The operator must receive an ATC clearance from the ATC facility having jurisdiction for that area before operating an aircraft in that area
Unless otherwise authorized by ATC, each person operating a large turbine engine-powered airplane to or from a primary airport for which a Class B airspace area is designated must operate at or above the designated floors of the Class B airspace area while within the lateral limits of that area
Any person conducting pilot training operations at an airport within a Class B airspace area must comply with any procedures established by ATC for such operations in that area
Departing out of Class Bravo airspace can be very intimidating, especially single-piloted
If VFR, you can expect there are standard departure paths assigned
Local pilots, FBOs, or ATC can tell you in advance with a simple phone call
If departing under class Bravo, you do not need to comply with any of class Bravo restrictions, with the exception of having an altitude encoding transponder, unless exempt, as described below
If departing inside of class Bravo, you must follow the departure in accordance with tower and contact class Bravo as soon as instructed for further clearance
Airspace Dimensions:
Simplification of the Class B airspace area configuration while reducing the number of sub-areas is a prime requisite
Its vertical and lateral limits are standardized to the maximum extent possible to contain all instrument procedures within
This airspace should be initially designed in a circular configuration centered on the primary airport. Describe the airspace area using NAVAIDs as references where available on the primary airport in the following order of preference: VORTAC, VOR/DME, etc.
Lateral Limits:
The outer limits of the airspace must not exceed a 30 NM radius from the primary airport
This 30 NM radius will generally be divided into three concentric circles: an inner 10 NM radius, a middle 20 NM radius, and an outer 30 NM radius
The inner 10 NM radius area may be subdivided based on operational needs, runway alignment, adjacent regulatory airspace, or adjacent airports
The areas between 10 to 20 NM and 20 to 30 NM may be vertically subdivided because of terrain or other regulatory airspace
Vertical Limits:
The upper limit of the airspace normally should not exceed 10,000 feet MSL. The inner 10 NM area must normally extend from the surface to the upper limits of the airspace. This segment may be adjusted to coincide with runway alignment, adjacent airports, other regulatory airspace, etc., but must encompass, as a minimum, all final approach fixes and minimum altitudes at the final approach fix. The floor of the area between 10 and 20 NM must be predicated on a 300−foot per NM gradient for 10 NM. This segment will normally have a floor between 2,800 feet and 3,000 feet above airport elevation. This floor must remain constant for that segment, but may be adjusted considering terrain and adjacent regulatory airspace. However, segmentation should be held to an absolute minimum. The floor of the area between 20 and 30 NM must be at an altitude consistent with approach control arrival and departure procedures. It is expected that this floor would normally be between 5,000 and 6,000 feet above airport elevation. In the segment between 20 and 30 NM, exclusions are permitted to accommodate adjacent regulatory airspace and/or terrain. d. Variations. Any variation from the standard configuration must be addressed in the staff study
Generally surface to 10,000' MSL with some exceptions (Atlanta) around the nation's busiest airports
Consists of a surface area and two or more layers (some Class B airspace areas resemble upside-down wedding cakes)
Individually tailored designated to contain all published instrument approaches
Mode C veil, 30 NM around airport to 10,000' MSL
An aircraft that was not originally certificated with an engine-driven electrical system or which has not subsequently been certified with a system installed may conduct operations within a Mode C veil, provided the aircraft remains outside of the airspace and below the ceiling of the airspace or 10,000', whichever is lower
Satellite Airports:
When establishing the airspace floor, consider the adverse effect on satellite airport operations as well as operations at the primary airport. When airspace directly over a satellite airport is not required, it should be excluded from the Class B airspace. Special published traffic patterns and/or procedures may be required for satellite airports
Figure 3: San Francisco (KSFO) Class Bravo Airspace
Airspace Depiction:
Class B airspace is charted on Sectional Charts, IFR En Route Low Altitude, and Terminal Area Charts
An ATC clearance is required for all aircraft to operate in the area, and all aircraft that are so cleared receive separation services within the airspace
An ATC clearance is recognized by hearing "you are cleared"
YOU: "[Callsign], [Location], with [Information], request"
