Class E and G Towered Airports
Stan
In an earlier post I referred to the provisions of FAR 91.126 and .127 which
require establishing two-way communications with any operating control tower
at an airport in Class E or Class G airspace.
It seems that towers in E or G airports would be rare. The only one I know
about is the tower at our Class C which reverts to Class E during certain
hours, during which the tower is normally closed but opens for special
purposes sometimes (currently it is open twice a week on a VFR-only basis
during those hours).
Are there other circumstances in which there might be a tower in E or G
space?
Stan Prevost
Ray Zee.
does it work that sometimes they call it class E with a tower. what difference
would a tower thats class E be from a class D tower.
Stan
example, but I don't know what that has to do with a tower. In Class D, you
have to get tower clearance for takeoff. No mention of that for Classes E
and G. However, there is the general provision stated elsewhere that you
always have to comply with instructions from a controller unless in an
emergency etc. So in a towered Class G airport (if there really is such a
thing) you could establish two-way communications with the tower just to get
an altimeter setting or do a radio check, and then taxi and take off at
will, unless they told you otherwise. But it sounds unlikely that that kind
of thing could really happen.
Stan
Ray Zee. <ray...@digisys.net> wrote in message
news:3878DD7A...@digisys.net...
Jonathan
I don't know of any, I'd be interested in hearing any examples. However, it's
definitly in the book. Take a look at 4-3-2 in the AIM. It says
"Not all airports with an operating control tower will have Class D airspace.
These airports do not have weather reporting which is a requirement for surface
based controlled airspace..."
Bob Gardner
WA is Class D when the tower is open, Class G when it is not. The difference is
the presence of a weather observer during hours when the tower is closed. I'm
sure there are dozens of similar situations across the country. When the tower
is closed, of course, it is effectively not there...it is too labor intensive to
take it down at night and put it up again in the morning.
Bob Gardner
Jonathan
cited, there are frequent part-time towers whose airports revert to Class E/G when
the tower is closed. I think the key here is "....weather reporting which is a
requirement for surface based controlled airspace". (AIM 4-3-2).
Jonathan
Stan
Class D when the tower is operating and Class G otherwise. But my question
is about those that are Class E or Class G while the tower is operating.
I only know of the one instance I cited, and I wonder if this is common.
Stan
Bob Gardner <bob...@halcyon.com> wrote in message
news:3878F149...@halcyon.com...
Fred Choate
My interpretation of 4-3-2 in the AIM is that the controlled airspace of an
airport that has a tower, but no weather reporting, starts at 700 ft AGL or
1200 ft AGL. I also interpret it as saying that the pilot is EXPECTED to
use the tower as described, even though technically, the airspace on the
ground is not controlled.
Make any sense to you?
--
Fred Choate
Student Pilot
Northwest Montana (FCA)
Jonathan <waw...@adelphia.com> wrote in message
news:387909D2...@adelphia.com...
Stan
*controlled* airspace, I believe. So that applies in Class E but not Class
G. So if a controller in a tower at a Class G airport (if there really is
such a situation) gives me instructions, I guess I could legally ignore him,
even though I had to establish two-way communications with him. Something
is all screwed up about this. I'm not meaning to nit pick here, I'm
required to learn the rules and be tested on them, and something here makes
me think I don't understand something fundamental. It ought to all fit
together sensibly.
Stan
Fred Choate
I think that it reads that you must establish two-way communication to the
operating tower in any of the airspaces. But, if the airport were class E,
for example, but did not have weather reporting equipment, then their
controlled airspace would start no lower than 700 ft AGL. So actually, on
the runway itself, technically would be uncontrolled, but then would be
controlled at 700 ft AGL. The AIM states that pilots are EXPECTED to use
the tower as normal in these circumstances(AIM 4-3-2).
--
Fred Choate
Student Pilot
Northwest Montana (FCA)
Stan <spre...@hiwaay.net> wrote in message
news:XQ4e4.13852$7L.5...@tw11.nn.bcandid.com...
Glen A Guenther
field just north of the Yakima airport that doesn't have the
corresponding airspace. I believe it's an air force field, but I've
never been curious enough to try and find any information about it.
Glen G.
Roy Smith, CFI
> Are there other circumstances in which there might be a tower in E or G
> space?
Class D Airspace requires two things: an operating control tower, and a
certified weather observer. There are a (very) few control towers which
are not staffed with certified weather observers, and thus do not get
Class D Airspace (it's Class G; a Class E surface area would also
require a certified weather observer). The tower still controls ground
operations, and provides sequencing of traffic in the air, but without
all the rules that go with CDAS.
