19

This is a great question. For those who are unfamiliar, and in areas where airspace is complex, it’s sometimes useful to look at the VFR Flyway Chart. This is the one on the back of FAA Terminal Area Charts. The dashed blue outlines surround the crazy cutouts that are Seattle’s Class D airspaces. Why does KBFI stick into the KSEA Class B? Class D airports, ...


15

The AIM covers this from an operations / legal standpoint: 3-2-5. Class D Airspace 4. Departures from: (a) 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 the Class D ...


12

You are responsible for staying on frequency as long as you are in the class D space, UNLESS you are granted an early frequency change. Once you leave Class D, you are free to change frequencies without notice. If its a busy area, many controllers will still give you traffic advisories as long as you're nearby, and its reasonable to stay on frequency until ...


9

The area inside those lines is class E from the surface.


9

No it is not required to contact approach. Unless you have to go through a larger D, C or B airspace to get there. I don't know of any larger Ds in the US, but there are plenty of D-airfields underneath C and B airspace. In Germany (and I think around Europe, not sure though), there's a distinction between the tower-D and the approach-D (the former being ...


9

What is the appropriate way to handle this situation as a pilot? First, tell tower about the problem. They may be able to assign you a different runway, have you loiter (circle) for a minute or three, etc. It's likely not the first time this has ever happened. If necessary ask the tower for a Special VFR clearance. That changes your cloud clearance ...


8

Its an area of Class-E airspace used for Instrument Approach Procedures. From The Pilot Handbook, Chapter 14, Airspace: Class D airspace is generally 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 ...


7

The Class D airspace surrounding the Olive Branch airport extends upward to 2900 feet msl, excluding the Class B airspace. So, your understanding is correct. Here is the official description of this Class D airspace from FAA Order 7400.11, Airspace Designations and Reporting Points: (emphasis is mine) ASO MS D Olive Branch, MS Olive Branch Airport,...


6

I think you are mis-interpreting the answer, you should remain outside Class-D until the flow of traffic can be acertained. If you lose comms outside of a Class-B or Class-C, you should not enter that airspace, instead divert to a Class-D or E airport if possible. If you are already inside the B/C airspace, continue, but don't enter. Class-A is different, as ...


6

@Pondlife I suppose it's possible there's an airport somewhere with Class D airspace that REQUIRES you to call approach before you can call the tower, even for VFR flights, but I can't think of any off hand. That would certainly be an unusual situation though: I'd expect a NOTAM about the procedure at the very least.– voretaq7Dec 25 at 7:05 Required is too ...


4

You should contact the tower of the Delta you intend on transitioning through/entering first. Tell them you want to transition through their airspace. If they clear you to enter their airspace you can request a frequency change while still inside the first delta and contact the second. This is the same procedure as say departing a Delta that abuts a Bravo ...


4

According to the sectional chart, Class D airspace does not extend into the restricted area. SkyVector KINS Sectional Chart The restricted airspace starts at the surface to an unlimited altitude. According the JO 7400_11A.pdf, Class D does not enter the restricted area. Class E airspace is the same.


4

To expand a little more on what @rbp said, the VFR Sectional Note is referring to the Class D and Class E (sfc) designations. So, when referring the the Chart Supplement, which says AIRSPACE: CLASS D svc (1200-0500Z) other times CLASS G they are referring to the Class D and Class E (sfc) specifically—just as @rbp said. Now consider what the next level of ...


4

To answer the question in the title, the AIM 4-3-2 says: When operating at an airport where traffic control is being exercised by a control tower, pilots are required to maintain two-way radio contact with the tower while operating within the Class B, Class C, and Class D surface area unless the tower authorizes otherwise. Initial callup should be made ...


4

This looks odd to me. The supplement (3 Jan 2019) does indicate class D operations: AIRSPACE: CLASS D svc 1200–0400Z‡ other times CLASS E. But the current (August 2018) Airspace Designations and Reporting Points doesn't list class D airspace for it, only class E. This matches the sectional shown. When I look at another part-time airport (like Drake ...


