1N O V E M B E R / D E C E M B E R 2 0 0 3

Introduction

Temporary Fl ight Restr ict ions(TFR) are tools used by the FederalAviation Administration (FAA) to restrictaircraft operations within designatedareas. Historically, TFRs have beenused by air traffic management as ameans of separating “non-participat-ing” aircraft from those engaged incertain activities, such as firefighting,rescue, and law enforcement opera-tions. They have also been used tokeep aircraft away from surface-basedhazards that could impact safety offlight, such as toxic gas spills or vol-canic eruptions. However, over thepast two years, TFRs, along with AirDefense Identification Zones (ADIZ)and Flight Restriction Zones (FRZ),have been widely used to restrict over-flights through certain airspace for rea-

sons of national security. While TFRs may be triggered by

different events, it is important that pi-lots familiarize themselves with eachtype of restriction, and how it may im-pact their proposed flight. Of equalimportance, pilots must know howbest to gain information concerningTFRs before each flight. Inadvertentflight into a TFR not only places apilot’s certificate at risk; it also in-creases the chances of being inter-cepted by military or law enforcementaircraft. Even worse, straying into TFRairspace may increase the risk of amid-air collision.

Changes in the National Airspace System

TFRs have become a topic ofgreat interest to general aviation pilots

following the events of September 11,2001. While TFRs are nothing new,their use has grown significantly sincethat time. However, it is important tonote that other factors have con-tributed to the increased number ofTFRs throughout the national airspacesystem (NAS). One of these factorswas a regulatory change that also oc-curred, coincidently, in September of2001. Title 14 of the Code of FederalRegulations (14 CFR) part 91 wasamended to include Section 91.145,Management of Aircraft Operations inthe Vicinity of Aerial Demonstrationsand Major Sporting Events. With thischange, events such as air shows in-volving high performance aircraft ormilitary demonstration teams, as wellas major sporting events such as theIndianapolis 500™ auto race or theWorld Series™, may now trigger the

A Pilot’s Guide to Understanding Restrictions in Today’s National Airspace Systemby Michael W. Brown

establishment of flight restrictions.Another factor contributing to TFR

usage has been the increasingly activeforest fire seasons of recent years.While Federal agencies take greatpains to limit the size and frequency offlight restrictions, the nature of theirwork is such that it is necessary tokeep nonparticipating air traffic segre-gated from aircraft engaged in fire-fighting activities.

These factors, coupled with ongo-ing threats to national security, havecreated an operational environmentthat calls for greater vigilance andplanning on the part of general avia-tion pilots.

TFRs in the NAS

The term “TFR” is used genericallyto describe various types of restric-tions within the national airspace sys-tem. However, it should be notedthere are actually eight types of TFRsused throughout the NAS. Under-standing the reasons for each is help-ful in alerting pilots to the possibility ofrestrictions along their intended routeof flight. What follows is a brief outlineof each restriction:

A flight restriction issued underthe authority of 14 CFR Section91.137, TFR in the Vicinity of Disas-ter/Hazard Areas, is intended to pro-tect persons or property, on theground or in the air, from a specifichazard. The restriction is issued toprevent low-flying aircraft from in-creasing that hazard, regardless of itsnature. There are three situations forwhich a TFR may be issued undersection 91.137, and they are:

1. Section 91.137a(1): TFRs areissued under this paragraph whennecessary to protect persons andproperty on the ground or in the airfrom a hazard associated with an inci-dent on the surface. Examples in-clude: toxic gas leaks or spills, vol-canic eruptions, nuclear accidents,etc.

A Section 91.137a(1) TFR is themost restrictive of any issued undersection 91.137. It prohibits all aircraftfrom operating in the designated area,unless it is part icipating in

disaster/hazard relief activities and isbeing operated under the direction ofthe official in charge of on-sceneemergency response activities.

Pilots may have noted that a num-ber of existing TFRs were issuedunder 91.137a(1) for reasons of na-tional security. These TFRs were putin place following the terrorist attacksof September 11, 2001, to protectvarious Department of Defense (DoD)installations (such as military sites),chemical storage facilities, or otherhigh-profile areas that could be tar-geted in future terrorist attacks. Someof the original DoD restrictions havesince been cancelled, and the remain-ing TFRs are under review by the DoDand the FAA. The dimensions of theserestrictions vary, but most are betweenthree and five nautical miles (NM) in ra-dius and extend upward to 3,000 or5,000 feet above ground level (AGL).

2. Section 91.137a(2): TFRs is-sued under this paragraph are in-tended to provide a safe environmentfor the operation of disaster relief air-craft. Quite simply, these restrictionsare meant to keep non-participatingtraffic away from aircraft engaged infirefighting activities, avalanche con-trol, search and rescue activities, etc.Due to the nature of these restrictions,they may be in place for only a fewhours or as long as several days. Pi-

lots should also be aware that unlikemost other TFRs, 91.137a(2) restric-tions might not be circular in shape.Instead, their boundaries conform tothe requirements of the agency coor-dinating relief activities.