ATC: "[Callsign], [Agency], cleared to [Clearance], [Restrictions]"
Unlike Class Charlie or Delta, if you hear "Standby" or any other variation that does not have the word "Cleared" then you do not have permission to enter the airspace
Unless otherwise authorized by ATC, a transponder in compliance with 91.215
After January 1, 2020, the applicable Automatic Dependent Surveillance-Broadcast Out equipment specified in 91.225
No person may take off or land a civil aircraft at an airport within a Class B airspace area or operate a civil aircraft within a Class B airspace area unless:
The pilot in command holds at least a private pilot certificate;
The aircraft is operated by a student pilot or recreational pilot who seeks private pilot certification and has met the requirements of 14 CFR Section 61.95
The pilot in command holds a recreational pilot certificate and has met:
The requirements for a student pilot seeking a recreational pilot certificate in 61.94 of this chapter; or
The aircraft is operated by a student pilot who has met the requirements of 61.94 or FAR 61.95 of this chapter, as applicable
Some class B airports prohibit student pilots AIM 3-2-3(b)(2)
In addition, no person may take off or land a civil aircraft at those airports listed in section 4 of appendix D to this part unless the pilot in command holds at least a private pilot certificate
This is different from FAR 61.95 as recreational and sport pilots may operate within that list, however much of the list is similar
Large turbine engine-powered aircraft operations to or from a primary airport shall operate at or above the designated floors while within the limits of Class B airspace
A visual clearance to land is not an authorization for turbine-powered airplanes to operate below designated floors
Aircraft Separation:
All, not to relieve pilots of their responsibilities to see and avoid
This is the only airspace where VFR traffic is separated from other VFR traffic
Mode C Veil:
The Mode C Veil is that airspace within 30 nautical miles of an airport listed in Appendix D, Section 1 of 14 CFR Part 91 (generally primary airports within Class B airspace areas), from the surface upward to 10,000' MSL
Unless otherwise authorized by ATC, aircraft operating within this airspace must be equipped with automatic pressure altitude reporting equipment having Mode C capability
Aircraft that were not originally certificated with an engine-driven electrical system or which have not subsequently been certified with a system installed may conduct operations within a Mode C veil provided the aircraft remains outside Class A, B or C airspace; and below the altitude of the ceiling of a Class B or Class C airspace area designated for an airport or 10,000' MSL, whichever is lower
Flight Procedures
Aircraft within Class B airspace are required to operate in accordance with current IFR procedures
A clearance for a visual approach to a primary airport is not authorization for turbine-powered airplanes to operate below the designated floors of the Class B airspace
VFR Flights:
Arriving aircraft must obtain an ATC clearance prior to entering Class B airspace and must contact ATC on the appropriate frequency, and in relation to geographical fixes shown on local charts
Although a pilot may be operating beneath the floor of the Class B airspace on initial contact, communications with ATC should be established in relation to the points indicated for spacing and sequencing purposes
Departing aircraft require a clearance to depart Class B airspace and should advise the clearance delivery position of their intended altitude and route of flight
ATC will normally advise VFR aircraft when leaving the geographical limits of the Class B airspace
Radar service is not automatically terminated with this advisory unless specifically stated by the controller
Aircraft not landing or departing the primary airport may obtain an ATC clearance to transit the Class B airspace when traffic conditions permit and provided the requirements of 14 CFR Section 91.131 are met
Such VFR aircraft are encouraged, to the extent possible, to operate at altitudes above or below the Class B airspace or transit through established VFR corridors
Pilots operating in VFR corridors are urged to use frequency 122.750 MHz for the exchange of aircraft position information
ATC Clearances and Separation
An ATC clearance is required to enter and operate within Class B airspace
VFR pilots are provided sequencing and separation from other aircraft while operating within Class B airspace
Separation and sequencing of VFR aircraft will be suspended in the event of a radar outage as this service is dependent on radar. The pilot will be advised that the service is not available and issued wind, runway information and the time or place to contact the tower
Separation of VFR aircraft will be suspended during CENRAP operations. Traffic advisories and sequencing to the primary airport will be provided on a workload permitting basis. The pilot will be advised when center radar presentation (CENRAP) is in use
