions. 3. Where there is no tower, FSS, or UNICOM station on the airport, use MULTICOM frequency 122.9 for self-announce procedures. Such airports will be identified in appropriate aeronautical information publications. 4. Practice Approaches. Pilots conducting practice instrument approaches should be particular- ly alert for other aircraft that may be departing in the AIM 2/14/08 4-1-5 Services Available to Pilots opposite direction. When conducting any practice approach, regardless of its direction relative to other airport operations, pilots should make announce- ments on the CTAF as follows: (a) Departing the final approach fix, inbound (nonprecision approach) or departing the outer marker or fix used in lieu of the outer marker, inbound (precision approach); (b) Established on the final approach segment or immediately upon being released by ATC; (c) Upon completion or termination of the approach; and (d) Upon executing the missed approach procedure. 5. Departing aircraft should always be alert for arrival aircraft coming from the opposite direction. 6. Recommended self-announce phraseologies: It should be noted that aircraft operating to or from another nearby airport may be making self-announce broadcasts on the same UNICOM or MULTICOM frequency. To help identify one airport from another, the airport name should be spoken at the beginning and end of each self-announce transmission. (a) Inbound EXAMPLE- Strawn traffic, Apache Two Two Five Zulu, (position), (altitude), (descending) or entering downwind/base/final (as appropriate) runway one seven full stop, touch-andgo, Strawn. Strawn traffic Apache Two Two Five Zulu clear of runway one seven Strawn. (b) Outbound EXAMPLE- Strawn traffic, Queen Air Seven One Five Five Bravo (location on airport) taxiing to runway two six Strawn. Strawn traffic, Queen Air Seven One Five Five Bravo departing runway two six. Departing the pattern to the (direction), climbing to (altitude) Strawn. (c) Practice Instrument Approach EXAMPLE- Strawn traffic, Cessna Two One Four Three Quebec (position from airport) inbound descending through (altitude) practice (name of approach) approach runway three five Strawn. Strawn traffic, Cessna Two One Four Three Quebec practice (type) approach completed or terminated runway three five Strawn. h. UNICOM Communications Procedures 1. In communicating with a UNICOM station, the following practices will help reduce frequency congestion, facilitate a better understanding of pilot intentions, help identify the location of aircraft in the traffic pattern, and enhance safety of flight: (a) Select the correct UNICOM frequency. (b) State the identification of the UNICOM station you are calling in each transmission. (c) Speak slowly and distinctly. (d) Report approximately 10 miles from the airport, reporting altitude, and state your aircraft type, aircraft identification, location relative to the airport, state whether landing or overflight, and request wind information and runway in use. (e) Report on downwind, base, and final approach. (f) Report leaving the runway. 2. Recommended UNICOM phraseologies: (a) Inbound PHRASEOLOGY- FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT 10 MILES SOUTHEAST DESCENDING THROUGH (altitude) LANDING FREDERICK, REQUEST WIND AND RUNWAY INFORMATION FREDERICK. FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT ENTERING DOWNWIND/BASE/ FINAL (as appropriate) FOR RUNWAY ONE NINER (full stop/touch-and-go) FREDERICK. FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT CLEAR OF RUNWAY ONE NINER FREDERICK. (b) Outbound PHRASEOLOGY- FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT (location on airport) TAXIING TO RUNWAY ONE NINER, REQUEST WIND AND TRAFFIC INFORMATION FREDERICK. FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT DEPARTING RUNWAY ONE NINER. “REMAINING IN THE PATTERN” OR “DEPARTING THE PATTERN TO THE (direction) (as appropriate)” FREDERICK. AIM 2/14/08 4-1-6 Services Available to Pilots 4-1-10. IFR Approaches/Ground Vehicle Operations a. IFR Approaches. When operating in accor- dance with an IFR clearance and ATC approves a change to the advisory frequency, make an expeditious change to the CTAF and employ the recommended traffic advisory procedures. b. Ground Vehicle Operation. Airport ground vehicles equipped with radios should monitor the CTAF frequency when operating on the airport movement area and remain clear of runways/taxi- ways being used by aircraft. Radio transmissions from ground vehicles should be confined to safety-related matters. c. Radio Control of Airport Lighting Systems. Whenever possible, the CTAF will be used to control airport lighting systems at airports without operating control towers. This eliminates the need for pilots to change frequencies to turn the lights on and allows a continuous listening watch on a single frequency. The CTAF is published on the instrument approach chart and in other appropriate aeronautical information publications. For further details concerning radio controlled lights, see AC 150/5340-27, Air-to- Ground Radio Control of Airport Lighting Systems. 4-1-11. Designated UNICOM/MULTICOM Frequencies Frequency use

