This chapter introduces the various classifications
of airspace and provides information on the require -
ments to operate in such airspace. For further infor -
mation, consult the Pilot’ s Handbook of Aeronautical
Information, the Aeronautical Information Manual
(AIM) and Title 14 of the Code of Federal Regula -
tions (14 CFR) parts 71, 73, and 91.
Powered parachutes (PPC) share the airspace with
all other types of aircraft and must avoid the flow
of fixed wing aircraft. Although most PPCs fly low,
slow and close to the field, you must be aware of the
airspace in which you are operating. Each type of air-
space has communication, equipment, visibility and
cloud clearance requirements, and therefore may re -
quire additional pilot training with logbook endorse -
ments. Some airspace may not be accessible (Class A)
while other airspace (Class B and Class C) may not
be prudent for PPC operation. Knowing the types of
airspace and their requirements is necessary for safe
and proper PPC operations.
The two categories of airspace are: regulatory and
non-regulatory. Within these two categories, there are
four types: controlled, uncontrolled, special use, and
other airspace.
Each type of airspace may have different minimum
pilot certification, equipment, visibility and cloud
clearance, and entry requirements.
Figure 8-1 presents a profile view of the dimensions
of various airspace classes. Figure 8-2 provides the
basic weather minimums for operating in the different
airspace classes. Figure 8-3 lists the operational and
equipment requirements. Refer to these figures as you
review this chapter.
Controlled Airspace
Controlled airspace is a generic term that covers the
different classifications of airspace and defined di -
mensions within which air traffic control service is
provided in accordance with the airspace classifica -
tion. Controlled airspace consists of Class A, Class B,
Class C, Class D, and Class E.
Class A Airspace
Class A airspace is generally the airspace from 18,000
feet mean sea level (MSL) up to and including 60,000
feet (FL600), including the airspace overlying the
Figure 8-1. Airspace at a glance.
waters within 12 nautical miles (NM) of the coast of
the 48 contiguous states and Alaska. Unless otherwise
authorized, all operation in Class A airspace will be
conducted under instrument flight rules (IFR). It is not
likely PPCs will be operated in Class A airspace.
Class B Airspace
Class B airspace is generally the airspace from the
surface to 10,000 feet MSL surrounding the nation’s
busiest airports. The configuration of Class B airspace
is individually tailored to the needs of a particular
area and consists of a surface area and two or more
layers. Some Class B airspace resembles an upside-
down wedding cake. At least a private pilot certificate
is required to operate in Class B airspace; however,
there is an exception to this requirement. Student pi -
lots, recreational pilots, and sport pilots may operate
in the airspace if they have received training and a
logbook endorsement by an authorized flight instruc-
tor in accordance with 14 CFR part 61.
With proper communication equipment, a Mode C
transponder (a device that transmits your exact posi -
tion and altitude), pilot certification and endorsements
as required, and an air traffic control (ATC) clearance,
a powered parachute may operate in Class B airspace.
Due to large jets and congested traffic operating in
Class B airspace, powered parachute operations may
not be advised.
Figure 8-2. Basic weather minimums, from 14 CFR 91.155 and 14 CFR 61.315.
When associated with Class B airspace and within 30
nautical miles of the primary airport, aircraft must be
equipped with a Mode C transponder. This require -
ment must be complied with even if there is no intent
to enter the Class B airspace.
Class C Airspace
Class C airspace generally surrounds those airports
having an operational control tower, are serviced by
a radar approach control, and with a certain number
of instrument flight (IFR) operations or passenger
enplanements. This airspace is charted in mean sea
level feet. Although the configuration of each Class
C airspace is individually tailored, the airspace usu -
ally consists of a 5 NM radius core surface area that
extends from the surface up to 4,000 feet above the
airport elevation, and a 10 NM radius shelf area that
extends no lower than 1,200 feet up to 4,000 feet above
the airport elevation. 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. Within the outer area, pilots
are encouraged to participate but it is not a VFR re -
quirement. With proper communication equipment, a
Mode C transponder, endorsements as required, and
two-way communications established, a powered
parachute may operate in Class C airspace though it
may still not be advisable. A Mode C transponder is
also required for overflying the Class C airspace.