You are still required to talk to the tower within mumble nautical miles
(5?). This requirement is a bit of a wart on the otherwise reasonably
clean alphabet airspace rules. Look it up; it's in part-91 somewhere.
OK, gang, for a really bizarre setup, how about one of those Class-G
towers with radar, so they've got a TRSA too. Now, that would be
something. AFAIK, nothing like that exists, but I don't see why it
isn't possible :-)
--
Roy Smith, CFI-ASE-IA
Roy Smith, CFI
> I'm not meaning to nit pick here, I'm required to learn the rules and
> be tested on them, and something here makes me think I don't
> understand something fundamental. It ought to all fit together
> sensibly.
It's good you find Class G towers confusing. That means you've been
paying attention :-)
The problem is that Class G towers, while one or two do exist, are an
abberation and don't fit into the airspace classification scheme any
better than wings fit on a pig.
--
Roy Smith, CFI-ASE-IA
'Vejita' S. Cousin
Hmm. That would be Vagabond AAF (FCT) and yes it has a control tower
freq on the sectional, but your right no class D ring?! However when I
look on airnav (can't find it in the A/FD for some reason) it says no
control tower??
Stan
Glen. I can't find a blue class e or g field on the Atlanta Sectional.
Looked on a WAC, but they don't show Class D or E airspace.
Stan
Glen A Guenther <guen...@andrew.cmu.edu> wrote in message
news:UsSFJl200...@andrew.cmu.edu...
> I've noticed on the Seattle VFR chart that there's a blue (towered)
> field just north of the Yakima airport that doesn't have the
> corresponding airspace. I believe it's an air force field, but I've
> never been curious enough to try and find any information about it.
>
> Glen G.
Stan
I fly out of Redstone Army Air Field, HUA. It is in the A/FD, but I think
because it has an NDB by the same name and they are really listing the NDB.
Redstone Arsenal adjoins Huntsville, but HUA is not listed under Huntsville,
it is listed under Rainsville. Airports are normally listed under the city
they are associated with or nearest.
Stan
'Vejita' S. Cousin <sco...@u.washington.edu> wrote in message
news:85b7uv$158e$1...@nntp3.u.washington.edu...
> In article <UsSFJl200...@andrew.cmu.edu>,
> Glen A Guenther <guen...@andrew.cmu.edu> wrote:
> >I've noticed on the Seattle VFR chart that there's a blue (towered)
> >field just north of the Yakima airport that doesn't have the
> >corresponding airspace. I believe it's an air force field, but I've
> >never been curious enough to try and find any information about it.
>
Stan
rare, don't really fit into the system, and therefore nothing pertaining to
them will make sense in the context of the rest of the airspace regulations.
Thanks, Roy.
Stan
Roy Smith, CFI <roy....@med.nyu.edu> wrote in message
news:roy.smith-BF61D...@netnews.nyu.edu...
Stan
>
> OK, gang, for a really bizarre setup, how about one of those Class-G
> towers with radar, so they've got a TRSA too. Now, that would be
> something. AFAIK, nothing like that exists, but I don't see why it
> isn't possible :-)
> --
NOOOOOOOOOOOOOOO!
Stan
Stan
Steven P. McNicoll
"Bob Gardner" <bob...@halcyon.com> wrote in message
news:3878F149...@halcyon.com...
>
> Olympia, WA is Class D when the tower is open, Class E when
> it is not; Tacoma, WA is Class D when the tower is open, Class
> G when it is not. The difference is the presence of a weather
>
If the tower is also the weather observer, then the airspace must become
Class G when the tower closes. If weather observations are available when
the tower is closed, then the airspace may become Class E or Class G.
James M. Knox
>On Sun, 09 Jan 2000 18:55:52 GMT, "Stan" <spre...@hiwaay.net> wrote:
>Just for information, until (I think) November or so of 1999,
>Sugarland Airport just outside Houston was a Class G airspace with a
>control tower.
>>Are there other circumstances in which there might be a tower in E or G
>>space?
The single most common case is "temporary" towers. These are little portable
buildings that are rolled in for airshows, or when there is an emergency
requiring continuing air support. The tower is activated by NOTAM, but the
airspace itself doesn't change.
jmk
Ron Natalie
Jonathan wrote:
>
> Is it possible to have the tower to be open and the airport to be in E/G? As you
> cited, there are frequent part-time towers whose airports revert to Class E/G when
> the tower is closed. I think the key here is "....weather reporting which is a
> requirement for surface based controlled airspace". (AIM 4-3-2).