Although most pilots may not fly inan area designated in a section91.137a(2) TFR, certain exceptionsare outlined. Details concerning thisand other regulations may be foundonline at http://www.faa.gov.

3. Section 91.137a(3): TFRs is-sued under this paragraph are in-tended to prevent the unsafe conges-tion of sightseeing aircraft abovedisaster/hazard incidents of limitedduration, such as aircraft accidentsites, that may generate a high degreeof public interest.

The restr ict ions in a section91.137a(3) TFR are similar to those for91.137a(2), except that aircraft carry-ing incident or event personnel mayalso operate in the area. For more de-tails on use of these TFRs, includingthe additional information that must beincluded when f i l ing a f l ight planthrough such areas, pilots should fa-miliarize themselves with 14 CFR Sec-tion 91.137.

4. 14 CFR Section 91.138 Tem-porary Flight Restrictions in NationalDisaster Areas in the State of Hawaii.Obviously restrictions issued under

2 F A A A v i a t i o n N e w s

The charted restriction around prohibited area P-40. During Presidential visits, thisrestriction is expanded beyond the charted limits.

this part do not have far reaching im-plications for most general aviation pi-lots. However, if you find yourself onthe Hawaiian Islands with plans to dosome flying, be on the look out for No-tices to Airmen (NOTAMs) carryingthese restrictions, particularly when anational disaster area declaration hasbeen issued.

5. 14 CFR Section 91.141 FlightRestrictions in the Proximity of thePresidential and Other Parties. TFRsissued under this part are used to pro-tect the President, Vice President, orother public figures while travelingthroughout the United States. Prior toSeptember 11, 2001, such restrictionswere very localized and rarely im-pacted general aviation pilots. How-ever, ongoing security concerns haveled to restrictions much greater in size,forcing pilots to increase their aware-ness of Presidential movements. Inmany cases, Presidential TFRs with a30 NM radius or greater have beenestablished.

It is also important to note that pi-lots flying in certain parts of the coun-try face unique restrictions associatedwith Section 91.141 TFRs. If you flynear Crawford, Texas, or Kenneb-unkport, Maine, you may expect largeflight restrictions during Presidentialvisits. Although smaller prohibitedareas (P-49 and P-67) are always inplace at those locations, visits by thePresident may lead to the issuance ofsection 91.141 TFRs that impose ad-ditional restrictions. In Maryland, pi-lots must be aware of the airspace re-strictions near Thurmont, Maryland.The Camp David Presidential retreat,surrounded by Prohibited Area P-40,is also subject to a larger (usually 10NM in radius) section 91.141 restric-tion during Presidential visits. Section91.141 TFRs typically extend from thesurface up to, but not including, flightlevel (FL) 180.

6. 14 CFR Section 91.143 FlightLimitations in the Proximity of SpaceFlight Operations. These TFRs areused to provide a safe environment forspace launch operations. As a result,section 91.143 restrictions are typi-cally found in Florida, New Mexico,and California (where most such activ-

ities take place). The NOTAMswhich create these TFRs usu-ally activate existing special useairspace (restr icted and/orwarning areas), or airspace ad-jacent to these areas. SinceSeptember 11, 2001, spaceshuttle launches have been ac-companied by additional re-strictions issued under 14 CFRSection 99.7

7. 14 CFR Section91.145 Management of AircraftOperations in the Vicinity ofAerial Demonstrat ions andMajor Sporting Events. Whendeemed necessary by the FAA,section 91.145 provides for theissuance of a TFR during cer-tain events, including aerialdemonstrations (such as thoseinvolving the Blue Angels, Thun-derbirds, Golden Knights, etc.),the Olympics™, World Cup Soccer™,the Super Bowl™, etc. While section91.145 restrictions are used in manyof these instances, pilots should knowthat certain high prof i le sport ingevents (particularly those l ike theSuper Bowl™ that create inviting ter-rorist targets), may receive larger re-strictions issued under section 99.7,Special Security Instructions, if deter-mined necessary by appropriate Fed-eral security and law enforcement offi-cials. Also, i f the President is inattendance, the event may be coveredby additional restrictions issued undersection 91.141.

General ly, restr ict ions issuedunder section 91.145 encompass theminimum airspace needed for themanagement of aircraft operationsnear the event. For aerial demonstra-tions, the TFR will normally be limitedto a five NM radius up to an altitude of17,000 feet mean sea level (or 13,000feet AGL for parachute demonstra-tions). For sporting events, the TFRwill normally be limited to a three NMradius and 2,500 feet AGL.

8. 14 CFR Section 99.7 SpecialSecurity Instructions. This section al-lows the FAA to issue specific restric-tions in the interest of national security.Prior to September 11, 2001, this sec-tion was rarely used. Since then, nu-

merous TFRs have been establishedunder the authority of this section. Forexample, TFRs have been usedaround cities (such as Chicago) overmilitary facilities (such as the Navy’sbase in St. Marys, Georgia), and toprotect space shuttle launch facilitiesin Florida. In other cases, section99.7 TFRs have been issued in re-sponse to threat assessments affect-ing certain major sporting events,such as the World Series™; and oversignificant national landmarks, such asthe St. Louis Arch, the Statue of Lib-erty, and Mount Rushmore.