VFR aircraft are separated from all VFR/IFR aircraft which weigh 19,000 pounds or less by a minimum of:
Target resolution, or
500' vertical separation, or
Visual separation
VFR aircraft are separated from all VFR/IFR aircraft which weigh more than 19,000 and turbojets by no less than:
1 1/2 miles lateral separation, or
500' vertical separation, or
Visual separation
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 clearance 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
ATC may assign altitudes to VFR aircraft that do not conform to 14 CFR Section 91.159
"Resume Appropriate VFR Altitudes" will be broadcast when the altitude assignment is no longer needed for separation or when leaving Class B airspace
Pilots must return to an altitude that conforms to 14 CFR Section 91.159
Proximity Operations:
VFR aircraft operating in proximity to Class B airspace are cautioned against operating too closely to the boundaries, especially where the floor of the Class B airspace is 3,000 feet or less above the surface or where VFR cruise altitudes are at or near the floor of higher levels. Observance of this precaution will reduce the potential for encountering an aircraft operating at the altitudes of Class B floors. Additionally, VFR aircraft are encouraged to utilize the VFR Planning Chart as a tool for planning flight in proximity to Class B airspace. Charted VFR Flyway Planning Charts are published on the back of the existing VFR Terminal Area Charts
Restrictions:
250 knots inside of airspace
200 knots under the airspace or in a corridor
No person may take off or land a civil aircraft at the following primary airports within Class B airspace unless the pilot-in-command holds at least a private pilot certificate:
Andrews Air Force Base, MD
Atlanta Hartsfield Airport, GA
Boston Logan Airport, MA
Chicago O'Hare Int'l. Airport, IL
Dallas/Fort Worth Int'l. Airport, TX
Los Angeles Int'l. Airport, CA
Miami Int'l. Airport, FL
Newark Int'l. Airport, NJ
New York Kennedy Airport, NY
New York La Guardia Airport, NY
Ronald Reagan Washington National Airport, DC
San Francisco Int'l. Airport, CA
Conclusion:
Aircraft not landing or departing the primary airport may obtain a clearance to transit the airspace when traffic conditions permit, provided FAR 91.131 is met
Encouraged to operate above or below the airspace or transit VFR corridors making position reports on 122.750 MHz
Balance shortening your callsign vs. clarity when there can easily be multiple people using the same "number" or however it abbreviates
Example: Southern California with all of the military traffic "01" "22" etc.
Regardless of weather, pilots should not request a clearance to operate within Class B airspace unless the requirements of 14 CFR Section 91.215 and 14 CFR Section 91.131 are met
Class C Airspace areas are designed to improve aviation safety by reducing the risk of midair collisions in the terminal area and enhance the management of air traffic operations therein around airports that have a certain number of IFR operations or passenger enplanement
Surround those airports that have an operational control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or passenger enplanements
Unless otherwise authorized by ATC, each aircraft operation in Class C airspace must be conducted in compliance with FAR 91.129 and 91.130
For the purpose of this section, the primary airport is the airport for which the Class C airspace area is designated
A satellite airport is any other airport within the Class C airspace area
Class C airspace areas should initially be designed as two circles centered on the airport reference point
Inner core: Surface to 4000' AGL, 5 NM radius
Shelf area: 1,200' AGL (no lower) to 4,000' AGL, 10 NM radius
Wherever possible, use VOR radials and DME arcs to define the boundaries of the airspace and any of its sub-areas
It is important, however, that prominent visual landmarks also be considered to assist the VFR traffic preferring to remain clear of this area
Vertical Limits:
The ceiling of a Class C airspace should be 4,000 feet MSL above the primary airport’s field elevation
The airspace within the 5 NM circle must extend down to the surface
The airspace between the 5 and the 10 NM circle(s) must extend no lower than 1,200 feet AGL
Altitude dimensions will be charted in MSL
Though not requiring regulatory action, an Outer Area is the procedural companion to Class C airspace
The normal radius of an Outer Area is 20 NM from the primary Class C airspace airport
Its vertical limit extends from the lower limits of radio/radar coverage up to the ceiling of the approach control’s delegated airspace, excluding the Class C airspace itself, and other airspace as appropriate
Airspace Depiction:
Charted on Sectionals, IFR En Route Low Altitude, and Terminal Area Charts where appropriate
Class C airspace area locations must include a single primary airport around which the Class C airspace is designated