>
Absolutely. Initially all those oddballs (places with towers that didn't meet
the requirements for controlled airspace) were supposed to have gone away with
the great airspace reclassification. The FAA learned shortly thereafter that
it wasn't going to be practical to do that and they silently restored put 91.126
and 127 in the FAR's to handle these cases.
Stan
that nothing seemed to make sense. To learn that it is an abberation left
over from reclassification, or from a preexisting situation that can't fit
into the rules, is helpful.
I still don't understand about KHSV (normally Class C) being Class E outside
tower operating hours. There is no one there to update ATIS, I don't know
if it is broadcast or not when it is not updated. There is automated
weather available via telephone, but no other weather broadcast via radio
from the airport. Is that enough to qualify it for Class E?
Stan
Ron Natalie
Stan wrote:
>
> I still don't understand about KHSV (normally Class C) being Class E outside
> tower operating hours. There is no one there to update ATIS, I don't know
> if it is broadcast or not when it is not updated. There is automated
> weather available via telephone, but no other weather broadcast via radio
> from the airport. Is that enough to qualify it for Class E?
The requirement for weather doesn't have anything to do with the ATIS.
An automated system, or an employee of a commercial operator can provide
the function.
Bob Gardner
Bob Gardner
Jonathan wrote:
> Is it possible to have the tower to be open and the airport to be in E/G? As you
> cited, there are frequent part-time towers whose airports revert to Class E/G when
> the tower is closed. I think the key here is "....weather reporting which is a
> requirement for surface based controlled airspace". (AIM 4-3-2).
>
> Jonathan
>
> Bob Gardner wrote:
>
> > Olympia, WA is Class D when the tower is open, Class E when it is not; Tacoma,
> > WA is Class D when the tower is open, Class G when it is not. The difference is
> > the presence of a weather observer during hours when the tower is closed. I'm
> > sure there are dozens of similar situations across the country. When the tower
> > is closed, of course, it is effectively not there...it is too labor intensive to
> > take it down at night and put it up again in the morning.
> >
> > Bob Gardner
> >
> > Stan wrote:
> >
> > > Hi, y'all -
> > >
> > > In an earlier post I referred to the provisions of FAR 91.126 and .127 which
> > > require establishing two-way communications with any operating control tower
> > > at an airport in Class E or Class G airspace.
> > >
> > > It seems that towers in E or G airports would be rare. The only one I know
> > > about is the tower at our Class C which reverts to Class E during certain
> > > hours, during which the tower is normally closed but opens for special
> > > purposes sometimes (currently it is open twice a week on a VFR-only basis
> > > during those hours).
> > >
> > > Are there other circumstances in which there might be a tower in E or G
> > > space?
> > >
> > > Stan Prevost
Roy Smith
> If the tower is also the weather observer, then the airspace must become
> Class G when the tower closes. If weather observations are available when
> the tower is closed, then the airspace may become Class E or Class G.
What does "available" mean? For example, when HPN tower closes, the airspace
becomes E. If I wanted to get an official weather observation after the tower
is closed, how would I do it? I've flown in there after the tower has closed
for the evening, and NY Approach has just given me the latest altimeter (I
assume they have a remote automated readout from the sensor on the field), which
serves my purposes, but if I were a part-135/121 flight and needed a current
RVR, how would I get it? Call unicomm?
--
Roy Smith <r...@popmail.med.nyu.edu>
CP-ASEL-IA, CFI-ASE-IA
Ron Natalie
Bob Gardner wrote:
>
> If the tower is open the airspace is Class D, period.
>
> > Is it possible to have the tower to be open and the airport to be in E/G?
>
> > > Olympia, WA is Class D when the tower is open, Class E when it is not; Tacoma,
> > > WA is Class D when the tower is open, Class G when it is not.
Depends on whether class D has been established or not. The presence of
a operating control tower doesn't create airspace. The establishment
of airspace has a formal rulemaking procedure. We've had control towers
here (SBY for example) that operated the tower for a while before they
got around to establishing the airspace (it was class E before). There
are a few oddballs kicking around that are in this permanent limbo.
This is why the idiocy of 91.126/91.127 exist.
Rather than fix the old pre-alphabet airspace goofiness (ATA's were
not controlled airspace), it just got propagated into the new regs.
