Categories of Controlled Airspace

Categories of Controlled Airspace

Controlled airspace refers to the generic term used to cover varying classifications of airspace, which consists of Class A, Class B, Class C, Class D, and Class E.

Class A

Airspace in Class A is that which ranges from 18000 feet MSL (mean sea level), including 600 flight level (FL). This airspace also includes that which is overlying water of the coast within 12 NM (nautical miles) within Alaska and 48 neighboring states. As explained by FAA, all operations in this airspace are often conducted under the requirements of instrument flight rules (IFR), which should be done only after the issuance of an air traffic control (ATC) clearance before entering into space (Federal Aviation Administration, 2009). This airspace must also be well equipped with a functioning two-way radio with the capability of communicating with the frequency that has been assigned by ATC.

Class B

Airspace in this class is from the ground to 10,000 feet MSL in the nation’s busiest airports in terms of passenger enplanements and airport IFR operations. The configuration of the airspace in this class is tailored individually and comprises the surface area and additional layers. ATC clearance is needed for the operation of aircraft in this area, and the cleared aircraft often receive separation services in the airspace. Aircraft must have two-way radio to communicate with ATC and have an automatic reporting equipment for the altitude. All visual flight rules (VFR) flights in this class must ensure that they remain clear of clouds and must have 5km (3 miles) of visibility.

Class D

This is airspace from the surface to a distance of 2,500 feet MSL above the airport’s elevation on the airports with an operational control tower. Every Class D airspace is tailored individually, and the airspace is often designed to contain all procedures. Every aircraft must have two-way radio to communicate with the ATC facility that is assigned to provide air traffic services before entering particular airspace. After entering, those communications must also be maintained in the airspace.

Forum 2: Special Use Airspace

Activity protected in each airspace and operating restrictions and limitations

Special use airspace is a designation where particular activities are confined, and certain limitations can be enacted on aircraft operations that are not stipulated under the confined activities. Categories of special use airspace include prohibited areas, warning areas, alert areas, military operation areas (MOAs), and restricted areas.

Warning Areas

This area includes airspace with defined dimensions that extend from 3NM outward from the American coast that contains activity that could be considered dangerous to non-participant aircraft (Federal Aviation Administration, 2009). This warning area is often intended to warn non-participant pilots of impending danger. The main purpose of this special use airspace is to warn non-participants pilots of probable danger. This area may be located over international or domestic waters and is often designated with letter “W” and a number, such as W-3000.

Military Operation Areas (MOAs)

This area comprises of airspace that has defined lateral and vertical limits that are established with the aim of separating particular military activities from the IFR (instrument flight rules) traffic. MOA can be used to clear non-participating IFR movement if IFR separation can be availed by ATC. In other circumstances, ATC often restricts or reroutes all types of non-participating IFR traffic (Federal Aviation Administration, 2009). Pilots who operate under VFR are required to observe extreme caution when operating within the MOA whenever military activities are being undertaken. In order to increase safety, pilots must inform the controlling agency before getting into an active MOA.

Controlled Firing Areas (CFAs)

This area comprises activities that could deem dangerous to non-participating aircraft when they are not conducted or undertaken in controlled or environment. This airspace does not cause any non-participating aircraft to divert its path since activities in this CFA often get suspended whenever a radar or spotter aircraft indicates the possibility of an oncoming aircraft into the area. It is not necessary to chart CFAs in this area because they do not cause the divergence of a non-participating aircraft.

References

Federal Aviation Administration (2009). Pilot’s Handbook of Aeronautical Knowledge. New York, NY Skyhorse Publishing Inc.