Operations	Manual

Rev.	1.10.15.2015
Introduction	

Welcome	to	AriAscend!	We	are	excited	that	

you	have	joined	our	team	to	fly	drones	

commercially.	This	manual	includes	

everything	you	need	to	operate	legally	within	

the	United	States	National	Airspace	System	

(NAS).	

The	FAA	requires	this	manual	be	in	possession	

of	the	Pilot	in	Command	(PIC)	at	all	times.	All	

checklists,	operating	procedures,	and	

reporting	requirements	are	contained	in	this	

manual.	Our	goal	is	to	make	it	as	easy	as	

possible	for	you	to	operate	the	system,	

complete	the	job,	and	stay	compliant	with	the	

FAA	at	all	times.		

This	version	of	the	manual	is	only	for	the	

operation	of	both	the	DJI	Inspire	1	and	DJI	

Matrice	100	platforms.	

Always	fly	safe!	
[insert	copy	of	exemption	letter]
[insert	copy	of	COA]
Safety	Guidelines	

1.	The	PIC	should	always	act	according	to	

his/her	best	judgment,	focusing	on	the	safety	

of	the	people	and	the	environment	of	the	

operation.	

2.	All	operations	must	be	operated	according	

to	all	company	documentation	and	FAA	

approvals.	

3.	All	operations	must	be	compliant	with	

sterile	area/airspace	control	procedures	as	

outlined	in	company	documentation.		

4.	The	PIC	must	always	give	way	to	other	

aircraft.		

5.	Training	of	every	PIC	to	operate	the	UAS	is	

mandatory.	

6.	The	aircraft	is	not	made	for	ongoing	

assembling	and	disassembling.		

7.	Any	unapproved	modification	of	the	aircraft	

is	prohibited.	

8.	WARNING:	Cold	temperatures	affect	battery	

life.	

9.	Keep	IMU	at	room	temperature,	as	practical,	

prior	to	flight.	
10.	WARNING:	Extremely	warm	temperatures	

can	negatively	effect	flight	performance	and	

cause	motors	to	overheat.	

11.	Caution:	LiPo	batteries	heat	when	used.	

12.	The	higher	the	discharge	rate,	the	higher	

the	battery	temperature	will	be.	

13.	Do	not	remove	any	glued	in	screws.	

14.	If	the	Aircraft	flies	outside	of	the	Home	

Limit,	the	PIC	will	still	be	able	to	control	the	

Aircraft,	but	it	will	not	fly	any	further.		

15.	If	the	Aircraft	flies	beyond	the	max	radius	

in	the	Attitude	(ATTI)	mode,	it	will	fly	back	

within	range	automatically.	
Normal	Procedures	

- - Pre-Flight	Checklist- -

Pre-Flight	Checklist	(performed	day	before	

flight)

1. Charge	all	batteries.

2. Charge	controller.

3. Charge	tablet.

4. Charge	aircraft	radio	and	ensure	it	is	

set	to	the	correct	frequency.

5. Inspect	airframe	for	damage.		Ensure	

all	connections	are	firm.		Check	for	

loose	screws.

6. Inspect	propellers	for	damage.

7. Check	and	format	SD	cards.

8. Check	for	any	firmware	updates.		

Update	if	necessary.

9. Conduct	inventory	to	ensure	all	items	

to	be	taken	care	packed.

10. Check	weather forecast.		FLIGHT	IN	

RAIN,	FOG,	HIGH	WIND, OR	ADVERSE	

CONDITIONS	IS	NOT	AUTHORIZED.

11. Double	check	location	with both Google	

Maps	and	VFRMaps.		Make	sure	COAs	

are	in	order	and	on	your	tablet.

12. Check	for	NOTAMs,	TFRs	and	GPS	

NOTAMs.

13. Check	to	make	sure	all	items	are	

securely	packed.
Site	Set	Up	

1. Final	check	for	NOTAMS	for	Temporary	

Flight	Restrictions,	GPS	NOTAMS.	

2. Contingency	plan,	FailSafe	point	

established	and	written	on	map	of	the	

area	of	operations.	

3. Brief	the	mission	plan	(communication,	

contingency,	proximity	to	traffic,	

threats,	and	air	traffic	control	

considerations).	

4. PIC	and	Observer	reviewed	their	roles,	

responsibilities,	and	communication	

procedures.	