Stan
Ron Natalie <r...@sensor.com> wrote in message
news:387A0D3E...@sensor.com...
Thanks, Ron, but I'm still puzzled. For example, look at Roy Smith's post,
duplicated below:
--snip
What does "available" mean? For example, when HPN tower closes, the
airspace
becomes E. If I wanted to get an official weather observation after the
tower
is closed, how would I do it? I've flown in there after the tower has
closed
for the evening, and NY Approach has just given me the latest altimeter (I
assume they have a remote automated readout from the sensor on the field),
which
serves my purposes, but if I were a part-135/121 flight and needed a current
RVR, how would I get it? Call unicomm?
--snip--
It seems like weather reporting or having a weather observer ought to
somehow involve that weather being available to pilots in flight for it to
have any relevant meaning. ATIS is one means for making weather available,
at least the main elements of it. Having automated weather observations
available by telephone doesn't do much for a pilot in flight and so ought
not to affect the airspace in which he flies. Maybe it's OK if the weather
is available via unicom (assuming it is attended) and if that counts
officially for being informed of all available information concerning the
flight (unicom is not official FAA or NWS communication and there is no
record of it).
Stan
ronca...@writeme.com
Roy Smith <r...@popmail.med.nyu.edu> wrote:
>
> What does "available" mean? For example, when HPN tower closes,
> the airspace becomes E. If I wanted to get an official weather
> observation after the tower is closed, how would I do it?
>
If the airspace becomes Class E when the tower closes someone or
something is continuing to take weather observations, and that
observation would be available through FSS at least.
>
> I've flown in there after the tower has closed for the evening,
> and NY Approach has just given me the latest altimeter (I assume
> they have a remote automated readout from the sensor on the
> field), which serves my purposes, but if I were a part-135/121
> flight and needed a current RVR, how would I get it? Call
> unicomm?
>
The RVR probably is not available at all when the tower is closed, but
the surface observation has to be.
Steven P. McNicoll
Sent via Deja.com http://www.deja.com/
Before you buy.
Fred Choate
Park International (FCA). It is a towerless airport in class E space, and
has an ILS. Delta, Horizon, and several others fly here everyday with just
the ASOS, which broadcasts on a frequency that is listed on the chart, and
is available by phone.
If you are landing at a airport with no tower in operation, and can get no
weather info, I would think a midfield crosswind would give you a look at
the sock and then you would have to use your own judgment on your landings.
At least that is what we do here at FCA.
--
Fred Choate
Student Pilot
Northwest Montana (FCA)
Stan <spre...@hiwaay.net> wrote in message
news:uxqe4.17004$7L.7...@tw11.nn.bcandid.com...
>
> Ron Natalie <r...@sensor.com> wrote in message
> news:387A0D3E...@sensor.com...
> >
> >
> > Stan wrote:
> >
> > >
> > > I still don't understand about KHSV (normally Class C) being Class E
> outside
> > > tower operating hours. There is no one there to update ATIS, I don't
> know
> > > if it is broadcast or not when it is not updated. There is automated
> > > weather available via telephone, but no other weather broadcast via
> radio
> > > from the airport. Is that enough to qualify it for Class E?
>
>
> > The requirement for weather doesn't have anything to do with the ATIS.
> > An automated system, or an employee of a commercial operator can provide
> > the function.
>
> Thanks, Ron, but I'm still puzzled. For example, look at Roy Smith's
post,
> duplicated below:
>
> --snip
> What does "available" mean? For example, when HPN tower closes, the
> airspace
> becomes E. If I wanted to get an official weather observation after the
> tower
> is closed, how would I do it? I've flown in there after the tower has
> closed
> for the evening, and NY Approach has just given me the latest altimeter (I
> assume they have a remote automated readout from the sensor on the field),
> which
> serves my purposes, but if I were a part-135/121 flight and needed a
current
> RVR, how would I get it? Call unicomm?
Fred Choate
If the tower is not operating, then why would there be someone in it to give
you info. That is why it goes to Class E. It would only give you the
benefits of the tower when the tower is operational.......right?
--
Fred Choate
Student Pilot
Northwest Montana (FCA)
Stan <spre...@hiwaay.net> wrote in message
news:YTne4.16570$7L.7...@tw11.nn.bcandid.com...
> Thanks to all for shedding light on this obscure issue. All I could tell
is
> that nothing seemed to make sense. To learn that it is an abberation left
> over from reclassification, or from a preexisting situation that can't fit
> into the rules, is helpful.
