Q.: Is an ADIZ Flight Plan the Same As a Regular VFR Flight Plan?

1. Land-Based ADIZ

Q.: Is an ADIZ flight plan the same as a regular VFR flight plan?

A.: No. Though you won't find it defined in official documents, an ADIZ flight plan (for the land-based ADIZ) is very similar to a DVFR (Defense VFR) flight plan. It's not intended for search-and-rescue purposes, and—unlike a regular VFR flight plan—it's transmitted to ATC.

Q.: If you were based at a towered field within the ADIZ and wanted to do pattern work, would you need to file a flight plan?

A.: No. You would simply notify the tower of your intentions and squawk 1234 when assigned. Remember that this is true only for operations within the traffic pattern at a field with an operating control tower.

2. FRZ

Q.: True or false: Pilots who violate the airspace around Washington, D.C., are warned to depart the area by a system of laser beams.

A.: True. In 2005, NORAD introduced a system designed to provide a visual warning to pilots who stray into (or near) the airspace around Washington, D.C. Called the VWS, or Visual Warning System, it targets the aircraft with a highly visible, but harmless, laser beam. For more information, see ASF's free Visual Warning System Presentation.

Q.: True or false: Pilots who violate the airspace around Washington, D.C., are warned to depart the area by a system of laser beams.

3. Class B

Q.: If you owned a Piper Cub that had no transponder, and had never been certified with an electrical system, could you legally fly it beneath the shelf of a Class B airspace area?

A.: Yes, assuming that you remained clear of the Class B airspace. Aircraft that have never been certified with engine-driven electrical systems are exempted from the transponder requirement by FAR 91.215

Q.: Is it legal for a student pilot to fly solo into Class B airspace?

A.: Yes, but restrictions apply. The student pilot must have received both ground and flight training on the specific Class B airspace area from an instructor. Also, the instructor must have endorsed the student's logbook within the 90-day period preceding the flight. At certain primary airports within Class B airspace (Chicago O'Hare and Boston Logan, for example), solo student operations are prohibited.

4. Class C

Q.: True or false: In Class C airspace, ATC assumes all responsibility for VFR traffic separation.

A.: False. While ATC will generally provide traffic information, under VFR the responsibility to see and avoid remains squarely upon the pilot's shoulders. Remember to keep your eyes outside!

Q.: For purposes of entering Class C airspace, what constitutes "two-way communication" with ATC?

A.: Basically, ATC needs to acknowledge your call sign. For example: If the controller responds to your initial call-up with "Cessna 12345, standby," you may proceed into the airspace. If, on the other hand, the controller says, "Aircraft calling, standby," two-way communications have not been established, and you should remain clear.

5. Class D

Q.: When the tower of a Class D airport is closed, what is the CTAF (Common Traffic Advisory Frequency)?

A.: In most cases, the CTAF is the same as the tower frequency.

Q.: The abbreviation "NFCT" is sometimes associated with Class D airports on sectionals. What does it stand for?

A.: "NFCT" stands for "Non-Federal Control Tower." At certain airports, control towers are operated by private contractors rather than by the FAA. These "contract towers" provide the same services as regular towers.

6. Class E, Transition Area

Q.: Why do the cloud clearance and visibility requirements for Class E airspace increase above 10,000' msl?

A.: Because of higher aircraft speeds. Aircraft operating above 10,000' msl tend to be faster, higher performance models. Also, because true airspeed increases with altitude, all aircraft are moving somewhat faster relative to their indicated airspeeds. The higher minimums give an additional margin of safety.

7. Class E, Surface Area

Q.: You're flying a VFR cross-country at 600' agl with two statute miles visibility. A Class E surface area lies ahead. Common sense and minimum safe altitudes aside, can you proceed through it legally?

A.: Not without a Special VFR clearance. Under normal circumstances, you need at least three statute miles visibility to operate within Class E airspace (below 10,000 msl).

Q.: Assuming that no weather observer is on duty, what happens to a Class E surface area if the automated weather observation system becomes inoperative?

A.: It becomes Class G (uncontrolled) airspace, with a Class E transition area (700' agl).

8. TRSA

Q.: Can you fly through a TRSA without talking to ATC?

A.: Yes. Participation in TRSA services is voluntary. Remember, though, that the Class D airspace within a TRSA still requires two-way communication with ATC.

Q.: What are the visibility and cloud clearance requirements for a TRSA?

A.: A TRSA has no specific visibility/cloud clearance requirements. The requirements for the "overlapping" airspace apply.

9. NSA

Q.: Could you receive an FAA violation for flying through an NSA?

A.: No, but you might attract unwanted attention, and the FAA could potentially find some other aspect of your flight unsatisfactory. It's best to steer clear if possible.