3

The procedure in the linked answer assumes you're VFR. If you're in class A airspace, that means you must be IFR, and there are specific (and somewhat different) procedures for IFR flights that lose radio communications--which may include landing at a class A/B/C airport. VFR pilots without radios should stick to class D/E airports, which are a lot more ...


3

Out of courtesy, you MAY contact approach when VFR, but it is by no means necessary. Judging by the 86th issue of the Green Bay sectional, it is not even obvious that radar services are available. The procedure would be to listen to ATIS on 124.1 and contact tower before entering the class D. I believe this is true even if you are flying into a class D ...


3

The SeaTac Class D space is below the SeaTac Bravo. Its purpose is basically that if you are getting close to the Bravo, SeaTac wants to be in communication with you, and know that you're aware of your proximity to the Bravo. But they probably won't issue you a Transponder Code or give you vectors (unless traffic is near by). Its just gives them confidence ...


3

If the chart says its Class G when the tower is closed, they are talking about the surface area ("sfc" in the note), not the overlying airspace.


3

The class D airspace you are referring to is a control zone (CTR). According to article 24 of Regulation for Remotely Piloted Aerial Vehicles, the following applies to VLOS operations (emphasis mine): Except as required by point 6 below, RPAS operations shall not be conducted: a) within ATZ and beneath take-off and landing paths or at a distance less than ...


3

JO 7400.2L, Procedures for Handling Airspace Matters, describes how the size of Class D airspace is determined. Per paragraph 17−2−5. DETERMINING CLASS D AREA SIZE: 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 ...


2

I agree that SVFR is easiest way to deal with this situation. However, sometimes controllers resist going through trouble of SVFR when its just one or two puffy clouds in the pattern and the reported weather is VFR. They don't care about one cloud. Its not their responsibility for you keeping your cloud clearances. Especially when weather is reported as VFR....


2

Either C or D controllers will likely accept your requested heading, which can be given as a rough compass point, on initial contact. This contact will be after picking up the terminal info on ATIS, when you contact ground. Your preferred direction will be passed up the chain. A class D may tell you something like "cleared for takeoff, Northbound departure ...


2

In my experience the tower will ensure separation for aircraft on approach and in the pattern. I fly out of KPNE frequently (a class D airport) and often am told to modify my pattern for incoming jets or faster aircraft. However they will not provide separation services for aircraft simply flying around in their airspace: Class D airspace is under the ...


2

Separation requirements depend on the class of airspace, per ICAO Annex 11. Class D: VFR aircraft are not separated from any other aircraft. ATC only provides traffic information about VFR aircraft. Note the separation can be done visually. Considering the size of the typical class D airspace, this is the usual method for multiple VFR aircraft in the area. ...


2

I fly out of Addison, McKinney, Mesquite, Denton, Rockwall, Sulphur Springs and Aero Country a lot. I am also friends with the A&P located at Airpark. If you would like a safety pilot who knows the local area, maybe we can hook up. A few things to remember when operating out of airpark: The runway is barely maintained. But, it is not perfectly smooth. ...


1

Because class D is controlled airspace. While you are correct that VFR-IFR separation is not provided in class D airspace, the major advantage compared to class E airspace is that, because VFR is subject to a clearance, ATC knows exactly where all VFR aircraft are, enabling ATC to provide very accurate traffic information and/or collision avoidance. So why ...


1

If you are departing an uncontrolled airport within the surface area of a controlled airport, then you are required to contact the latter airport's control tower as soon as practical. In the particular case of F69 and ADS, since the former is almost directly under the instrument approach path to the latter, you will also want to turn east (i.e. away from the ...


1

There should be no reason or need to enter the bravo. I would listen to KADS ATIS to determine winds and direction of landing, then simply give tower a call and tell them you are inbound to F69. For a specific example: “Addison tower, Skyhawk N123Y 10 miles northeast, information Bravo, inbound for Air Park (F69).” They will probably come back and ask you ...


1

This interested me enough to actually call the tower in order to hear some kind of explanation from a tower controller. The only explanation I got was that the ceiling, when active class D, was 3000 feet. I asked how anyone would know this and she told me that it was "published." I'm not sure where it's published but the conclusion we both came to is that ...


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