5. Discuss	abort	parameters.	

6. Establish	the	location	of	the	PIC	and	

Observer.	

7. Identify	the	Launch	and	Recovery	Zone	

and	ensure	it	is	cleared	free	of	

obstacles,	and	marked	for	safety.	

8. Identify	FailSafe	“Go-Home”	location	

and	ensure	it	is	cleared	free	of	

obstacles,	and	marked	for	safety.	

9. Conduct	final	check	of	operating	areas	

for	hazards	including	trees,	powerlines,	

cell	tower	masts	and	other	obstructions.

10. Ensure	the	area	is	clear	of	spectators.	

Weather	

1. Ensure	operation	is	clear	of	any	rain,	

fog,	thunder	lighting,	or	other	weather	
phenomena	that	would	place	the	

operation	at	risk.

2. Check	the	local	weather	report	to	

check	for	any	incoming	inclement	

weather.

3. Check	for	solar	weather	conditions.	

First	Flight	of	the	Day	Checklist	

1. Ensure	the	transport	case	free	of	visible	

defects.	

2. Ensure	the	Aircraft	is	free	of	visible	

defects.	

3. Ensure	all	propellers	are	in	good	

condition	and	are	free	of	cracks,	holes,	

dings,	or	other	defects.	

4. Mount	camera	sensors.

5. Turn	on	tablet	and	attach	to	controller.

6. Turn	on	tablet.

7. Double	check	battery	levels.

8. Insert	battery	into	UAS.

9. Turn	on	UAS.

10. Check	for	any	warning	messages	or	any	

abnormalities.			Take	corrective	action	

if	necessary.		

11. Perform	compass	calibration.

12. Check	failsafe	parameters	in	tablet	app	

including	failsafe	setting,	return	height	

and	battery	level	warnings.

13. Mount	propellers.
14. Ensure	all	propellers	are	firmly	

mounted	by moving	the	propellers	

gently	while	holding	the	motor.

- - Pre-Flight	Checklist	Complete	- -

- - Final	Launch	Checklist	- -

Launch

1. Check	to	make	sure	UAS	is	positioned	

in	a	level	and	open	area.

2. Check	for	solid	GPS	lock.

3. Check	battery	levels.

4. Ensure	launch	area	is	clear.

5. Check	airspace	for	air	traffic.

6. Check-in	with	Visual	Observer.		

7. Perform	appropriate	Start	Motors	

Method	procedure.

8. Take-off.

9. Hover	and	check	for	any	abnormal	

behaviors.

10. Begin	mission.

- - Launch	Checklist	Complete	- -
- - Landing	Checklist	- -

Landing

1. Ensure	that	the	UAS	is	geographically	

positioned	for	landing.

2. Check	area	to	make	sure	it	is	clear.

3. Land	aircraft.

- - Landing	Checklist	Complete	- -

- -After	Landing	Checklist	 - -

Post-Flight

1. Ensure	motors	are	stopped.

2. Turn	UAS	off.

3. Turn	controller	off.

4. Inspect	UAS	and	propellers	for	damage.

5. Transfer	mission	data	to	appropriate	

media	storage.

6. Remove	battery	from	UAS.

7. Pack	items	carefully.

8. Complete	post	flight	documentation.

9. Clean	up	any	garbage.

- - After	Landing	Checklist	Complete	- -

Maintenance

1. Conduct	any	scheduled	maintenance	

per	DJI	manuals.

14-1

Introduction

The two categories of airspace are: regulatory and 

nonregulatory. Within these two categories there are four 

types: controlled, uncontrolled, special use, and other 

airspace. Figure 14-1 presents a profile view of the dimensions 

of various classes of airspace. Also, there are excerpts from 

sectional charts which are discussed in Chapter 15, Navigation, 

that are used to illustrate how airspace is depicted.

Airspace

Chapter 14
14-2

14,500' MSL

Nontowered

airport with

instrument 

approach

Nontowered

airport with 

no instrument 

approach

700'

AGL 700'

AGL

18,000' MSL

FL 600

1,200'

AGL

700'

AGL

1,200'

AGL 1,200'AGL

Class A

Class B

Class C

Class D

Class E

Class G

Class G Class G Class G

Figure 14-1. Airspace profile.