Class D Airspace
Class D airspace is for smaller airports operating with
a control tower and generally extends from the surface
to 2,500 feet above the airport elevation surrounding
those airports that have an operational control tower.
The configuration of Class D airspace will be tailored
to meet the operational needs of the area. At many
Class D airports, the airspace is configured as a circle
with a 4 nautical mile radius around the primary air -
port. Some are keyhole shaped. With the proper com-
munication equipment, endorsements as required,
and two-way communications established with ATC,
a powered parachute may operate within Class D. If
advised by ATC to remain clear of the Class D air -
space the powered parachute pilot must comply and
remain clear of the Class D airspace. Alternatives may
include circumnavigating the Class D airspace and/or
landing at an alternative airport.
Class E Airspace
Class E airspace is generally controlled airspace that
is not designated A, B, C, or D. 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. With visibility and cloud clear -
ance requirements met, powered parachute operations
are not restricted. Most PPC operations take place in
Class E airspace.
Figure 8-3. Requirements for airspace operations from 14 CFR 61.325.
Uncontrolled Airspace:
Class G Airspace
Uncontrolled or Class G airspace is the portion of the
airspace that has not been designated as Class A, B,
C, D, or E. It is therefore designated uncontrolled air-
space. Class G airspace extends from the surface to
the base of the overlying Class E airspace. Although
air traffic control has no authority or responsibility to
control air traffic in Class G airspace, you should re -
member there are visual flight rule (VFR) minimums
(visibility and cloud clearance) which apply to Class
G airspace.
Special Use Airspace
Special use airspace exists where activities must be
confined because of their nature. In special use air -
space, limitations may be placed on aircraft that are
not a part of the activities. Special use airspace usu -
ally consists of:
• Prohibited Areas.
• Restricted Areas.
• Warning Areas.
• Military Operation Areas.
• Alert Areas.
• Controlled Firing Areas.
It is important you review the current sectional chart
for the area you will be flying in to make sure you
avoid operating in special use airspace without proper
training and authority. [Figure 8-4]
Prohibited Areas
Prohibited areas are established for security or other
reasons associated with the national welfare. Prohib -
ited areas are published in the Federal Register and
are depicted on aeronautical charts.
Restricted Areas
Restricted areas denote the existence of unusual, of -
ten invisible hazards to aircraft such as artillery firing,
aerial gunnery, or guided missiles. An aircraft may
not enter a restricted area unless permission has been
obtained from the controlling agency. Restricted areas
are depicted on aeronautical charts and are published
in the Federal Register. Restricted areas may have
altitude limitations and hours of operation. Aircraft
operations are not restricted if the restricted area is
not active.
Warning Areas
Warning areas consist of airspace which may contain
hazards to nonparticipating aircraft in international
airspace. The activities may be much the same as
those for a restricted area. Warning areas are estab -
lished beyond the 3-mile limit. Warning areas are de-
picted on aeronautical charts.
Figure 8-4. Y our preflight preparations should include
studying the sectional chart to determine in which
airspace you will be operating.
Military Operation Areas
Military operation areas (MOA) consist of airspace of
defined vertical and lateral limits established for the
purpose of separating certain military training activity
from IFR traffic. There is no restriction against a pilot
operating VFR in these areas; however, a pilot should
be alert since training activities may include acrobatic
and abrupt maneuvers. MOAs are depicted on aero -
nautical charts. MOAs may have altitude limitations
and hours of operation.
Alert Areas
Alert areas are depicted on aeronautical charts and
advise pilots that a high volume of pilot training or
unusual aerial activity is taking place. You should be
particularly vigilant while flying in this airspace due
to the high volume of training activities.
Controlled Firing Areas
Controlled firing areas contain activities, which, if
not conducted in a controlled environment, could be
hazardous to nonparticipating aircraft. The difference
between controlled firing areas and other special use
airspace is that activities must be suspended when a
spotter aircraft, radar, or ground lookout position indi-
cates an aircraft might be approaching the area.