10. MOA

Q.: "Lights out" training takes place in certain MOAs. What is "lights out" training?

A.:The night vision equipment used by military aviators doesn't function properly in the presence of bright illumination. Because of the need to train under realistic conditions, the military has secured permission to use certain MOAs for operations in which pilots turn off all their exterior lights. For obvious reasons, this makes it impossible for other aircraft to see and avoid them. See ASF's Mission: Possible: Navigating Today's Special Use Airspace online course for more information.

Q.: Where can you find the current status of a MOA?

A.: Flight Service can give current status, but since the schedule can change frequently, it's best to check with the controlling agency (usually an ARTCC-Air Route Traffic Control Center, or "Center") in flight prior to entering. For preflight purposes, AOPA maintains a Web page showing current status and schedules.

11. Alert Area

Q.: Does an alert area have active/inactive times?

A.: Yes, although it's best to consider an alert area active at all times. Be particularly cautious as you scan for traffic.

12. Prohibited Area

Q.: Where could you find the altitude of a prohibited area's ceiling?

A.: The ceiling altitude can be found in the margin area of VFR sectional charts. Be aware, however, that in some cases restricted areas sit atop prohibited areas.

13. Restricted Area

Q.: What dangers might you encounter in an active restricted area?

A.: According to the AIM (Aeronautical Information Manual), active restricted areas may contain "...unusual, often invisible, hazards to aircraft such as artillery firing, aerial gunnery, or guided missiles."

14. SFAR Area

Q.: Where in the United States would you find an SFAR area?

A.: There are currently four SFAR areas—the Grand Canyon, IFR/GPS operations in Alaska, Washington, D.C. FRZ and commercial air tour operators in Hawaii.

15. TFR

Q.: If you accidentally enter a TFR and are intercepted by military aircraft, what should you do?

A.: If you're already in communication with ATC, notify them that you have been intercepted and follow their instructions. If not, tune your radio to 121.5 and attempt to contact the intercepting aircraft. Failing this, follow standard intercept procedures. ASF provides a handy reference card.

16. Contiguous U.S. ADIZ

Q.: Under VFR, how much notice are you required to give before penetrating the contiguous ADIZ?

A.: You should notify ATC of your estimated time of ADIZ penetration at least 15 minutes prior to entry.

17. Special Conservation Area

Q.: If a special conservation area includes a canyon, are you supposed to stay at least 2,000 feet above the bottom, or the rim?

A.: According to FAA Advisory Circular AC 91-36, you should maintain at least 2,000 feet above the upper-most rim of a canyon within a special conservation area.

18. Warning Area

Q.: What hazards to aircraft exist within warning areas?

A.: Although the hazards that exist within warning areas are not specified, pilots should assume them to be much the same as those within an active MOA or restricted area.

19. VFR Flyways

Q.: Will a VFR flyway keep you away from conflicting traffic beneath/around Class B airspace?

A.: Not necessarily. The airspace around a Class B area may be filled with aircraft of all different types, speeds and sizes. Pilots should scan carefully and exercise caution at all times.

20. VFR Transition Routes

Q.: What is the purpose of a VFR transition route?

A.: According to the AIM, a VFR transition route is 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."

21. Differential Floors of Class E Airspace

Q.: Why would the floors of two abutting class E airspaces vary?

A.: Differential class E airspace exists primarily for ATC coverage. These areas are typically located in mountainous terrain where class G airspace extends into higher msl altitudes.

22: IFR Routes

Q.: If I'm on a VFR flight, will ATC keep me away from traffic on IFR routes?

A.: ATC will provide separation services to VFR traffic on a workload-permitting basis. Remember, when flying VMC it's the pilot responsibility to see and avoid other traffic.

23. Mode C Veil

Q.: Do I need to be operating my transponder if I'm only transitioning through a mode C veil (and not landing at an airport within the mode C area)?

A.: Yes, the requirements of FAR 91.215 apply to any aircraft within 30 nm of most class B airports. (A list of these airports is available in FAR Part 91, Appendix C, Section 1). This allows ATC to provide separation services to arriving and departing IFR traffic and participating VFR traffic.

24. Military Training Routes (MTRs)

Q.: I fly in the vicinity of MTRs often and I have never seen any military aircraft along these routes. Should I really be concerned about military air traffic?

A.: The military does use MTRs and it is the pilot's (that's you) responsibility to see and avoid other traffic while in VMC.

If you are flying near, or through, an MTR you should plan to cross the MTR at a ninety-degree angle to limit the amount of time that you're on the MTR segment. Military aircraft often travel MTRs at very high speeds and crossing the MTR perpendicularly reduces the changes of a collision.