Controlled Airspace

Controlled airspace is a generic term that covers the 

different classifications of airspace and defined dimensions 

within which air traffic control (ATC) service is provided 

in accordance with the airspace classification. Controlled 

airspace consists of:

• Class A

• Class B

• Class C

• Class D

• Class E

Class A Airspace

Class A airspace is generally the airspace from 18,000 feet 

mean sea level (MSL) up to and including flight level (FL) 

600, including the airspace overlying the 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 is conducted under instrument flight rules 

(IFR).

Class B Airspace

Class B airspace is generally airspace from the surface to 

10,000 feet MSL surrounding the nation’s busiest airports in 

terms of airport operations or passenger enplanements. The 

configuration of each Class B airspace area is individually 

tailored, consists of a surface area and two or more layers 

(some Class B airspace areas resemble upside-down wedding 

cakes), and is designed to contain all published instrument 

procedures once an aircraft enters the airspace. An ATC 

clearance is required for all aircraft to operate in the area, 

and all aircraft that are so cleared receive separation services 

within the airspace.

Class C Airspace

Class C airspace is generally airspace from the surface 

to 4,000 feet above the airport elevation (charted in 

MSL) surrounding those airports that have an operational 

control tower, are serviced by a radar approach control, 

and have a certain number of IFR operations or passenger 

enplanements. Although the configuration of each Class C 

area is individually tailored, the airspace usually consists of 

a surface area with a five NM radius, an outer circle with 

a ten NM radius that extends from 1,200 feet to 4,000 feet 

above the airport elevation, and an outer area. Each aircraft 

must establish two-way radio communications with the 

ATC facility providing air traffic services prior to entering 

the airspace and thereafter maintain those communications 

while within the airspace.

Class D 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 is 

individually tailored and when instrument procedures are 

published, the airspace is normally designed to contain the 

procedures. Arrival extensions for instrument approach 

procedures (IAPs) may be Class D or Class E airspace. Unless 

otherwise authorized, each aircraft must establish two-way 

radio communications with the ATC facility providing air 

traffic services prior to entering the airspace and thereafter 

maintain those communications while in the airspace.

Class E Airspace

If the airspace is not Class A, B, C, or D, and is controlled 

airspace, then it is Class E airspace. Class E airspace extends 

upward from either the surface or a designated altitude to the 
14-3

Figure 14-2. An example of a prohibited area is Crawford, Texas.

overlying or adjacent controlled airspace. When designated 

as a surface area, the airspace is configured to contain all 

instrument procedures. Also in this class are federal airways, 

airspace beginning at either 700 or 1,200 feet above ground 

level (AGL) used to transition to and from the terminal or 

en route environment, and en route domestic and offshore 

airspace areas designated below 18,000 feet MSL. Unless 

designated at a lower altitude, Class E airspace begins at 

14,500 MSL over the United States, including that airspace 

overlying the waters within 12 NM of the coast of the 48 

contiguous states and Alaska, up to but not including 18,000 

feet MSL, and the airspace above FL 600.

Uncontrolled Airspace

Class G Airspace

Uncontrolled airspace 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 airspace. 

Class G airspace extends from the surface to the base of the 

overlying Class E airspace. Although ATC has no authority 

or responsibility to control air traffic, pilots should remember 

there are visual flight rules (VFR) minimums which apply 

to Class G airspace.

Special Use Airspace

Special use airspace or special area of operation (SAO) 

is the designation for airspace in which certain activities 

must be confined, or where limitations may be imposed 

on aircraft operations that are not part of those activities. 

Certain special use airspace areas can create limitations on 

the mixed use of airspace. The special use airspace depicted 

on instrument charts includes the area name or number, 

effective altitude, time and weather conditions of operation, 

the controlling agency, and the chart panel location. On 

National Aeronautical Charting Group (NACG) en route 

charts, this information is available on one of the end panels. 

