Navigation Home. Government Sites USA. Generally, airspace from 18, feet mean sea level MSL up to and including fl ight level FL , 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 pilots must operate their aircraft under instrument flight rules IFR.
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 air traffic control 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. Not their fault so much as it's too fricken busy to deal with span cans. Houston is almost polar opposite and they seem to go out of their way to accommodate general aviation.
Last edited: May 15, Clark , May 15, Joined: May 8, Messages: 2, Display name: somorris. Hi durkinm. Memphis controllers are great. Just file what you want and come on over. Please post here when you get back home if your experience with Memphis is anything but great.
Memphis is so quiet these days that unless you're out there during FedEx time unlikely , you're going to get "approved as requested" for anything short of buzzing the tower. ZeroPapaGolf , May 15, ARFlyer , May 15, But one could also fly as far south as SAU below or Lake Merced below outside the Bravo before having to ask for clearance.
So my question is whether the intent is that one should start at the mapped limits of the transition routes or whether one can ask for them anywhere as long as you're outside the Bravo? Vaguely related question: the FAA presentation on the latest version of the SFO B shows that the intention for the coastline transition is "at or above ".
Is this documented somewhere other than in this random PDF from a 2-year-old presentation? In this and other "Ask ATC" videos, they point out that if you're in VFR flight-following, ATC will not clear you for Class B without your requesting it, even if your current flight path will obviously enter that airspace.
If you are getting ATC VFR flight-following, you should make the request in the course of normal communications, but no later than the point where you can easily divert if clearance is denied.
This, too, you should do well before the point when diverting around the airspace becomes inconvenient. If you're squawking , they'll give you a squawk at the same time, probably an altimeter setting, and possibly altitudes and vectors through the Bravo, so be ready with your lapboard or tablet. Don't hesitate to ask for a re-read, or even to ask them to speak more slowly—in another "Ask ATC" video , they say that controllers often accelerate their speaking pace over the course of a shift without realizing it, they know that VFR pilots aren't as practiced in ATC comms, and they'd much rather you ask for them to repeat more slowly than for you to make a guess.
So long as you're already handed-off to if flight-following or have made contact with the ATC with jurisdiction over the Class B, you can theoretically do it as early as you like. So there's a bit of a trade-off: later makes it harder to divert, but easier for ATC to have awareness of you. Earlier makes it easier to divert, but ATC may not be ready to clear you if you're far enough out that the traffic situation may change significantly before you enter the airspace.
Since you're probably significantly slower than most of the aircraft in the Class B, that makes it even more likely that the situation will change. Sign up to join this community. The best answers are voted up and rise to the top. Stack Overflow for Teams — Collaborate and share knowledge with a private group.
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