These areas may be designated full-time or part-time. If part-time, the effective time must be stated in local time
Figure 3: Monterey (KMRY) Class Charlie Airspace
VFR Visibility Requirements:
3 SM visibility, 500' below, 1,000' above, 2,000' horizontal
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 Class C airspace
Pilots of arriving aircraft should contact the Class C airspace ATC facility on the publicized frequency and give their position, altitude, radar beacon code, destination, and request Class C service
Radio contact should be initiated far enough from the Class C airspace boundary to preclude entering Class C airspace before two-way radio communications are established
Permission is recognized by hearing your call sign
Unless otherwise authorized by ATC, a transponder in compliance with 91.215
After January 1, 2020, the applicable Automatic Dependent Surveillance-Broadcast Out equipment specified in 91.225
NOTE: 1. If the controller responds to a radio call with, “(aircraft callsign) standby,” radio communications have been established and the pilot can enter the Class C airspace
2. If workload or traffic conditions prevent immediate provision of Class C services, the controller will inform the pilot to remain outside the Class C airspace until conditions permit the services to be provided
3. It is important to understand that if the controller responds to the initial radio call without using the aircraft identification, radio communications have not been established and the pilot may not enter the Class C airspace
4. Though not requiring regulatory action, Class C airspace areas have a procedural Outer Area. Normally this area is 20 NM from the primary Class C airspace airport. Its vertical limit extends from the lower limits of radio/radar coverage up to the ceiling of the approach control’s delegated airspace, excluding the Class C airspace itself, and other airspace as appropriate. (This outer area is not charted)
5. Pilots approaching an airport with Class C service should be aware that if they descend below the base altitude of the 5 to 10 mile shelf during an instrument or visual approach, they may encounter non-transponder, VFR aircraft
Departures from:
A primary or satellite airport with an operating control tower:
Two-way radio communications must be established and maintained with the control tower, and thereafter as instructed by ATC while operating in Class C airspace
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 C airspace
Qualifications:
Student pilot certificate
Aircraft Separation:
Separation is provided within the Class C airspace and the outer area after two-way radio communications and radar contact are established
IFR, SVFR, and runway operations
IFR will be separated from VFR
VFR aircraft are separated from IFR aircraft within the Class C airspace by any of the following:
Visual separation
500' vertical; except when operating beneath a heavy jet
Target resolution
Wake turbulence separation will be provided to all aircraft operating:
Behind and less than 1,000 feet below super or heavy aircraft,
To small aircraft operating behind and less than 500 feet below B757 aircraft, and
To small aircraft following a large aircraft on final approach
NOTE: 1. Separation and sequencing of VFR aircraft will be suspended in the event of a radar outage as this service is dependent on radar. The pilot will be advised that the service is not available and issued wind, runway information and the time or place to contact the tower
2. Separation of VFR aircraft will be suspended during CENRAP operations. Traffic advisories and sequencing to the primary airport will be provided on a workload permitting basis. The pilot will be advised when CENRAP is in use
3. Pilot participation is voluntary within the outer area and can be discontinued, within the outer area, at the pilot's request. Class C services will be provided in the outer area unless the pilot requests termination of the service
4. Some facilities provide Class C services only during published hours. At other times, terminal IFR radar service will be provided. It is important to note that the communications and transponder requirements are dependent of the class of airspace established outside of the published hours
Secondary Airports:
In some locations Class C airspace may overlie the Class D surface area of a secondary airport
In order to allow that control tower to provide service to aircraft, portions of the overlapping Class C airspace may be procedurally excluded when the secondary airport tower is in operation
Aircraft operating in these procedurally excluded areas will only be provided airport traffic control services when in communication with the secondary airport tower
Aircraft proceeding inbound to a satellite airport will be terminated at a sufficient distance to allow time to change to the appropriate tower or advisory frequency. Class C services to these aircraft will be discontinued when the aircraft is instructed to contact the tower or change to advisory frequency