Other Airspace Areas
“Other airspace areas” is a general term referring to
the majority of the remaining airspace. It includes:
• Airport Advisory Areas.
• Military Training Routes (MTR).
• Temporary Flight Restrictions (TFRs).
• Parachute Jump Areas.
• Published VFR Routes.
• Terminal Radar Service Areas.
• National Security Areas.
• Flights over Charted U.S. Wildlife Refuges,
Parks, and Forest Service Areas.
Airport Advisory Areas
An airport advisory area is an area within 10 statute
miles (SM) of an airport where a control tower is not
operating, but where a flight service station (FSS) is
located. At these locations, the FSS provides advisory
service to arriving and departing aircraft.
Military Training Routes
Military training routes (MTR) are developed to allow
the military to conduct low-altitude, high speed train-
ing. The routes above 1,500 feet AGL are developed
to be flown primarily under IFR, and the routes 1,500
feet and less are for VFR flight. The routes are identi-
fied on sectional charts by the designation “instrument
(IR) or visual (VR).” MTRs with no segment above
1,500 feet AGL are identified by four number charac-
ters; e.g., IR1206, VR1207. MTRs that include one or
more segments above 1,500 feet AGL are identified
by three number characters; e.g., IR206, VR207.
Temporary Flight Restrictions
An FDC Notice to Airmen ( NOTAM) will be issued
to designate a temporary flight restriction (TFR). The
NOTAM will begin with the phrase “FLIGHT RE -
STRICTIONS” followed by the location of the tem -
porary restriction, effective time period, area defined
in statute miles, and altitudes affected. The NOTAM
will also contain the FAA coordination facility and
telephone number, the reason for the restriction,
and any other information deemed appropriate. You
should check the NOTAMs as part of flight planning.
Flight Service (1-800-WX-BRIEF) can advise you on
current TFRs.
Some of the purposes for establishing a temporary
restriction are:
• Protect persons and property in the air or on the
surface from an existing or imminent hazard.
• Provide a safe environment for the operation of
disaster relief aircraft.
• Prevent an unsafe congestion of sightseeing
aircraft above an incident or event, which may
generate a high degree of public interest.
• Protect declared national disasters for
humanitarian reasons in the State of Hawaii.
• Protect the President, Vice President, or other
public figures.
• Provide a safe environment for space agency
operations.
Parachute Jump Areas
Parachute jump areas are published in the Airport/
Facility Directory. Sites that are used frequently are
depicted on sectional charts.
Published VFR Routes
Published VFR routes are for transitioning around,
under, or through some complex airspace. Terms such
as VFR flyway, VFR corridor, Class B airspace, VFR
transition route, and terminal area VFR route have
been applied to such routes. These routes are gener -
ally found on VFR terminal area planning charts.
Terminal Radar Service Areas
Terminal Radar Service Areas (TRSA) are areas
where participating pilots can receive additional ra -
dar services. The purpose of the service is to provide
separation between all IFR operations and participat-
ing VFR aircraft.
The primary airport(s) within the TRSA become(s)
Class D airspace. The remaining portion of the TRSA
overlies other controlled airspace, which is normally
Class E airspace beginning at 700 or 1,200 feet and
established to transition to/from the en route terminal
environment. TRSAs are depicted on VFR sectional
charts and terminal area charts with a solid black line
and altitudes for each segment. The Class D portion is
charted with a blue segmented line.
Participation in TRSA services is voluntary; however,
pilots operating under VFR are encouraged to con -
tact the radar approach control and take advantage of
TRSA service.
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 these depicted areas.
When necessary, flight may be temporarily prohib -
ited.
National security areas can be changed to TFRs with
very little notice. Check the status of the airspace
with the FSS before flying through a national security
area.
Flight Over Charted U.S. Wildlife
Refuges, Parks, and Forest Service
Areas
The landing of aircraft is prohibited on lands or waters
administered by the National Park Service, U.S. Fish
and Wildlife Service, or U.S. Forest Service without
authorization from the respective agency. Exceptions
include:
1. When forced to land due to an emergency beyond
the control of the operator;
2. At officially designated landing sites; or
3. An approved official business of the Federal
Government.