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a. The following listing depicts UNICOM and MULTICOM frequency uses as designated by the Federal Communications Commission (FCC). (See TBL 4-1-2.) TBL 4-1-2 Unicom/Multicom Frequency Usage Use Frequency Airports without an operating control tower. 122.700 122.725 122.800 122.975 123.000 123.050 123.075 (MULTICOM FREQUENCY) Activities of a temporary, seasonal, emergency nature or search and rescue, as well as, airports with no tower, FSS, or UNICOM. 122.900 (MULTICOM FREQUENCY) Forestry management and fire suppression, fish and game management and protection, and environmental monitoring and protection. 122.925 Airports with a control tower or FSS on airport. 122.950 NOTE1. In some areas of the country, frequency interference may be encountered from nearby airports using the same UNICOM frequency. Where there is a problem, UNICOM operators are encouraged to develop a “least interfer- ence” frequency assignment plan for airports concerned using the frequencies designated for airports without operating control towers. UNICOM licensees are encouraged to apply for UNICOM 25 kHz spaced channel frequencies. Due to the extremely limited number of frequencies with 50 kHz channel spacing, 25 kHz channel spacing should be implemented. UNICOM licensees may then request FCC to assign frequencies in accordance with the plan, which FCC will review and consider for approval.

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2. Wind direction and runway information may not be available on UNICOM frequency 122.950. b. The following listing depicts other frequency uses as designated by the Federal Communications Commission (FCC). (See TBL 4-1-3.) AIM 2/14/08 4-1-7 Services Available to Pilots TBL 4-1-3 Other Frequency Usage Designated by FCC Use Frequency Air-to-air communication (private fixed wing aircraft). 122.750 Air-to-air communications (general aviation helicopters). 123.025 Aviation instruction, Glider, Hot Air Balloon (not to be used for advisory service). 123.300 123.500 4-1-12. Use of UNICOM for ATC Purposes UNICOM service may be used for ATC purposes, only under the following circumstances: a. Revision to proposed departure time. b. Takeoff, arrival, or flight plan cancellation time. c. ATC clearance, provided arrangements are made between the ATC facility and the UNICOM licensee to handle such messages. 4-1-13. Automatic Terminal Information Service (ATIS) a. ATIS is the continuous broadcast of recorded noncontrol information in selected high activity terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information. The information is continuously broadcast over a discrete VHF radio frequency or the voice portion of a local NAVAID. ATIS transmissions on a discrete VHF radio frequency are engineered to be receivable to a maximum of 60 NM from the ATIS site and a maximum altitude of 25,000 feet AGL. At most locations, ATIS signals may be received on the surface of the airport, but local conditions may limit the maximum ATIS reception distance and/or altitude. Pilots are urged to cooperate in the ATIS program as it relieves frequency congestion on approach control, ground control, and local control frequencies. The A/FD indicates airports for which ATIS is provided.