Pilots must also be aware of astanding notice, issued under section99.7, advising them to avoid the air-space above, or in proximity to, sitessuch as nuclear power plants, powerplants, dams, refineries, industrialcomplexes, military installations, andother similar facilities.

In addition, section 99.7 is thebasis for restrictions around certainsporting facilities (often referred to asthe “Sports NOTAM”). Except for lim-ited cases specified in the NOTAM, allaircraft and parachute operations areprohibited at and below 3,000 feetAGL within a three NM radius of anystadium having a seating capacity of30,000 or more people in which aMajor League Baseball™, National

3N O V E M B E R / D E C E M B E R 2 0 0 3

(Gra

phic

cou

rtes

y of

AO

PA)

The TFR surrounding Crawford, Texas. In effectduring Presidential visits, this restriction can havea 30 NM radius.

Football League™, NCAA™ division-one football, or major motor speed-way event is taking place. These re-strictions are in effect one hour beforethe scheduled time of the event untilone hour after the end of the event.All pilots should be aware that carefuladvance planning might be required tocomply with these restrictions.

Restrictions issued under section99.7 may vary dramatically in size, andthere is no standard configuration.For space shuttle launch operations,pilots may expect restrictions with atleast a 30 NM radius. Shuttle NO-TAMs will also outline different opera-tional restrictions and requirements,depending on the distance from thelaunch facility. Once shuttle flights re-sume, pilots are urged to review suchnotices carefully when flying near cen-tral Florida.

Flight Restrictions in theWashington, DC Area

As a result of the September 11terrorist attacks, pilots in the greaterWashington, DC area have faced ahost of new operating restrictions.Due to the number of important as-sets in the National Capital region,flight restrictions in the DC area havechanged over time in response to po-tential threats. There are currentlythree restrictions in place, the Wash-ington, DC Metropolitan Area FlightRestricted Zone (FRZ), Special FederalAviation Regulation 94 (SFAR 94), andthe Washington, DC Metropolitan AirDefense Identification Zone (DC.ADIZ).

Washington, DC Metropolitan Area Flight Restricted Zone (FRZ)

Established for the purpose of na-tional security, the most limiting ofthese restrictions has been the FRZ.The Flight Restricted Zone evolvedfrom previous restrictions in placesince December 2001. The FRZ con-sists of that airspace from the surfaceup to, but not including, FL 180, withinapproximately 15 NM of the Washing-ton VOR/DME. All part 91, 101, 103,105, 125, 135, 133, and 137 flight op-

erations are prohibited within the FRZ,unless specifically authorized by theFAA in consultation with the Trans-portation Security Administration.These restrictions are also in place forpilots who wish to transit FRZ air-space. In addition to the impactscited above, the FRZ also eliminatedthe popular north-south VFR flywaybetween Reagan National and Wash-ington Dulles International Airports. Italso narrowed the width of the south-east-northwest VFR flyway betweenBaltimore/Washington and ReaganNational Airports. For ease of identifi-cation, this airspace is depicted onboth sectional and terminal areacharts. One word of caution…unlikethe charted Class B airspace, FRZ re-strictions extend up to, but not includ-ing, FL180. The exact description ofthe FRZ may be found in FDC NOTAM3/2126

Special Federal AviationRegulation 94 (SFAR 94)

Due to their close proximity toWashington, DC, part 91 operationswere prohibited at College Park Air-port (CGS), Potomac Airfield (VKX),and Washington Executive/Hyde Field(W32), for a lengthy period followingthe September 11, 2001 attacks. Inorder to restore operations at the threeMaryland airports, the FAA issuedSFAR 94, Enhanced Security Proce-dures for Operations at Certain Air-ports in the Washington, DC Metropol-itan Area Special Flight Rules Area.Established on February 13, 2002,SFAR 94 permitted limited operationsto resume for pilots based at thoseairports, subject to certain airport se-curity measures, pilot backgroundchecks, and specified ATC arrival anddeparture procedures.

The Air Defense Identification Zone

Traditionally, the Air Defense Iden-tification Zone, or ADIZ, has existed tofacilitate the early identification of allaircraft in the vicinity of U.S. and inter-national airspace boundaries. Assuch, these ADIZs existed along the

coastal borders of the contiguousUnited States, Alaska, Guam, andHawaii. More recently, Air DefenseIdentification Zones were used “in-land” to protect New York City andWashington, DC. Although the NewYork ADIZ has since been cancelled,the Washington, DC ADIZ remains ineffect.

While both types of identificationzones carry with them unique restric-tions and operational requirements, ourfocus will be the Washington, DC ADIZ.The differences between this airspaceand the “traditional” ADIZ will be high-lighted as appropriate. For detailed in-formation on the latter, pilots may re-view the Aeronautical InformationManual (AIM), Chapter 5, Section 6.