Special use airspace usually consists of:

• Prohibited areas

• Restricted areas

• Warning areas

• Military operation areas (MOAs)

• Alert areas

• Controlled firing areas (CFAs)

Prohibited Areas

Prohibited areas contain airspace of defined dimensions 

within which the flight of aircraft is prohibited. Such areas 

are established for security or other reasons associated with 

the national welfare. These areas are published in the Federal 

Register and are depicted on aeronautical charts. The area is 

charted as a “P” followed by a number (e.g., P-49). Examples 

of prohibited areas include Camp David and the National 

Mall in Washington, D.C., where the White House and the 

Congressional buildings are located. [Figure 14-2]

Restricted Areas

Restricted areas are areas where operations are hazardous to 

nonparticipating aircraft and contain airspace within which 

the flight of aircraft, while not wholly prohibited, is subject 

to restrictions. Activities within these areas must be confined 

because of their nature, or limitations may be imposed upon 

aircraft operations that are not a part of those activities, or 

both. Restricted areas denote the existence of unusual, often 

invisible, hazards to aircraft (e.g., artillery firing, aerial 

gunnery, or guided missiles). IFR flights may be authorized 

to transit the airspace and are routed accordingly. Penetration 

of restricted areas without authorization from the using 

or controlling agency may be extremely hazardous to the 

aircraft and its occupants. ATC facilities apply the following 

procedures when aircraft are operating on an IFR clearance 

(including those cleared by ATC to maintain VFR on top) via 

a route which lies within joint-use restricted airspace:

1. If the restricted area is not active and has been released 

to the Federal Aviation Administration (FAA), the 

ATC facility allows the aircraft to operate in the 

restricted airspace without issuing specific clearance 

for it to do so.

2. If the restricted area is active and has not been released 

to the FAA, the ATC facility issues a clearance which 

ensures the aircraft avoids the restricted airspace.
14-4

Figure 14-4. Requirements for airspace operations.

Figure 14-3. Restricted areas on a sectional chart.

Restricted areas are charted with an “R” followed by a 

number (e.g., R-4401) and are depicted on the en route 

chart appropriate for use at the altitude or FL being flown. 

[Figure 14-3] Restricted area information can be obtained 

on the back of the chart.

Warning Areas

Warning areas are similar in nature to restricted areas; 

however, the United States government does not have sole 

jurisdiction over the airspace. A warning area is airspace of 

defined dimensions, extending from 12 NM outward from 

the coast of the United States, containing activity that may 

be hazardous to nonparticipating aircraft. The purpose of 

such areas is to warn nonparticipating pilots of the potential 

danger. A warning area may be located over domestic or 

international waters or both. The airspace is designated with 

a “W” followed by a number (e.g., W-237). [Figure 14-4]

Military Operation Areas (MOAs)

MOAs consist of airspace with defined vertical and lateral 

limits established for the purpose of separating certain 

military training activities from IFR traffic. Whenever an 

MOA is being used, nonparticipating IFR traffic may be 

cleared through an MOA if IFR separation can be provided by 

ATC. Otherwise, ATC reroutes or restricts nonparticipating 

IFR traffic. MOAs are depicted on sectional, VFR terminal 

area, and en route low altitude charts and are not numbered 

(e.g., “Camden Ridge MOA”). [Figure 14-5] However, the 

MOA is also further defined on the back of the sectional 

charts with times of operation, altitudes affected, and the 

controlling agency. 

Alert Areas

Alert areas are depicted on aeronautical charts with an “A” 

followed by a number (e.g., A-211) to inform nonparticipating 

pilots of areas that may contain a high volume of pilot training 

or an unusual type of aerial activity. Pilots should exercise 

caution in alert areas. All activity within an alert area shall 

be conducted in accordance with regulations, without waiver, 

and pilots of participating aircraft, as well as pilots transiting 

the area, shall be equally responsible for collision avoidance. 

[Figure 14-6]

Controlled Firing Areas (CFAs)

CFAs contain activities, which, if not conducted in a controlled 

environment, could be hazardous to nonparticipating aircraft. 

The difference between CFAs and other special use airspace 

is that activities must be suspended when a spotter aircraft, 

radar, or ground lookout position indicates an aircraft might 

be approaching the area. There is no need to chart CFAs 

since they do not cause a nonparticipating aircraft to change 

its flightpath.

Other Airspace Areas

“Other airspace areas” is a general term referring to the 

majority of the remaining airspace. It includes:

• Local airport advisory

• Military training route (MTR)

• Temporary flight restriction (TFR)

• Parachute jump aircraft operations

• Published VFR routes

• Terminal radar service area (TRSA)

• National security area (NSA)

Local Airport Advisory (LAA)

A service provided by facilities, which are located on the 

landing airport, have a discrete ground-to-air communication 

frequency or the tower frequency when the tower is closed, 

automated weather reporting with voice broadcasting, and 

a continuous ASOS/AWOS data display, other continuous 

direct reading instruments, or manual observations available 

to the specialist. 
14-5

Figure 14-5. Camden Ridge MOA is an example of a military operations area.

