Take AIM

By Bill Hughes

Controlled Firing Area (CFA) is a designated airspace that contains activities that, if not conducted in a controlled environment, could be hazardous to nonparticipating aircraft. You may have suspected that such areas existed for military operations but you surely never saw one on a chart, and you surely have no idea how to find one. They are not depicted on charts and their distinguishing feature is that the activities are suspended immediately when spotter aircraft, radar, or ground lookout positions indicate an aircraft might be approaching the area. Sounds a little “Area 51-ish.”

Unless you have thoroughly perused the Aeronautical Information Manual (AIM) this is your first recognition that CFAs exist. The very detailed and comprehensive information in the AIM has very little of importance or relationship to balloon flight. It is not a publication that you refer to as part of your preflight action on every flight but it can be very useful when preparing for an “out of the ordinary” flight.

When you find special use airspace will be within your anticipated flight path and you look up the airspace in the special use airspace legend on the chart, you will find the hours of operation, the altitude, the controlling agency, and if appropriate any frequencies to establish contact on. What you will not find on the chart is any explanation of what the airspace is used for. The name of the space (restricted, warning, etc.) identifies the activity and the AIM provides the explanation of the activity within that space. That’s where that CFA area is explained.

You’re about to enter Class D airspace and you have prepared yourself by having an aircraft band VHF radio, and it’s tuned to the proper tower frequency. You call the tower and identify yourself in order to request clearance through the airspace. And the controller responds with your call sign and the word “standby”. It is now up to the controller to contact you back when they are able to handle you. Meantime, you’re now entering the Class D airspace and you have no clearance. Do you take evasive action by climbing over or landing to stay legal? Or, do you call the controller back only to get an irritated repeat of the “standby?” You will be pleased to know that the controller’s response including your call sign is permission to enter the controlled airspace--no panic maneuvers required. Calling the controller a second time will alert him or her that you are ignorant of the proper procedures. The controller will deal with you when he or she is able to. This also applies to Class C airspace, but not Class B.

Were you aware that the FAA encourages you to visit air traffic control facilities? AIM, chapter 4-1-6 states exactly that. They do ask that you make prior arrangements because workload may not accommodate unannounced visits. Sounds like a great activity for your local balloon club or group. Not only will you learn how to work with them better, but you also will have an opportunity to educate them about balloons.

Do you know the difference between ATIS and AWOS information? If you don’t, how will you know which one to tune your radio to? Although the ATIS contains information that is superfluous to your needs it also contains the ceiling, visibility, temperature, dew point, wind velocity, and direction. If you are planning to enter a busy airport controlled airspace with ATIS available the controller will expect you to call in with the tag “I have information sierra,” with that last word being the phonetic alphabet designation of the ATIS report you heard.

Section 2 of AIM chapter 4 is about communications phraseology. If you have not previously operated aircraft radios, it would be a very good idea to review this section. A controller expects you to be able to use this aviation lingo. For instance, if you are calling the tower, but using the designated ground control frequency (which may be the only frequency your radio has that is usable with that tower) how do you address it? You say “Podunk ground,” not “Podunk tower.” When calling an uncontrolled airport on a UNICOM frequency you say “Podunk UNICOM,” not “Podunk airport.” Do you know the ICAO phonetic alphabet? When stating your call sign, it’s “November 1, 2, 3, 4,” not “N 1, 2, 3, 4,” and you should also pronounce the alphanumerics properly; thus, “nin-er” for 9, “tree” for 3, “fife” for five, etc.

When you are working with a controller to utilize controlled airspace, keep in mind the FAR Part 91.3(a) that states, in part, that the PIC is the final authority for the safe conduct of the flight. Controllers get so few opportunities to work balloons that it is very possible that they will issue you instructions that are, in your judgment, unsafe for you to follow. In this case, the onus is on you to get that clearance amended. Job one is to fly the balloon as safely as possible.

Let’s suppose that a Temporary Flight Restriction (TFR) occurs governing the airspace you are flying in, and through no fault of your own you are now intercepted by military aircraft. What to do! What to do! Chapter 5 tells you to transmit your identification, location, and intention, on 121.5 VHF. This is also the emergency frequency and should get you a response.

You find yourself drifting out over the ocean and it looks highly unlikely that any favorable wind will blow you back. What is the number of the nearest Coast Guard Rescue Coordination Center? If you fly near the ocean it might be an excellent idea for the ground crew to have this number. I know I’d much prefer my ground crew be in direct contact with the people who can directly help me, not the local deputy sheriff. AIM Table 6-2-2 is where this information resides. There is even a number for Hawaii in case you get a really bad wind.

You all know the phone number to get a weather briefing, but do you know where in AIM to find that number? It’s in Chapter 7, where you will also find the DUATS phone numbers and the common Flight Service frequency, 122.2 to get weather information while airborne. This is the chapter that tells you all about those Airmets, Sigmets, AWOS, etc. Did you know there are 4 levels of AWOS?

Once you get a copy of your very own AIM and you have verified all the above information you might want to wander around it and explore some other interesting areas such as: FAA K-9 Explosive Detection Team, ICAO Cold Temperature Error Table for altimeters, everything you’ve always wanted to know about wind shear, UFO reports, and the dangers of flying after SCUBA diving. If you find anything unusually interesting, let me know.