Aircraft departing secondary controlled airports will not receive Class C services until they have been radar identified and two-way communications have been established with the Class C airspace facility
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 clearance 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
Air Traffic Services
When two-way radio communications and radar contact are established, all participating VFR aircraft are:
Sequenced to the primary airport
Provided Class C services within the Class C airspace and the outer area
Provided basic radar services beyond the outer area on a workload permitting basis. This can be terminated by the controller if workload dictates
Restrictions:
200 knots (230 mph) within 4 NM and 2,500' of the primary airport of a Class C airspace area, unless otherwise authorized
Figure 4: Class Charlie Legend Inset
Notes:
When above Class Charlie airspace, a transponder is required
When below Class Charlie airspace, a transponder is not required
Class Charlie airspace is not always operated full time
When operating out of an airport within class Charlie airspace, you should contact ATC as soon as practicable
There is an outer area which extends 20 NM out for the purpose of establishing communication
Services provided include:
Sequencing
Services outside of the airspace dimensions
Basic radar services workload permitting
Table 3-2-1 of the AIM provides a list of Class C airspace by states
Traffic patterns. No person may take off or land an aircraft at a satellite airport within a Class C airspace area except in compliance with FAA arrival and departure traffic patterns
Communications. Each person operating an aircraft in Class C airspace must meet the following two-way radio communications requirements:
Arrival or through flight. Each person must establish two-way radio communications with the ATC facility (including foreign ATC in the case of foreign airspace designated in the United States) providing air traffic services prior to entering that airspace and thereafter maintain those communications while within that airspace
Departing flight. Each person:
From the primary airport or satellite airport with an operating control tower must establish and maintain two-way radio communications with the control tower, and thereafter as instructed by ATC while operating in the Class C airspace area; or
From a satellite airport without an operating control tower, must establish and maintain two-way radio communications with the ATC facility having jurisdiction over the Class C airspace area as soon as practicable after departing
An operator may deviate from any provision of this section under the provisions of an ATC authorization issued by the ATC facility having jurisdiction over the airspace concerned
ATC may authorize a deviation on a continuing basis or for an individual flight, as appropriate
Conclusion:
Standardization is key and so variations in airspace design are only applied when absolutely required based on local requirements
Class A - MSL 18,000 - FL60
Class B - Tower
Class C - Tower 4000' AGL
Class D - Tower 2500' AGL 5 Miles Radius
Class E - Anywhere
Class G - Non-Towered
Class Delta (Class D) airspace is generally established around airports that have an operating control tower but do not provide radar services, as in Class Bravo or Charlie airspace
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 the Airport/Facility Directory (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' above the ground level and Class G rules to the surface will become applicable
The primary airport is always the airport for which the Class D airspace area is designated whereas the satellite airport is any other airport within the Class D airspace area
Airspace Dimensions:
The configuration of each Class D airspace area is individually tailored to:
Contain the intended operations;
Allow for safe and efficient handling of operations, and;
When instrument procedures are published, contain IFR arrival operations while between the surface and 1,000 feet above the surface and IFR departure operations while between the surface and the base of adjacent controlled airspace
Arrival extensions for instrument approach procedures (IAPs) may be Class D or Class E airspace
If all extensions are 2 miles or less, they generally remain part of the Class D surface area
If any one extension is greater than 2 miles, then all extensions become Class E
Horizontal Limits:
Class D areas are tailored to the area, but 5 SM (4.4 NM) standard radius surrounding those airports that have an operational control tower
Vertical Limits:
Class D areas should normally extend upward from the surface up to and including 2,500 feet AGL
In a low density or non-turbo aircraft traffic environment, a vertical limit of 2,500 feet AGL may be excessive and a lower altitude should be used