Figure 14-6. Alert area (A-211).
14-6

Figure 14-7. Military training route (MTR) chart symbols.

Military Training Routes (MTRs)

MTRs are routes used by military aircraft to maintain 

proficiency in tactical flying. These routes are usually 

established below 10,000 feet MSL for operations at speeds 

in excess of 250 knots. Some route segments may be defined 

at higher altitudes for purposes of route continuity. Routes are 

identified as IFR (IR), and VFR (VR), followed by a number. 

[Figure 14-7] MTRs with no segment above 1,500 feet 

AGL are identified by four number characters (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). IFR low altitude en route charts 

depict all IR routes and all VR routes that accommodate 

operations above 1,500 feet AGL. IR routes are conducted 

in accordance with IFR regardless of weather conditions. 

VFR sectional charts depict military training activities such 

as IR, VR, MOA, restricted area, warning area, and alert 

area information.

Temporary Flight Restrictions (TFR)

A flight data center (FDC) Notice to Airmen (NOTAM) 

is issued to designate a TFR. The NOTAM begins with 

the phrase “FLIGHT RESTRICTIONS” followed by the 

location of the temporary restriction, effective time period, 

area defined in statute miles, and altitudes affected. The 

NOTAM also contains the FAA coordination facility and 

telephone number, the reason for the restriction, and any other 

information deemed appropriate. The pilot should check the 

NOTAMs as part of flight planning.

Some of the purposes for establishing a TFR 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.

Since the events of September 11, 2001, the use of TFRs has 

become much more common. There have been a number 

of incidents of aircraft incursions into TFRs, which have 

resulted in pilots undergoing security investigations and 

certificate suspensions. It is a pilot’s responsibility to be 

aware of TFRs in their proposed area of flight. One way to 

check is to visit the FAA website, www.tfr.faa.gov, and verify 

that there is not a TFR in the area. 

Parachute Jump Aircraft Operations

Parachute jump aircraft operations are published in the 

Airport/Facility Directory (A/FD). 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 generally found on VFR terminal area 

planning charts.

Terminal Radar Service Areas (TRSAs)

TRSAs are areas where participating pilots can receive 

additional radar services. The purpose of the service is 

to provide separation between all IFR operations and 

participating 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 contact the radar approach control and take 

advantage of TRSA service.

National Security Areas (NSAs)

NSAs 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. Flight in NSAs may be temporarily prohibited by 
14-7

regulation under the provisions of Title 14 of the Code of 

Federal Regulations (14 CFR) part 99, and prohibitions are 

disseminated via NOTAM. Pilots are requested to voluntarily 

avoid flying through these depicted areas.

Air Traffic Control and the National 

Airspace System

The primary purpose of the ATC system is to prevent a 

collision between aircraft operating in the system and to 

organize and expedite the flow of traffic. In addition to 

its primary function, the ATC system has the capability to 

provide (with certain limitations) additional services. The 

ability to provide additional services is limited by many 

factors, such as the volume of traffic, frequency congestion, 

quality of radar, controller workload, higher priority duties, 

and the pure physical inability to scan and detect those 

situations that fall in this category. It is recognized that these 

services cannot be provided in cases in which the provision 

of services is precluded by the above factors. 

Consistent with the aforementioned conditions, controllers 

shall provide additional service procedures to the extent 

permitted by higher priority duties and other circumstances. 

The provision of additional services is not optional on the 

part of the controller, but rather is required when the work 

situation permits. Provide ATC service in accordance with 

the procedures and minima in this order except when:

1. A deviation is necessary to conform with ICAO 

Documents, National Rules of the Air, or special 

agreements where the United States provides ATC 

service in airspace outside the country and its 

possessions or:

2. Other procedures/minima are prescribed in a letter of 

agreement, FAA directive, or a military document, 

or:

3. A deviation is necessary to assist an aircraft when an 

emergency has been declared. 

Coordinating the Use of Airspace

ATC is responsible for ensuring that the necessary 

coordination has been accomplished before allowing an 

aircraft under their control to enter another controller’s area 

of jurisdiction.