The Washington, DC ADIZ

Established by NOTAM in Febru-ary 2003, the Washington, DC ADIZextends from the surface up to, butnot including, FL180. The outerboundary on the northern, eastern,and western sides of the ADIZ con-forms to the outer boundary of theWashington, DC tri-area Class B air-space. An arc 30 NM in radius, cen-tered at the DCA VOR/DME, definesmost of the southern boundary.

While the exact boundary descrip-tion for the Washington, DC ADIZ maybe found in FDC NOTAM 3/2126, thisairspace is not charted. For this rea-son, pilots are advised to mark thisairspace on their sectional, terminal,and en route charts as needed.

ADIZ Requirements

The purpose of the Washington,DC ADIZ is to establish airspace inwhich the ready identification, location,and control of aircraft is required fornational security. Located over land,the Washington, DC ADIZ differs fromthe traditional coastal ADIZ surround-ing the contiguous United States,Alaska, Guam, and Hawaii (whose ge-ographical boundaries are describedin detail under 14 CFR Part 99). In ad-dition, the requirements and proce-dures that apply to the DC ADIZ areunique to that airspace and differ from

4 F A A A v i a t i o n N e w s

traditional ADIZ procedures. These re-quirements compare as follows onTable 1, on page 7.

Pilots who intend to operate in theWashington, DC ADIZ must be awareof the following additional items:

• First, clearance into the ADIZdoes not constitute clearance into theClass B airspace. If your route of flightpenetrates Class B airspace, be sureto get a clearance first, just as you

would under any other circumstance. • Also, the addit ional burden

placed on air traffic controllers as a re-sult of the ADIZ means that many VFRservices are more difficult to obtain,and getting a “pop-up” clearance isoften difficult (if not impossible). Toavoid difficulties, file your flight planwell in advance of your departure.

• Finally, when filing your flightplan, make certain to do so using the

Flight Service System. DUATS maynot be used for filing flight plans withinthe Washington, DC ADIZ.

Decoding Temporary FlightRestrictions

TFRs are issued as Flight DataCenter (FDC) NOTAMs, and may beretr ieved via DUATS (http://www.duats.com) or by contacting

5N O V E M B E R / D E C E M B E R 2 0 0 3

The outer limits of the Washington, DC ADIZ are shown above in red. Pilot are advised this airspace is not charted. The Flight RestrictionZone, shown in black is closed to most air traffic. Unlike the ADIZ, the FRZ is charted for ease of identification.

your local Flight Service Station. Typi-cally, the only TFRs that appear in theNOTAM publication (also known asthe Class II NOTAMS) are those issuedfor sporting, entertainment, or otherevents when the time and location areknown well in advance. While TFRcontent may vary greatly, they follow aconsistent format. A better under-standing of this format helps in inter-preting flight restrictions. The follow-ing is an example of a typical TFRNOTAM:

!FDC 3/8925 ZOA CA. FLIGHT RESTRIC-TIONS WILLOWS, CA. EFFECTIVE IMME-DIATELY UNTIL FURTHER NOTICE.

PURSUANT TO 14 CFR SECTION91.137A(2) TEMPORARY FLIGHTRESTRICTIONS ARE IN EFFECT WITHIN A10 NAUTICAL MILE RADIUS OF393400N/1224330W, THEMAXWELL/MXW/VORTAC 288 DEGREERADIAL AT 28 NAUTICAL MILES, AT ANDBELOW 8000 FT MSL TO PROVIDE A SAFEENVIRONMENT FOR FIRE FIGHTING ACFTOPERATIONS (THE GRINDSTONE AIRATTACK FIRE). THE U.S.F.S, PHONE 580-226-2801/FREQ 122.425, IS IN CHARGEOF ON SCENE EMERGENCY RESPONSEACTIVITIES. OAKLAND/OAK/AFSS, 510-273-6111, IS THE FAA COORDINATIONFACILITY

1. The first portion of the notice(!FDC 3/8925) indicates this is a FDCNOTAM. The number “3” indicatesthis notice was issued in 2003. Thenumber “8925” is a sequential numberassigned to the notice.

2. The next portion of the NOTAM(ZOA CA) informs pilots this TFR lieswithin airspace assigned to the Oak-land Air Route Traffic Control Center(ZOA) and the restriction is found inthe State of California (CA).

3. The third portion of the notice(FLIGHT RESTRICTIONS WILLOWS,CA) gives the purpose of this NOTAM.In this case, a TFR is being created inthe proximity of Willows, California.

4. Next, the effective period of thenotice is given. This particular TFRwent into effect immediately upon is-suance, and will remain in effect until itis cancelled. Most TFRs will havespecific expiration dates and times.

5. The fifth section gives the au-thority citation for the notice. In thiscase, the TFR is issued under section91.137a(2).