>
> I still don't understand about KHSV (normally Class C) being Class E
outside
> tower operating hours. There is no one there to update ATIS, I don't know
> if it is broadcast or not when it is not updated. There is automated
> weather available via telephone, but no other weather broadcast via radio
> from the airport. Is that enough to qualify it for Class E?
>
> Stan
>
>
>
>
ronca...@writeme.com
"Stan" <spre...@hiwaay.net> wrote:
>
> It seems like weather reporting or having a weather observer ought
> to somehow involve that weather being available to pilots in flight
> for it to have any relevant meaning.
>
Doesn't a call to FSS constitute being available to pilots in flight
anymore?
Fred Choate
I thought you might be getting confused on why Class E would be considered
controlled when there is no tower in operation. If not, disregard...
When your airport has a tower in operation, it is Class C and the tower is
responsible for all the traffic within its airspace. BUT, when the tower
goes down, it goes to class E. Why? Because there are instrument approach
capabilities there that can still be used. Well, the control authority for
the ILS procedures at Class E airspace airports would be the ARTCC. I am
not familiar with your area, but for Western Montana, that is Salt Lake City
Center. So, when you are VFR to your airport when it is Class E, then no
communication is required, but it is recommended on CTAF. But if you were
flying IFR, you would have to be in contact with your ARTCC, and they would
be tracking you.
Does this make sense?
--
Fred Choate
Student Pilot
Northwest Montana (FCA)
Stan <spre...@hiwaay.net> wrote in message
news:uxqe4.17004$7L.7...@tw11.nn.bcandid.com...
>
> Ron Natalie <r...@sensor.com> wrote in message
> news:387A0D3E...@sensor.com...
> >
> >
> > Stan wrote:
> >
> > >
> > > I still don't understand about KHSV (normally Class C) being Class E
> outside
> > > tower operating hours. There is no one there to update ATIS, I don't
> know
> > > if it is broadcast or not when it is not updated. There is automated
> > > weather available via telephone, but no other weather broadcast via
> radio
> > > from the airport. Is that enough to qualify it for Class E?
>
>
> > The requirement for weather doesn't have anything to do with the ATIS.
> > An automated system, or an employee of a commercial operator can provide
> > the function.
>
> Thanks, Ron, but I'm still puzzled. For example, look at Roy Smith's
post,
> duplicated below:
>
> --snip
> What does "available" mean? For example, when HPN tower closes, the
> airspace
> becomes E. If I wanted to get an official weather observation after the
> tower
> is closed, how would I do it? I've flown in there after the tower has
> closed
> for the evening, and NY Approach has just given me the latest altimeter (I
> assume they have a remote automated readout from the sensor on the field),
> which
> serves my purposes, but if I were a part-135/121 flight and needed a
current
> RVR, how would I get it? Call unicomm?
> --snip--
>
> It seems like weather reporting or having a weather observer ought to
> somehow involve that weather being available to pilots in flight for it to
jga...@hotmail.com
"Stan" <spre...@hiwaay.net> wrote:
> Hi, y'all -
>
> In an earlier post I referred to the provisions of FAR 91.126 and .127
which
> require establishing two-way communications with any operating control
tower
> at an airport in Class E or Class G airspace.
>
> It seems that towers in E or G airports would be rare. The only one I
know
> about is the tower at our Class C which reverts to Class E during
certain
> hours, during which the tower is normally closed but opens for special
> purposes sometimes (currently it is open twice a week on a VFR-only
basis
> during those hours).
>
> Are there other circumstances in which there might be a tower in E or
G
> space?
>
I've seen a few of these, but it was always a temporary situation. It
seems that the FAA can open a tower faster than they can get the
surrounding airspace designated and charted as class D. In two cases of
airports with new towers, there was a delay of several months between
the time the towers were commissioned and the time that the airspace was
designated class D.
John Galban=====>N4BQ (PA28-180)
James M. Knox
>If the tower is open the airspace is Class D, period.
'Fraid not. Class D requires official weather observations (not some Unicom
operator). Some towered fields may have only a non-certified weather
observation system, or the observer may go home before the tower closes (there
were a fair number of these when the airspace went to Class-xxx designators -
the FAA has tried to get money to extend the personnel budget, but some of it
is in the wrong pigeon-hole).