Before issuing control instructions directly or relaying 

through another source to an aircraft which is within 

another controller’s area of jurisdiction that will change that 

aircraft’s heading, route, speed, or altitude, ATC ensures 

that coordination has been accomplished with each of the 

controllers listed below whose area of jurisdiction is affected 

by those instructions unless otherwise specified by a letter 

of agreement or a facility directive:

1. The controller within whose area of jurisdiction the 

control instructions are issued.

2. The controller receiving the transfer of control.

3. Any intervening controller(s) through whose area of 

jurisdiction the aircraft will pass.

If ATC issues control instructions to an aircraft through a 

source other than another controller (e.g., Aeronautical Radio, 

Incorporated (ARINC), Automated Flight Service Station/

Flight Service Station (AFSS/FSS), another pilot) they ensure 

that the necessary coordination has been accomplished with 

any controllers listed above, whose area of jurisdiction is 

affected by those instructions unless otherwise specified by 

a letter of agreement or a facility directive.

Operating in the Various Types of Airspace

It is important that pilots be familiar with the operational 

requirements for each of the various types or classes of 

airspace. Subsequent sections cover each class in sufficient 

detail to facilitate understanding with regard to weather, type 

of pilot certificate held, as well as equipment required.

Basic VFR Weather Minimums

No pilot may operate an aircraft under basic VFR when the 

flight visibility is less, or at a distance from clouds that is 

less, than that prescribed for the corresponding altitude and 

class of airspace. [Figure 14-9] Except as provided in 14 

CFR Section 91.157, Special VFR Weather Minimums, no 

person may operate an aircraft beneath the ceiling under 

VFR within the lateral boundaries of controlled airspace 

designated to the surface for an airport when the ceiling is 

less than 1,000 feet. Additional information can be found in 

14 CFR section 91.155(c).

Operating Rules and Pilot/Equipment Requirements

The safety of flight is a top priority of all pilots and the 

responsibilities associated with operating an aircraft 

should always be taken seriously. The air traffic system 

maintains a high degree of safety and efficiency with strict 

regulatory oversight of the FAA. Pilots fly in accordance 

with regulations that have served the United States well, as 

evidenced by the fact that the country has the safest aviation 

system in the world.

All aircraft operating in today’s National Airspace System 

(NAS) has complied with the CFR governing its certification 

and maintenance; all pilots operating today have completed 

rigorous pilot certification training and testing. Of equal 

importance is the proper execution of preflight planning, 

aeronautical decision-making (ADM) and risk management. 

ADM involves a systematic approach to risk assessment 

and stress management in aviation, illustrates how personal 
14-8

Airspace Flight Visibility Distance from Clouds

Basic VFR Weather Minimums

Class A Not applicable Not applicable

Class B 3 statute miles Clear of clouds

Class C 3 statute miles 1,000 feet above

 500 feet below

 2,000 feet horizontal

Class D 3 statute miles 1,000 feet above

 500 feet below

 2,000 feet horizontal

Class E 5 statute miles 1,000 feet above

 1,000 feet below

 1 statute mile horizontal

 3 statute miles 1,000 feet above

 500 feet below

 2,000 feet horizontal

Class G Day, except as provided in section 91.155(b) 1 statute mile Clear of clouds

 Night, except as provided in section 91.155(b) 3 statute miles 1,000 feet above

 500 feet below

 2,000 feet horizontal

 Day 1 statute mile 1,000 feet above

 500 feet below

 2,000 feet horizontal

 Night 3 statute miles 1,000 feet above

 500 feet below

 2,000 feet horizontal

 5 statute miles 1,000 feet above

 1,000 feet below

 1 statute mile horizontal 

1,200 feet or less 

above the surface 

(regardless of 

MSL altitude).

More than 1,200

feet above the

surface but less

than 10,000 feet 

MSL.

More than 1,200 feet

above the surface

and at or above

10,000 feet MSL.

At or above

10,000 feet MSL

Less than

10,000 feet MSL

Figure 14-9. Visual flight rule weather minimums.

attitudes can influence decision-making, and how those 

attitudes can be modified to enhance safety in the flight 

deck. More detailed information regarding ADM and 

risk mitigation can be found in Chapter 17, Aeronautical 

Decision-Making. 

Pilots also comply with very strict FAA general operating 

and flight rules as outlined in the CFR, including the FAA’s 

important “see and avoid” mandate. These regulations 

provide the historical foundation of the FAA regulations 

governing the aviation system and the individual classes of 

airspace. Figure 14-10 lists the operational and equipment 

requirements for these various classes of airspace. It will 

be helpful to refer to this figure as the specific classes are 

discussed in greater detail.