6. The sixth portion of the notice(TEMPORARY FLIGHT RESTRIC-TIONS ARE IN EFFECT WITHIN A 10NAUTICAL MILE RADIUS OF393400N/1224300W, THE MAXWELL/MXW/ VORTAC 288 DEGREE RA-DIAL AT 28 NAUTICAL MILES, AT

AND BELOW 8000 FT MSL) providesthe location and dimensions of theTFR. This restriction has a radius of10 NM, and extends from the surfaceup to, and including, 8,000 feet meansea level.

The TFR’s center point is also de-fined in this portion of the notice. Thefirst set of numbers denotes the de-grees of latitude (39 degrees, 34 min-utes, 0 seconds north latitude). Thesecond set provides the degrees oflongitude (122 degrees, 43 minutes, 0seconds west longitude). To help sim-plify things, the center point is alsogiven relative to a navigational facility.This TFR is centered on a point 28 NMwest-northwest (on the 288-degreeradial) of the Maxwell (MXW) VORTAC.Pi lots should be aware thatlatitude/longitude center points andthe center points defined relative to anavigational facility do not always pre-cisely agree.

7. The next section provides therationale for the restriction. In thiscase, the TFR was issued to protectfirefighting operations.

8. The eighth part of the noticeprovides contact information for theentity in charge of the on-scene emer-gency response activities. In thiscase, the U.S. Forestry Service is thecoordinating agency.

9. Finally, the notice provides con-tact information (OAKLAND /OAK/AFSS, 510-273-6111) that may behelpful to pilots. In some cases, itmay be possible to operate in TFR air-space with prior permission/coordina-tion from the controlling agency. Whilethis NOTAM includes a telephonenumber, one is not always given.

Pitfalls and HelpfulStrategies

Even with the many restrictionsnow in place throughout the NAS, it isunlikely that most pilots will find them-selves in the midst of a TFR. This hasled to a level of complacency, con-tributing to a rise in the number of vio-lations now being investigated. In ad-dition, certain systemic difficulties andtraining issues have made it challeng-ing for even the most conscientious of

6 F A A A v i a t i o n N e w s

(Gra

phic

cou

rtes

y of

AO

PA)

Because it is considered a potential terrorist target, Disneyland isprotected by a security TFR issued under section 99.7.

pilots to stay outof trouble. Withthat in mind, hereare some strate-gies that can helpyou avoid TFR air-space.

First, knowyour area. Manysecurity TFRshave been in placesince September11, 2001, andhave changed little(if at all). If you selfbrief via DUATS,remember thatsome NOTAMsare cancelled andreissued (such asthe restr ict ionaround Thurmont,MD). When a no-tice is reissued, itis given a newnumber, so don’trely strictly on aNOTAM number ifyou have an ongo-ing restriction inyour flight area. Inaddition, when aNOTAM is reis-sued, the restric-tions may or maynot differ fromthose previously inplace. Also, if youfly close to a na-t ional landmark,power plant, sporting facility, or mili-tary base, be particularly vigilant for re-strictions that may surround thoseareas.

Second, contact your nearestFlight Service Station and/or receive aDUATS briefing prior to EVERY flight.It is very easy to become complacent,particularly when flying in familiar air-space or over short distances. Al-though the FAA tries to provide ad-vance notice when possible, actualdisaster, hazard, or security situationsmay result in TFRs being issued, orchanged, on very short notice. Also,because some restrictions are solarge, even rural areas far from popu-

lation centers may be enveloped by aTFR.

Next, even if you self brief usingDUATS, consider giving your localFlight Service Station a call. A DUATSbriefing may include many pages filledwith NOTAMs, most of which are likelynot applicable to your flight. As a re-sult, an important notice may be easilyoverlooked. A call to Flight Servicecan help keep you out of trouble. Justbe certain to ask for flight restrictionsalong your route of flight.

If there are restrictions along (oradjacent to) your route of flight, have asectional chart handy and plot it forreference before you depart. Given

the importance of avoiding theseTFRs, every pilot should include adrafting compass among the items intheir flight bag. This will help to accu-rately depict restrictions, and willhopefully keep you out of trouble.Also, when plotting a TFR, rememberthat even a restriction not directlyalong your intended route of flight maybecome an issue. A weather diver-sion, improper wind correction, or enroute change of destination could eas-ily place you in an area you intendedto avoid.

When plotting TFRs on a chart,there are certain procedures that mustbe considered. Each time the com-

7N O V E M B E R / D E C E M B E R 2 0 0 3

OperationalRequirements

Flight Plan

Mode C Transponder

Two-Way RadioCommunications

Position Reporting

AirspeedConsiderations

Aircraft Markings

Washington, DC ADIZ

Required. IFR or VFR

On and squawking assigned code

Required prior to, and while operat-ing within the ADIZ. The only excep-tion is for VFR aircraft operating with-in the airport traffic area. In thesecases, the pilot is to monitor CTAF(no ATC communications arerequired). ATC communications andapproval is required prior to leavingthe airport vicinity

Not necessary. The pilot will be inradar and communications contactwith ATC at all times within the ADIZ

No additional considerations

The size of aircraft registry marksneed not be changed

Traditional ADIZ

Required. IFR or DVFR. The flightplan must also be filed before depar-ture, except for operations associatedwith the Alaskan ADIZ when the air-port of departure has no facility for fil-ing a flight plan.