Pilots are requested to maintain a minimum altitude of
2,000 feet above the surface of the following: Nation-
al Parks, Monuments, Seashores, Lakeshores, Recre-
ation Areas and Scenic River ways administered by
the National Park Service, National Wildlife Refuges,
Big Game Refuges, Game Ranges and Wildlife Rang-
es administered by the U.S. Fish and Wildlife Service,
and Wilderness and Primitive areas administered by
the U.S. Forest Service.
Powered Parachute Operations
PPC preflight planning should include a review of the
airspace that will be flown. A local flight may be close
to the field and include only Class G and Class E air-
space. Minimum visibility and cloud clearance may
be the only requirements for both the pilot and the
powered parachute.
If you will be flying through controlled airspace, you
must determine if the PPC meets all of the equipment
requirements of that airspace. [Figure 8-3] You must
also review your qualifications to determine if you
meet the minimum pilot requirements of the airspace.
If you or the PPC do not meet the minimum aircraft
and/or pilot requirements of the airspace, then the
preflight planning should include a course around the
airspace. Extra time and fuel will be required for the
circumnavigation and should be taken into consider -
ation prior to departure. With proper preflight plan -
ning, transition or circumnavigation of the controlled
airspace should not be a problem for the pilot or the
powered parachute.
PPC and Air Traffic Control
In uncontrolled airspace separation from other air -
craft is the responsibility of the pilot. Separation from
higher speed traffic may require flight paths different
than faster traffic. The PPC pilot may be asked to ex-
pedite or deviate from a traditional course. The PPC
pilot must work with ATC in advising of the airspeed
limitations and surface wind speed and direction limi-
tations. Safe operation in controlled airspace requires
that the controller understand the limits of the pow -
ered parachute.
In uncontrolled airspace the responsibility for separa-
tion from other aircraft is the responsibility of the pilot.
The PPC pilot must be aware that the pilot of the other
aircraft may not understand the requirements and/or
limitations of the PPC. In operations at uncontrolled
airports 14 CFR part 91 requires that PPCs avoid the
flow of fixed-wing aircraft.
Regardless of the airspace, see and avoid is a key ele-
ment of flying in a PPC. The slow speed of the PPC al-
lows it to be overtaken by higher performance aircraft
quickly. Vigilance and proper scanning techniques are
extremely important in all airspace, particularly when
operating around nontowered airports.
Navigating the Airspace
Knowledge of airspace dimensions, requirements to
enter the airspace and geographical location of the
airspace is the responsibility of all pilots. The current
sectional chart is the primary official tool to determine
the airspace you are flying within or trying to avoid.
Pilotage is navigation by reference to landmarks to
determine your location and the location of airspace.
Pilotage is the best form of navigation to ensure that
you avoid airspace you are not authorized to enter.
Locating your position on the sectional chart and
locating/identifying the airspace you want to enter/
avoid requires preflight planning on the ground and
situational awareness in the air.
GPS is a very popular form of navigation use by pow-
ered parachute pilots. The GPS receiver is small, sim-
ple to use and inexpensive compared to other forms
of electronic (radio) navigation. Simple modes of
operation and the aviation database give the pilot a
considerable amount of information about the flight,
the terrain and Class B, C and D airspace, and spe -
cial use airspace. Many pilots use GPS to determine
distance from airspace with restrictions and/or com -
munications requirements. When using GPS to avoid
airspace, allow for a buffer between the aircraft and
the airspace. The aviation database in the GPS may
not exactly match the airspace as depicted on the sec-
tional chart. If there is a difference between the sec -
tional chart and GPS information, the sectional chart
should be considered the correct information.
A PPC pilot using GPS should ensure that the bat -
teries are fresh and the aviation database is current.
Never rely entirely on the GPS for navigation. Always
back up GPS by using pilotage with a sectional chart
and checkpoints when flying beyond visual range of
a familiar airport. In addition, the GPS should be se -
cured in the powered parachute so it does not depart
the cart, nor touch the propeller before it stops.