Class A

Pilots operating an aircraft in Class A airspace must conduct 

that operation under IFR and only under an ATC clearance 

received prior to entering the airspace. Unless otherwise 

authorized by ATC, each aircraft operating in Class A 

airspace must be equipped with a two-way radio capable of 

communicating with ATC on a frequency assigned by ATC. 

Unless otherwise authorized by ATC, all aircraft within Class 

A airspace must be equipped with the appropriate transponder 

equipment meeting all applicable specifications found in 14 

CFR section 91.215.

Class B

All pilots operating an aircraft within a Class B airspace area 

must receive an ATC clearance from the ATC facility having 

jurisdiction for that area. The pilot in command (PIC) may 

not take off or land an aircraft at an airport within a Class 

B airspace unless he or she has met one of the following 

requirements:

1. A private pilot certificate.

2. A recreational pilot certificate and all requirements 

contained within 14 CFR section 61.101(d), or the 
14-9

Class

Airspace Entry Requirements Equipment Minimum Pilot Certificate

A

B

C

D

E

G

ATC clearance

ATC clearance

Two-way radio communications 

prior to entry

Two-way radio communications 

prior to entry

None for VFR

None

IFR equipped

Two-way radio, transponder

with altitude reporting capability

Two-way radio, transponder

with altitude reporting capability

Two-way radio

No specific requirement

No specific requirement

Instrument rating

Private—(However, a student or 

recreational pilot may operate at

other than the primary airport if 

seeking private pilot certification and

if regulatory requirements are met.)

No specific requirement

No specific requirement

No specific requirement

No specific requirement

Figure 14-10. Requirements for airspace operations.

and maintain two-way radio communications with the ATC 

facility having jurisdiction over the Class C airspace area as 

soon as practicable after departing.

Unless otherwise authorized by the ATC having jurisdiction 

over the Class C airspace area, all aircraft within Class C 

airspace must be equipped with the appropriate transponder 

equipment meeting all applicable specifications found in 14 

CFR section 91.215.

Class D

No pilot may take off or land an aircraft at a satellite airport 

within a Class D airspace area except in compliance with 

FAA arrival and departure traffic patterns. A pilot departing 

from the primary airport or satellite airport with an operating 

control tower must establish and maintain two-way radio 

communications with the control tower, and thereafter as 

instructed by ATC while operating in the Class D airspace 

area. If departing from a satellite airport without an operating 

control tower, the pilot must establish and maintain twoway radio communications with the ATC facility having 

jurisdiction over the Class D airspace area as soon as 

practicable after departing.

Two-way radio communications must be established and 

maintained with the ATC facility providing air traffic services 

prior to entering the airspace and thereafter maintained while 

within the airspace.

If the aircraft radio fails in flight under IFR, the pilot 

should continue the flight by the route assigned in the last 

ATC clearance received; or, if being radar vectored, by the 

direct route from the point of radio failure to the fix, route, 

or airway specified in the vector clearance. In the absence 

of an assigned route, the pilot should continue by the route 

requirements for a student pilot seeking a recreational 

pilot certificate in 14 CFR section 61.94.

3. A sport pilot certificate and all requirements contained 

within 14 CFR section 61.325, or the requirements for 

a student pilot seeking a recreational pilot certificate 

in 14 CFR section 61.94, or the aircraft is operated 

by a student pilot who has met the requirements of 14 

CFR sections 61.94 and 61.95, as applicable.

Unless otherwise authorized by ATC, all aircraft within Class 

B airspace must be equipped with the applicable operating 

transponder and automatic altitude reporting equipment 

specified in 14 CFR section 91.215(a) and an operable 

two-way radio capable of communications with ATC on 

appropriate frequencies for that Class B airspace area.

Class C

For the purpose of this section, the primary airport is the 

airport for which the Class C airspace area is designated. A 

satellite airport is any other airport within the Class C airspace 

area. No pilot may take off or land an aircraft at a satellite 

airport within a Class C airspace area except in compliance 

with FAA arrival and departure traffic patterns.

Two-way radio communications must be established and 

maintained with the ATC facility providing air traffic services 

prior to entering the airspace and thereafter maintained while 

within the airspace.