The size of a Class D area, and any necessary extensions, is determined by the use of a 200 feet per NM climb gradient and information obtained from the person responsible for developing instrument procedures [Figure 2]
Normally, the person responsible for developing instrument procedures for civil and U.S. Army airports is a FAA Aviation Standards Airspace Evaluation Specialist
A military representative handles all other military procedures
Generally, separate Class D airspace areas will be established for airports in proximity to each other so as to eliminate satellite airports as practical [Figure 3]
Figure 3: Sectional Chart Class Delta Airspace Depiction
A common boundary line must be used so that the airspace areas do not overlap
When operationally advantageous, the common boundary separating adjacent Class D areas may be eliminated if the areas are contained in an existing Class B or Class C airspace area controlled by the same IFR ATC facility
Airspace Depiction:
On Sectional and Terminal charts Class D airspace areas are depicted with blue segmented lines [Figure 3]
The number in brackets inside the depicted airspace shows the altitude (MSL) of the airspace in hundreds of feet
If the number is preceded by a minus (-) then it indicates "from surface to, but not including" what is shown
The primary airport is indicated by a blue symbol
On IFR En Route Lows Class D is only recognized by a boxed [D] in the airport information [Figure 4]
Provides takeoff, landing, and sometimes taxi clearance (at small airports, ground and tower are the same person)
No person may, at any airport with an operating control tower, operate an aircraft on a runway or taxiway, or takeoff or land an aircraft, unless an appropriate clearance is received from ATC
An operator may deviate from any provision of this section under the provisions of an ATC authorization issued by the ATC facility having jurisdiction over the airspace concerned
ATC may authorize a deviation on a continuing basis or for an individual flight, as appropriate
Figure 4: IFR Enroute Chart Class Delta Airspace Depiction
VFR Visibility Requirements:
3 SM visibility, 500' below, 1,000' above, 2,000' horizontal
Under Special VFR, if granted by the controller, a pilot may enter or leave Class D Airspace in 1 statute mile of visibility while remaining clear of clouds
Operating Rules and Pilot/Equipment Requirements:
Pilot Certification: Student pilot or better
Equipment: Unless otherwise authorized by ATC, an operable two-way radio is required
Arrival or Through Flight Entry Requirements:
Figure 4: Joe Williams (KNJW) Class Delta Airspace
Two-way radio communication (either direct or rapid relay through other facilities which are acceptable to the ATC facility) must be established with the ATC facility providing ATC services, on the publicized frequency, prior to entry and thereafter maintain those communications while in the Class D airspace
Calls should be initiated far enough from the Class D airspace boundary to preclude entering before two-way communications are established
Example: "Cessna 1727V, Montgomery Tower, altimeter 30.03, report 3 mile left base for runway 36"
Example: "Cessna 1727V, standby"
Example: "Cessna 1727V, 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
ATC: "Aircraft calling, standby"
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
ATC: "Aircraft calling, remain outside Class Delta airspace and 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' AGL and Class G rules to the surface will become applicable. Check the A/FD for specifics
Departures from:
From the primary airport or satellite airport with an operating control tower, the pilot must establish and maintain two-way radio communications with the control tower, and thereafter as instructed by ATC while operating in the Class D airspace area
From a satellite airport without an operating control tower, the pilot must establish and maintain two-way radio communications with the ATC facility having jurisdiction over the Class D airspace area as soon as practicable after departing
Each pilot must comply with any departure procedures established for that airport by the FAA
Unless otherwise required by the prescribed departure procedure for that airport or the applicable distance from clouds criteria, each pilot of a turbine-powered airplane and each pilot of a large airplane must climb to an altitude of 1,500' above the surface as rapidly as practicable
Aircraft Separation:
IFR, SVFR, and runway operations
NO separation provided for VFR operations
Restrictions:
Arrival extensions for IAPs may be Class Delta or Echo airspace
As a general rule, if all extensions are 2 miles or less, they remain part of Class D; however, if any one extension is greater than 2 miles, then all extensions become Class E
Unless required by the applicable distance-from-cloud criteria, each pilot operating a large or turbine-powered airplane must enter the traffic pattern at an altitude of at least 1,500' above the elevation of the airport and maintain at least 1,500' until further descent is required for a safe landing
