Terminal VFR Radar Services

Basic Radar Service, TRSA Service, Class B Service, and Class C Service are the four types of Terminal VFR Radar Services designed to enhance safety by providing air traffic services to VFR aircraft. The services were designed to provide the maximum level of radar services possible with existing equipment. Additional resources (displays, workstations, communications, telco, space, etc.) must be justified by requirements other than the volume of radar service provided to VFR aircraft. Pilots should be encouraged to participate by all available methods. This is best accomplished through effective procedures and a clear understanding of the Terminal VFR Radar Services available.

Terminal VFR Radar Services may include military airports. Each case of military airport inclusion or establishment of TRSA/Class B/Class C airspace must be processed through appropriate military channels for thorough examination and individual justification.

There is no requirement for a radar facility to retain operational jurisdiction of the TRSA/Class B/Class C airspace in its entirety if another facility can more effectively manage a particular portion of the airspace.

Facilities unable to meet the following requirements must submit justification to the respective Service Area Director of Air Traffic Operations.

Newly commissioned terminal radar facilities must implement basic radar services to VFR aircraft, as prescribed in FAA Order JO 7110.65, Air Traffic Control, paragraph 7-6-1, Application, within 30 to 60 days after full IFR service is available.

All radar facilities must provide basic radar service at primary airport(s) and, where operationally feasible, at all other airports with an operating airport traffic control tower within their area of jurisdiction.

Advertising basic radar services:

A sufficient number of user group meetings must be held to publicize implementation of basic radar services to as many local pilots as practicable.

Disseminate a Letter to Airmen (LTA) explaining the program and including a drawing of the basic radar service area. The drawing should be on a cutout from the appropriate sectional chart, labeled “not for navigational use,” and should show the following:

Lateral and vertical dimensions.

Frequency for each sector.

Initial VFR checkpoints indicated by flags.

The facility air traffic manager must seek the cooperation of the FSDO in informing aviation interests about their responsibilities while operating in a basic radar service environment. Special emphasis should be placed on such points as:

Pilot participation is urged, but it is not mandatory.

Pilots should be aware that aircraft sequencing and traffic advisories are based on aircraft complying with ATC instructions.

A pilot who cannot abide with an ATC instruction or clearance must notify ATC immediately.

Follow‐up meetings (“HOW GOES IT” type) must be conducted.

TRSAs are not officially designated by airspace action, and are established solely to define an area where, in addition to basic radar services, participating VFR aircraft will be separated from IFR aircraft and other participating VFR aircraft. Therefore, at all TRSA locations it is intended that facilities must provide the full extent of TRSA services throughout the entire advertised TRSA area. Although the TRSA area extends downward to the surface within the surface area of Class D airspace at the primary airport, a base should be established outside this surface area of Class D airspace to permit free movement of nonparticipating aircraft. The base of the TRSA must not be below the base of an associated Class E airspace.

The size and shape of the TRSA will vary depending upon location‐specific ATC operational and safety requirements. TRSA design must reflect the most efficient and reasonable configuration to contain large turbine‐powered aircraft while achieving a higher level of overall safety.

All IFR procedures used by large turbine‐powered aircraft arriving and departing designated airports must be fully contained in the TRSA. Each TRSA should be configured to ensure the most efficient use of airspace.

Arriving and departing large turbine‐powered aircraft should enter/exit the TRSA through the ceiling. However, arriving aircraft at altitudes below the ceiling are not required to climb to achieve this objective, nor are departing aircraft filed at lower altitudes.

If a need exists, facilities may develop coded VFR departure routes for TRSA service. When such routes are established, the following provisions apply:

Prior to implementing coded VFR departure routes, the ATM must coordinate with local user groups.

An LTA must be issued advising pilots of the procedure.

These routes must only be assigned to local users familiar with the procedure.

The ATM is responsible for submitting requests for establishment, revision, or withdrawal of TRSA airspace to the Service Area Director of Air Traffic Operations. The Service Area Director of Air Traffic Operations has approval authority for TRSA establishment, withdrawal, or modification. If TRSA actions are approved, the OSG will review and submit the TRSA airspace to AIS for publication. The following are the minimum pertinent factors for TRSA airspace action:

TRSA Establishment or Withdrawal:

Safety record/NMAC analysis.

Airspace and operational efficiency.

Unique geographical features.

Hourly air carrier traffic density.

User input. (User meetings, while highly desirable, are not required for withdrawals.)

TRSA Revision:

Changes in TRSA configuration, frequencies, or primary airport status (name, elevation, closed, abandoned, etc.).

Additions or deletions to VFR checkpoints/NAVAIDs.

Typographical errors.

User input.

Procedures for Class C airspace establishment, modification, or withdrawal are contained in FAA Order JO 7400.2, Procedures for Handling Airspace Matters.

The physical dimensions of the Class C airspace will normally be a 10 NM radius capped at 4,000 feet above the primary airport elevation. This airspace must extend no lower than 1,200 feet above the surface, except that an inner core with a 5 NM radius must extend down to the surface.

Encompassing each Class C airspace must be a site‐specific Outer Area with a normal radius of 20 NM. The Outer Area must extend outward from the primary Class C airspace airport and extend from the lower limits of radar/radio coverage up to the ceiling of the approach control delegated airspace excluding the Class C airspace and other airspace as appropriate. The Class C Outer Area must be defined in a facility directive.

After issuance of the final rule designating a Class C airspace, user education meetings must be held to publicize implementation of Class C service to as many pilots as practicable.

Issue a letter to airmen explaining the program and including a drawing of the Class C airspace. The drawing should depict, as a minimum, the following:

The lateral and vertical dimensions of the Class C airspace and the associated Outer Area.

Any procedural exclusions when the Class C airspace overlaps an adjacent Class D airspace.

Initial VFR checkpoints located outside the Class C airspace.

Frequencies.

Followup meetings (“HOW GOES IT” type) must be conducted after implementation.

Exceptions to Class C services may be established within the Class C airspace for special activities; i.e., practice areas, banner tows, gliders, ultralights, etc., provided the procedures are outlined in a letter of agreement with the users.

Where the Class C airspace overlaps the Class D airspace of an adjacent airport, facility managers must include in a letter of agreement procedures defining responsibility for the control of aircraft in the overlapping area.

Procedures to accommodate VFR aircraft desiring to transit complex terminal areas, including Class C airspace, are contained in separate sections of this chapter.

Class B airspace must be officially designated by airspace action in 14 CFR part 71 and is established solely to define the airspace in which all aircraft are subject to operating rules and pilot and equipment requirements specified in 14 CFR section 91.131.

Procedures for Class B airspace establishment, modification or withdrawal are contained in FAA Order JO 7400.2, Procedures for Handling Airspace Matters. Class B airspace must reflect the most efficient and reasonable configuration to contain large turbine‐powered aircraft while achieving a higher level of overall safety.

Arriving and departing large turbine‐powered aircraft should enter/exit the Class B airspace through the ceiling. However, arriving aircraft at altitudes below the ceiling are not required to climb to achieve this objective, nor are departing aircraft filed at lower altitudes.

Procedures to accommodate VFR aircraft desiring to transit Class B airspace are contained in separate sections of this chapter. If VFR corridors are published, recommend the establishment of frequency 122.750 for pilots to exchange position information when transiting the associated Class B airspace VFR corridor.