A pilot departing from the primary airport or satellite airport 

with an operating control tower must establish and maintain 

two-way radio communications with the control tower, 

and thereafter as instructed by ATC while operating in the 

Class C airspace area. If departing from a satellite airport 

without an operating control tower, the pilot must establish 
14-10

Unless otherwise authorized or required by ATC, no person 

may operate an aircraft to, from, through, or on an airport 

having an operational control tower unless two-way radio 

communications are maintained between that aircraft and the 

control tower. Communications must be established prior to 

four nautical miles from the airport, up to and including 2,500 

feet AGL. However, if the aircraft radio fails in flight, the 

pilot in command may operate that aircraft and land if weather 

conditions are at or above basic VFR weather minimums, 

visual contact with the tower is maintained, and a clearance 

to land is received. 

If the aircraft radio fails in flight under IFR, the pilot 

should continue the flight by the route assigned in the last 

ATC clearance received; or, if being radar vectored, by the 

direct route from the point of radio failure to the fix, route, 

or airway specified in the vector clearance. In the absence 

of an assigned route, the pilot should continue by the route 

that ATC advised may be expected in a further clearance; 

or, if a route had not been advised, by the route filed in the 

flight plan. 

Ultralight Vehicles

No person may operate an ultralight vehicle within Class A, 

Class B, Class C, or Class D airspace or within the lateral 

boundaries of the surface area of Class E airspace designated 

for an airport unless that person has prior authorization from 

the ATC facility having jurisdiction over that airspace. (See 

14 CFR part 103.)

Unmanned Free Balloons

Unless otherwise authorized by ATC, no person may operate 

an unmanned free balloon below 2,000 feet above the surface 

within the lateral boundaries of Class B, Class C, Class D, 

or Class E airspace designated for an airport. (See 14 CFR 

part 101.)

Parachute Jumps

No person may make a parachute jump, and no PIC may 

allow a parachute jump to be made from that aircraft, in or 

into Class A, Class B, Class C, or Class D airspace without, 

or in violation of, the terms of an ATC authorization issued 

by the ATC facility having jurisdiction over the airspace. 

(See 14 CFR part 105.)

Chapter Summary

This chapter introduces the various classifications of airspace 

and provides information on the requirements to operate in 

such airspace. For further information, consult the AIM and 

14 CFR parts 71, 73, and 91. 

that ATC advised may be expected in a further clearance; 

or, if a route had not been advised, by the route filed in the 

flight plan. 

If the aircraft radio fails in flight under VFR, the PIC may 

operate that aircraft and land if weather conditions are at or 

above basic VFR weather minimums, visual contact with the 

tower is maintained, and a clearance to land is received.

Class E

Unless otherwise required by 14 CFR part 93 or unless 

otherwise authorized or required by the ATC facility having 

jurisdiction over the Class E airspace area, each pilot 

operating an aircraft on or in the vicinity of an airport in a 

Class E airspace area must comply with the requirements of 

Class G airspace. Each pilot must also comply with any traffic 

patterns established for that airport in 14 CFR part 93.

Unless otherwise authorized or required by ATC, no person 

may operate an aircraft to, from, through, or on an airport 

having an operational control tower unless two-way radio 

communications are maintained between that aircraft and 

the control tower. Communications must be established prior 

to four nautical miles from the airport, up to and including 

2,500 feet AGL. However, if the aircraft radio fails in 

flight, the PIC may operate that aircraft and land if weather 

conditions are at or above basic VFR weather minimums, 

visual contact with the tower is maintained, and a clearance 

to land is received. 

If the aircraft radio fails in flight under IFR, the pilot 

should continue the flight by the route assigned in the last 

ATC clearance received; or, if being radar vectored, by the 

direct route from the point of radio failure to the fix, route, 

or airway specified in the vector clearance. In the absence 

of an assigned route, the pilot should continue by the route 

that ATC advised may be expected in a further clearance; 

or, if a route had not been advised, by the route filed in the 

flight plan. 

Class G

When approaching to land at an airport without an operating 

control tower in Class G airspace:

1. Each pilot of an airplane must make all turns of that 

airplane to the left unless the airport displays approved 

light signals or visual markings indicating that turns 

should be made to the right, in which case the pilot 

must make all turns to the right.

2. Each pilot of a helicopter or a powered parachute must 

avoid the flow of fixed-wing aircraft.
Operations	Manual	Revision	History

Rev	1:	October	15,	2015