Speed:
Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500' AGL within 4 NM of the primary airport of a Class D airspace area at an indicated airspeed of more than 200 knots (230 mph)
Arrival extensions for instrument approach procedures may be Class D or Class E airspace
As a general rule of thumb:
If all extensions are 2 miles or less, they remain part of the Class D surface area
If any one extension is greater than 2 miles, then all extensions become Class E
Weather Observations and Reporting
Weather observations must be taken at the primary airport during the times and dates the Class D airspace is active by either a federally certified weather observer or a federally commissioned automated weather observing system
This includes all FAA and NWS approved and certified weather reporting systems
The weather observer must take routine (hourly) and special observations, called METARs
An automated weather observing system can provide continuous weather observations, called AWOS/ASOS
Scheduled record and special observations from weather observers or automated weather reporting systems must be made available to the ATC facility(s) having control jurisdiction over the Class D designated surface area
This can be accomplished through Flight Service Station (FSS), Longline Dissemination, National Weather Service (NWS), or other FAA-approved sources
Facilities that require weather reports from satellite airports may enter into a letter of agreement (LOA) with the associated FSS, airline/contract observer, airport management, etc.
At ATC sites where non-Federal employees perform weather duties, the appropriate FAA office must ensure that the reporting and dissemination requirements applicable to National Weather Service and FAA publication standards are followed
In facilities where direct access to automated weather observing systems is not available, controllers will apply the provisions of FAAO 7110.65, Air Traffic Control
Should these services be unavailable, a NOTAM will be issued
Figure 5: Sectional Charts
Notes:
When the tower is not in operation, the airspace reverts to Class Golf, or a combination of Class Echo and Golf airspace
When operating out of a satellite airport, contact tower for arrival and departures as soon as practicable
Turbine aircraft will operate at 1,500' AGL in the pattern until in a position to make a safe landing
Circle to the left and avoid the flow of fixed wing traffic if operating a helicopter
On departure, turbine aircraft must climb to 1,500' as rapidly as practical
Comply with all noise abatement, found in the Airport/Facility Directory (A/FD)
Each pilot operating a large or turbine-powered airplane approaching to land on a runway served by an instrument approach procedure with vertical guidance, if the airplane is so equipped, must:
Operate that airplane at an altitude at or above the glide path between the published final approach fix and the decision altitude (DA), or decision height (DH), as applicable; or
If compliance with the applicable distance-from-cloud criteria requires glide path interception closer in, operate that airplane at or above the glide path, between the point of interception of glide path and the DA or the DH
Each pilot operating an airplane approaching to land on a runway served by a visual approach slope indicator must maintain an altitude at or above the glide path until a lower altitude is necessary for a safe landing
Nothing prohibits normal bracketing maneuvers above or below the glide path that are conducted for the purpose of remaining on the glide path
Except when conducting a circling approach under part 97 of this chapter or unless otherwise required by ATC, each pilot must:
Circle the airport to the left, if operating an airplane; or
Avoid the flow of fixed-wing aircraft, if operating a helicopter
Where a formal runway use program has been established by the FAA, each pilot of a large or turbine-powered airplane assigned a noise abatement runway by ATC must use that runway. However, consistent with the final authority of the pilot in command concerning the safe operation of the aircraft as prescribed in 91.3(a), ATC may assign a different runway if requested by the pilot in the interest of safety
If two-way radio communications are lost during operations inside of class Delta airspace, follow the appropriate lost communication procedures
Conclusion:
Not all airports with an operating control tower will have Class D airspace (Lake City Gateway, FL)
These airports do not have weather reporting which is a requirement for surface based controlled airspace
Unless otherwise authorized or required by the Air Traffic Control (ATC) facility having jurisdiction over the Class D airspace area, each person operating an aircraft in Class D airspace must comply with the applicable provisions of FAR 91.129