Temporary towers, even with an official weather observer, virtually never
generate an airspace designation change.
jmk
Jonathan
when the tower is closed. The deciding factor is if weather is available. I
believe the ASOS counts. However, I've seen class D airports with ASOS that
revert to class G.
Sometimes (not often) I give up on the 'why'. Just look in the A/FD and it will
tell you what airspace it's in.
Jonathan
Stan wrote:
> Thanks to all for shedding light on this obscure issue. All I could tell is
> that nothing seemed to make sense. To learn that it is an abberation left
> over from reclassification, or from a preexisting situation that can't fit
> into the rules, is helpful.
>
> I still don't understand about KHSV (normally Class C) being Class E outside
> tower operating hours. There is no one there to update ATIS, I don't know
> if it is broadcast or not when it is not updated. There is automated
> weather available via telephone, but no other weather broadcast via radio
> from the airport. Is that enough to qualify it for Class E?
>
> Stan
Karl Medcalf
Just for information, until (I think) November or so of 1999,
Sugarland Airport just outside Houston was a Class G airspace with a
doesn't apply now. The requirement was still to communicate with the
tower within 4 nm of the field, and to follow the ATC instructions.
>Hi, y'all -
>
>In an earlier post I referred to the provisions of FAR 91.126 and .127 which
>require establishing two-way communications with any operating control tower
>at an airport in Class E or Class G airspace.
>
>It seems that towers in E or G airports would be rare. The only one I know
>about is the tower at our Class C which reverts to Class E during certain
>hours, during which the tower is normally closed but opens for special
>purposes sometimes (currently it is open twice a week on a VFR-only basis
>during those hours).
>
>Are there other circumstances in which there might be a tower in E or G
>space?
>
>Stan Prevost
>
>
>
>
Karl Medcalf - WK5M
PP-ASEL (N43CS)
<kmed...@pdq.net>
Steven P. McNicoll
>
> In an earlier post I referred to the provisions of FAR 91.126 and
> .127 which require establishing two-way communications with
> any operating control tower at an airport in Class E or Class G
> airspace.
>
> It seems that towers in E or G airports would be rare. The only
> one I know about is the tower at our Class C which reverts to
> Class E during certain hours, during which the tower is normally
> closed but opens for special purposes sometimes (currently it is
> open twice a week on a VFR-only basis during those hours).
>
> Are there other circumstances in which there might be a tower in
> E or G space?
>
Prior to airspace reclassification in late 1993, there were TCAs, ARSAs,
Control Zones, and Airport Traffic Areas. Airport Traffic Areas existed at
any airport with an operating control tower. Control Zones were areas of
controlled airspace established at the surface to contain instrument
operations to and from airports within them. TCAs and ARSAs had pretty much
the same characteristics as the Class B and Class C airspace that replaced
them. It was decided, as part of airspace reclassification, to eliminate
Airport Traffic Areas and Control Zones. TCAs became Class B airspace, and
the Control Zone at the core airport was replaced with a Class B Surface
Area. ARSAs became Class C airspace, and the Control Zone at the core
airport was replaced with a Class C surface Area. Class D airspace was
established at airports with a Control Zone and an operating control tower
that did not have a TCA or an ARSA. Class E Surface Areas were established
at airports with Control Zones but without control towers.
Note that Class D airspace required an operating control tower AND a Control
Zone. Most airports with a control tower had Control Zones as well, but
there were a handful that did not. Those airports are where you find
control towers in Class G airspace.
A control tower in Class E airspace is a temporary situation.
Timothy M. Metzinger
>Are there other circumstances in which there might be a tower in E or G
>space?
>
>Stan Prevost
yes. When the airspace is going to be upgraded to class D, but hasn't yet. I
think Salisbury MD had this situation when they added a tower and Air Carrier
Service.
The tower was operational for a couple of months before the airspace was
NOTAMed Class D, and then the charts caught up in the next cycle.
Timothy Metzinger
Commercial Pilot - ASEL - IA AOPA Project Pilot Mentor
DOD # 1854 '82 Virago 750 - "Siobhan"
Cessnas, Tampicos, Tobagos, and Trinidads at FDK
Michael Angelo Ravera
is required" be the classic ICAO definition of class F?
Michael
> Wouldn't an area of "uncontrolled airspace where communication with ATC
> is required" be the classic ICAO definition of class F?
I don't think so. According to ICAO rules, VFR traffic need not
communicate with ATC in Class E,F, or G airspace.
Michael
Stan
Stan
Michael <cre...@flash.net> wrote in message
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