Required unless otherwise authorized

Required for most operations

Required. For DVFR flights, the esti-mated time of ADIZ penetration mustbe filed with the aeronautical facility atleast 15 minutes prior to entry. InAlaska, pilots need only report priorto entry.

When penetrating the Alaska, Guam,or Hawaii ADIZ, pilots who maintain atrue airspeed of less than 180 knotsare exempt from ADIZ requirements

12-inch registry marks are required

Table 1: Comparison of Washington, DC and Traditional ADIZ Requirements

pass is set to the appropriate radius, itis important to remember the scalesused on each sectional chart are notprecise. Also, the sectional is agraphical depiction of the surface en-vironment, and because cartogra-phers must take certain liberties inorder to produce legible charts, ob-jects may not be precisely where theyappear on the chart. Consideringthese factors, if your route of flightbrings you very close to a plotted TFR,it is possible that you may actually findyourself in restricted airspace, evenwith highly accurate global positioningsystem (GPS) equipment. In short,give restricted airspace a generousberth.

If it has been a while since youplotted a point on a chart using lati-tude/longitude coordinates, it wouldbe wise to practice using an old chart.Even if you’re off by only a few min-utes or seconds, this could lead to aplot that is several miles off the mark.

Another point worth noting is thatnot all TFRs are the same size andshape. For example, firefighting TFRsmay have an irregular shape with alarge geographical “footprint.” If while

planning a flight you see that yourcourse takes you near a firefightingTFR, remember that fires can spreadrapidly. Be aware of the wind direc-tion, and know that the TFR can mi-grate (through the cancellation and is-suance of new NOTAMs), envelopingyour route of flight. Even if you are farfrom the smoke, aircraft engaged infirefighting activities may be operatingat low levels flying to and from sourcesof water, refuel ing bases, etc. I fthere’s a chance such a TFR could im-pact your flight, be certain to contactFlight Service while en route for fre-quent updates.

Also, remember that many TFRsare in place for a specified period oftime, and that time is provided (unlessotherwise specified) within the NOTAMusing a Coordinated Universal Time(UTC or “zulu” time) format. If youplan to fly near such a TFR, make cer-tain the time conversion is done prop-erly to avoid a violation.

Finally, there are web resourcesavailable to help you in locating TFRs.Many can be found by using the FAA’swebsite at http://www.faa.gov. TheBureau of Land Management also

maintains a website useful in trackingfirefighting and other restrictionsthroughout the NAS. It may be ac-cessed at http://airspace.blm.gov/mapping/blm/index.cfm. Other non-governmental organizations haveweb-based resources to aid in flightplanning. The Aircraft Owners and Pi-lots Association (AOPA) website con-tains links to many notices and graph-ical TFRs. It may be accessed athttp://www.aopa.org. The Air SafetyFoundation also has an excellent on-line program titled Know Before YouGo that may be accessed athttp://www.aopa.org/asf/know_be-fore. The Experimental Aircraft Asso-ciation (EAA) has teamed up withAeroPlanner at http://www.aeroplan-ner.com to provide graphical TFRsand other flight planning tools.

Tips such as these will help youstay clear of TFR airspace. However,to be fully prepared in case of an in-advertent TFR intrusion, pilots are en-couraged to become thoroughly famil-iar with the interception proceduresand signals contained in Chapter 5,Section 6, in the Aeronautical Infor-mation Manual (available on-line athttp://www.faa.gov/ATpubs).

These resources, combined withsound planning and execution, willhelp ensure a safe, violation-free flight.

Michael W. Brown is an AviationSafety Analyst in Flight Standards’General Aviation and CommercialDivision.

8 F A A A v i a t i o n N e w s

3

(Gra

phic

cou

rtes

y of

AO

PA)

Although based upon thelatest Air Traffic data at thetime of publication, theinformation in this articleis subject to change andclarification. Pilots arecautioned to check for thelatest material before fly-ing. You can find the mostcurrent FAA Internet-basedTFR graphics and NOTAMinformation at<www.faa.gov>.

This security TFR was issued for the 2003 Super Bowl™.

The above headl ine is notnew. It is the title of Section6, Chapter 5, Air Traffic Pro-cedures, in the Aeronautical

Information Manual (AIM). Para-graph two of Section 6, 5-6-2, Inter-ception Procedures, outl ines thestandard, peacetime, intercept pro-cedures that pi lots can expect ifthey are intercepted. In light of thepost-September 11, 2001, hijack-ings and the well-publicized inter-ception of aircraft after that date,both air carrier and general aviationtypes, all pilots should review thebasic intercept procedures in theAIM and the latest intercept proce-dures published in the current No-tices to Airmen (NOTAMS).