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b. ATIS information includes the time of the latest weather sequence, ceiling, visibility, obstructions to visibility, temperature, dew point (if available), wind direction (magnetic), and velocity, altimeter, other pertinent remarks, instrument approach and runway in use. The ceiling/sky condition, visibility, and obstructions to vision may be omitted from the ATIS broadcast if the ceiling is above 5,000 feet and the visibility is more than 5 miles. The departure runway will only be given if different from the landing runway except at locations having a separate ATIS for departure. The broadcast may include the appropriate frequency and instructions for VFR arrivals to make initial contact with approach control. Pilots of aircraft arriving or departing the terminal area can receive the continuous ATIS broadcast at times when cockpit duties are least pressing and listen to as many repeats as desired. ATIS broadcast shall be updated upon the receipt of any official hourly and special weather. A new recording will also be made when there is a change in other pertinent data such as runway change, instrument approach in use, etc. EXAMPLE- Dulles International information Sierra. 1300 zulu weather. Measured ceiling three thousand overcast. Visibility three, smoke. Temperature six eight. Wind three five zero at eight. Altimeter two niner niner two. ILS runway one right approach in use. Landing runway one right and left. Departure runway three zero. Armel VORTAC out of service. Advise you have Sierra. c. Pilots should listen to ATIS broadcasts whenever ATIS is in operation. d. Pilots should notify controllers on initial contact that they have received the ATIS broadcast by repeating the alphabetical code word appended to the broadcast. EXAMPLE- “Information Sierra received.”

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e. When a pilot acknowledges receipt of the ATIS broadcast, controllers may omit those items contained in the broadcast if they are current. Rapidly changing conditions will be issued by ATC and the ATIS will contain words as follows: EXAMPLE- “Latest ceiling/visibility/altimeter/wind/(other conditions) will be issued by approach control/tower.” NOTE- The absence of a sky condition or ceiling and/or visibility on ATIS indicates a sky condition or ceiling of 5,000 feet or above and visibility of 5 miles or more. A remark may be made on the broadcast, “the weather is better than 5000 and 5,” or the existing weather may be broadcast. f. Controllers will issue pertinent information to pilots who do not acknowledge receipt of a broadcast AIM 2/14/4-1-8 Services Available to Pilots or who acknowledge receipt of a broadcast which is not current. g. To serve frequency limited aircraft, FSSs are equipped to transmit on the omnirange frequency at most en route VORs used as ATIS voice outlets. Such communication interrupts the ATIS broadcast. Pilots of aircraft equipped to receive on other FSS frequencies are encouraged to do so in order that these override transmissions may be kept to an absolute minimum. h. While it is a good operating practice for pilots to make use of the ATIS broadcast where it is available, some pilots use the phrase “have numbers” in communications with the control tower. Use of this phrase means that the pilot has received wind, runway, and altimeter information ONLY and the tower does not have to repeat this information. It does not indicate receipt of the ATIS broadcast and should never be used for this purpose.

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4-1-14. Automatic Flight Information Service (AFIS) -Alaska FSSs Only a. Alaska FSSs AFIS is the continuous broadcast of recorded noncontrol information at airports in Alaska where a Flight Service Station (FSS) provides local airport advisory service. Its purpose is to improve FSS Specialist efficiency by reducing frequency congestion on the local airport advisory frequency. The AFIS broadcast will automate the repetitive transmission of essential but routine information (weather, favored runway, breaking action, airport NOTAMs, other applicable information). The information is continuously broadcast over a discrete VHF radio frequency (usually the ASOS frequency). Use of AFIS is not mandatory, but pilots who choose to utilize two-way radio communications with the FSS are urged to listen to AFIS, as it relieves frequency congestion on the local airport advisory frequency. AFIS broadcasts are updated upon the receipt of any official hourly and special weather, worsening braking action reports, and changes in other pertinent data. When a pilot acknowledges receipt of the AFIS broadcast, FSS Specialists may omit those items contained in the broadcast if they are current. When rapidly changing conditions exist, the latest ceiling, visibility, altimeter, wind or other conditions may be omitted from the AFIS and will be issued by the Flight Service Specialist on the appropriate radio frequency. EXAMPLE- “Kotzebue information ALPHA. One six five five zulu. Wind, two one zero at five; visibility two, fog; ceiling one hundred overcast; temperature minus one two, dew point minus one four; altimeter three one zero five. Altimeter in excess of three one zero zero, high pressure altimeter setting procedures are in effect. Favored runway two six. Weather in Kotzebue surface area is below V-F-R minima -an ATC clearance is required. Contact Kotzebue Radio on 123.6 for traffic advisories and advise intentions. Notice to Airmen, Hotham NDB out of service. Transcribed Weather Broadcast out of service. Advise on initial contact you have ALPHA.” NOTE- The absence of a sky condition or ceiling and/or visibility on Alaska FSS AFIS indicates a sky condition or ceiling of 5,000 feet or above and visibility of 5 miles or more. A remark may be made on the broadcast, “the weather is better than 5000 and 5.”