Although most interceptions in thepast were of aircraft penetrating theU.S., that is not necessarily true today.Although the AIM intercept procedures

are those for peacetime identificationof unknown aircraft entering the U.S.through an Air Defense IdentificationZone (ADIZ), the procedure for inter-cepting any aircraft is very similar. Inthe case of several well-publicized aircarrier intercepts, especially the airlinerflying into Chicago’s O’Hare airportafter a passenger tried to get into thecockpit, the intercepting fighters es-corted the American Airlines jet to theairport.

To put this all into perspective andsince flight restrictions are becoming afact of l i fe, FAA Aviation News isreprinting excerpts from the AIM as areminder of the recommended proce-dures for you to use in case you areintercepted.

Because of the dynamic natureof NOTAMS and TFRs, pilots needto review the current NOTAMS be-fore every flight to ensure they have

the latest information. In case ofany doubt, contact a Flight ServiceStation office at 1-800-WXBRIEF forthe latest information.

Because of the seriousness of thecurrent national security situation, thefollowing information is a verbatimcopy of the intercept procedures inthe AIM. We hope this informationgives each pilot a better understand-ing of what to expect if intercepted byarmed fighters. The time to wonderwhat two F-16 fighters are going to donext is not while they are joining onyour wingtips.

5-6-2 Interception Procedures

a. General. 1. Identification intercepts during

peacetime operations are vastly differ-ent than those conducted under in-

9N O V E M B E R / D E C E M B E R 2 0 0 3

by H. Dean Chamberlain

National Security And InterceptionProcedures

This is an updated reprint from the January/February 2002 issue of FAA Aviation News.

creased states of readiness. Unlessotherwise directed by the controlagency, intercepted aircraft will beidentified by type only. When specificinformation is required (i.e. markings,serial numbers, etc.) the interceptoraircrew will respond only if the requestcan be conducted in a safe manner.During hours of darkness or Instru-ment Meteorological Conditions (IMC),identification of unknown aircraft willbe by type only. The interception pat-tern described below is the typicalpeacetime method used by air inter-ceptor aircrews. In all situations, theinterceptor aircrew will use caution toavoid startling the intercepted aircrewand/or passengers.

b. Intercept phases (See FIG 5-6-1).

1. Phase One- Approach Phase.During peacetime, intercepted air-

craft will be approached from thestern. Generally two interceptor air-craft will be employed to accomplishthe identification. The flight leader andwingman will coordinate their individ-ual positions in conjunction with theground controlling agency. Their rela-

tionship will resemble a line abreastformation. At night or in IMC, a com-fortable radar trail tactic will be used.Safe vertical separation between inter-ceptor aircraft and unknown aircraftwill be maintained at all times.

2. Phase Two- Identification Phase.The intercepted aircraft should ex-

pect to visually acquire the lead inter-ceptor and possibly the wingman dur-ing this phase in visual meteorologicalconditions (VMC). The wingman willassume a surveillance position whilethe flight leader approaches the un-known aircraft. Intercepted aircraftpersonnel may observe the use of dif-ferent drag devices to allow for speedand position stabilization during thisphase. The flight leader will then initi-ate a gentle closure toward the inter-cepted aircraft, stopping at a distanceno closer than absolutely necessary toobtain the information needed. Theinterceptor aircraft will use every pos-sible precaution to avoid startling inter-cepted aircrew or passengers. Addi-tionally, the interceptor aircrews willconstantly keep in mind that maneu-vers considered normal to a fighter air-

craft may be considered hazardous topassengers and crews of nonfighteraircraft. When interceptor aircrewsknow or believe that an unsafe condi-tion exists, the identification phase willbe terminated. As previously stated,during darkness or IMC identificationof unknown aircraft will be by typeonly. Positive vertical separation willbe maintained by interceptor aircraftthroughout this phase.

3. Phase Three-Post Intercept Phase.Upon identification phase comple-

tion, the flight leader will turn awayfrom the intercepted aircraft. Thewingman will remain well clear and ac-complish a rejoin with the leader.

c. Communications

Communication interface betweeninterceptor aircrews and the groundcontrolling agency is essential to en-sure successful intercept completion.Flight safety is paramount. An aircraftwhich is intercepted by another air-craft shall immediately:

1. Follow the instructions given by

10 F A A A v i a t i o n N e w s

the intercepting aircraft, interpret-ing and responding to the visualsignals. 2. Notify, if possible, the appropri-ate air traffic services unit. 3. Attempt to establish radio com-munication with the interceptingaircraft or with the appropriate in-tercept control unit, by making ageneral call on the emergency fre-quency 243.0 MHz and repeatingthis call on the emergency fre-quency 121.5 MHz, if practicable,giving the identity and position ofthe aircraft and the nature of theflight. 4. If equipped with SSR transpon-der, select MODE 3/A Code 7700,unless otherwise instructed by theappropriate air traffic services unit.If any instructions received byradio from any sources conflictwith those given by the intercept-ing aircraft by visual or radio sig-nals, the intercepted aircraft shall

request immediate clarificationwhile continuing to comply withthe instructions given by the inter-cepting aircraft.

5-6-3Law Enforcement Operations by Civil and Military Organizations

a. Special law enforcementoperations.

1. Special law enforcement opera-tions include in-flight identification,surveillance, interdiction, and pur-suit activities performed in accor-dance with official civil and/or mili-tary mission responsibilities. 2. To facilitate accomplishment ofthese special missions, exemp-tions from specified sections ofthe Code of Federal Regulationshave been granted to designateddepartments and agencies. How-

ever, it is each organization’s re-sponsibility to apprise ATC of theirintent to operate under an author-ized exemption before initiatingactual operations. 3. Additionally, some departmentsand agencies that perform specialmissions have been assignedcoded identifiers to permit them toapprise ATC of ongoing missionactivities and solicit special airtraffic assistance.

5-6-4. Interception Signals [Table 5-6-1 and Table 5-6-2,next page]

This information is available inboth the printed AIM and the FAA’s In-ternet web site at <www.faa.gov/apubs/AIM/ index.htm>. The sitecontains the latest NOTAMS aboutflight restrictions and links to other airtraffic publications.

11N O V E M B E R / D E C E M B E R 2 0 0 3

Figure 5-6-1

3

12 F A A A v i a t i o n N e w s

INTERCEPTING SIGNALSSignals initiated by intercepting aircraft and responses by intercepted aircraft (as set forth in ICAO Annex 2-Appendix A, 2.1)

Series

1

2

3

INTERCEPTING Aircraft Signals

DAY-Rocking wings from a position slightly above andahead of, and normally to the left of, the intercepted air-craft and, after acknowledgement, a slow level turn, nor-mally to the left, on to the desired heading.

NIGHT-Same and, in addition, flashing navigational lightsat irregular intervals.

NOTE 1-Meteorological conditions or terrain may requirethe intercepting aircraft to take up a position slightlyabove and ahead of, and to the right of, the interceptedaircraft and to make the subsequent turn to the right.

NOTE 2-If the intercepted aircraft is not able to keep pacewith the intercepting aircraft, the latter is expected to flya series of race-track patterns and to rock its wings eachtime it passes the intercepted aircraft.

DAY or NIGHT-An abrupt break-away maneuver from theintercepted aircraft consisting of a climbing turn of 90degrees or more without crossing the line of flight of theintercepted aircraft.

DAY-Circling aerodrome, lowering landing gear and over-flying runway in direction of landing or, if the interceptedaircraft is a helicopter, overflying the helicopter landingarea.

NIGHT-Same and, in addition, showing steady landinglights.

Meaning

You have beenin tercepted .Follow me.

You mayproceed.

Land at thisaerodrome

INTERCEPTED Aircraft Responds

AEROPLANES: DAY-Rocking wings and following.

NIGHT-Same and, in addition, flashing navigationallights at irregular intervals.

HELICOPTERS: DAY or NIGHT-Rocking aircraft, flashingnavigational lights at irregular intervals and following.

AEROPLANES: DAY or NIGHT-Rocking wings.

HELICOPTERS:DAY or NIGHT-Rocking aircraft.

AEROPLANES: DAY-Lowering landing gear, following the interceptingaircraft and, if after overflying the runway landing isconsidered safe, proceeding to land.

NIGHT-Same and, in addition, showing steady landinglights (if carried).

HELICOPTERS:DAY or NIGHT-Following the intercepting aircraft andproceeding to land, showing a steady landing light (ifcarried).

Meaning

Understood,will comply.

Understood,will comply.

Understood,will comply.

Table

5-6

-1

INTERCEPTING SIGNALSSignals initiated by intercepted aircraft and responses by intercepting aircraft (as set forth in ICAO Annex 2-Appendix A, 2.2)

Series

4

5

6

INTERCEPTED Aircraft Signals

DAY or NIGHT-Raising landing gear (if fitted) and flashinglanding lights while passing over runway in use or heli-copter landing area at a height exceeding 300m (1,000ft) but not exceeding 600m (2,000 ft) (in the case of ahelicopter, at a height exceeding 50m (170 ft) but notexceeding 100m (330 ft) above the aerodrome level, andcontinuing to circle runway in use or helicopter landingarea. If unable to flash landing lights, flash any otherlights available.

DAY or NIGHT-Regular switching on and off of all avail-able lights but in such a manner as to be distinct fromflashing lights.

DAY or NIGHT-Irregular flashing of all available lights

Meaning

Aerodromeyou havedesignated isinadequate.

Cannot com-ply.

In distress.

INTERCEPTING Aircraft Responds

DAY or NIGHT-If it is desired that the intercepted aircraftfollow the intercepting aircraft to an alternate aero-drome, the intercepting aircraft raises its landing gear(if fitted) and uses the Series 1 signals prescribed forintercepting aircraft.

If it is decided to release the intercepted aircraft, theintercepting aircraft uses the Series 2 signals prescribedfor intercepting aircraft.

DAY or NIGHT-Use Series 2 signals prescribed for inter-cepting aircraft.

DAY or NIGHT-Use Series 2 signals prescribed for inter-cepting aircraft.

Meaning

Understood,follow me.

Understood,you mayproceed.

Understood.

Understood

Table

5-6

-2