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b. Pilots should listen to Alaska FSSs AFIS broadcasts whenever Alaska FSSs AFIS is in operation. NOTE- Some Alaska FSSs are open part time and/or seasonally. c. Pilots should notify controllers on initial contact that they have received the Alaska FSSs AFIS broadcast by repeating the phonetic alphabetic letter appended to the broadcast. EXAMPLE- “Information Alpha received.” d. While it is a good operating practice for pilots to make use of the Alaska FSS AFIS broadcast where it is available, some pilots use the phrase “have numbers” in communications with the FSS. Use of this phrase means that the pilot has received wind, runway, and altimeter information ONLY and the Alaska FSS does not have to repeat this information. It does not indicate receipt of the AFIS broadcast and should never be used for this purpose. 4-1-15. Radar Traffic Information Service This is a service provided by radar ATC facilities. Pilots receiving this service are advised of any radar target observed on the radar display which may be in such proximity to the position of their aircraft or its intended route of flight that it warrants their attention. This service is not intended to relieve the pilot of the responsibility for continual vigilance to see and avoid other aircraft. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 4-1-9 Services Available to Pilots a. Purpose of the Service 1. The issuance of traffic information as observed on a radar display is based on the principle of assisting and advising a pilot that a particular radar target’s position and track indicates it may intersect or pass in such proximity to that pilot’s intended flight path that it warrants attention. This is to alert the pilot to the traffic, to be on the lookout for it, and thereby be in a better position to take appropriate action should the need arise. 2. Pilots are reminded that the surveillance radar used by ATC does not provide altitude information unless the aircraft is equipped with Mode C and the radar facility is capable of displaying altitude information.

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b. Provisions of the Service 1. Many factors, such as limitations of the radar, volume of traffic, controller workload and communications frequency congestion, could prevent the controller from providing this service. Controllers possess complete discretion for determining whether they are able to provide or continue to provide this service in a specific case. The controller’s reason against providing or continuing to provide the service in a particular case is not subject to question nor need it be communicated to the pilot. In other words, the provision of this service is entirely dependent upon whether controllers believe they are in a position to provide it. Traffic information is routinely provided to all aircraft operating on IFR flight plans except when the pilot declines the service, or the pilot is operating within Class A airspace. Traffic information may be provided to flights not operating on IFR flight plans when requested by pilots of such flights. NOTE- Radar ATC facilities normally display and monitor both primary and secondary radar when it is available, except that secondary radar may be used as the sole display source in Class A airspace, and under some circumstances outside of Class A airspace (beyond primary coverage and in en route areas where only secondary is available). Secondary radar may also be used outside Class A airspace as the sole display source when the primary radar is temporarily unusable or out of service. Pilots in contact with the affected ATC facility are normally advised when a temporary outage occurs; i.e., “primary radar out of service; traffic advisories available on transponder aircraft only.” This means simply that only the aircraft which have transponders installed and in use will be depicted on ATC radar indicators when the primary radar is temporarily out of service.