Illustration by Oliver Burston
The freedom to fly is a wonderful privilege and a life-changing experience. A quick check of weather, some basic flight planning, a good preflight inspection, and the world is all yours—almost. The freedom to go where you want, when you want, is not limitless. Occasionally there are places we can’t go, at least for a short time. For those times we have temporary flight restrictions (TFR).
In our post-9/11 world, TFRs sometimes seem to pop up like popcorn. Occasionally they’re on short notice, especially during election years. Checking for TFRs has become an essential part of a preflight briefing, to make sure you don’t miss one (see “TFR Sleuth,” page 35).
An FAA violation for a TFR incursion could ruin your day and may leave a permanent mark on your airman record. This could come in the form of a temporary suspension of your pilot certificate, or you might get a warning letter—it depends on the specifics of the TFR violation and circumstances.
Several provisions within the federal aviation regulations authorize the FAA to restrict aircraft operations in designated areas. Among the more commonly used, FAR 91.137 is the regulatory basis for a TFR in the vicinity of a disaster or a hazardous area. This could include large fires, especially those where firefighting aircraft are at work, as well as floods or any other disaster for which aircraft are conducting relief operations.
FAR 91.145 authorizes TFRs in the vicinity of aerial demonstrations and major sporting events. However, not many sporting-event flight restrictions are issued under the provisions of this regulation. That’s because another rule—FDC Notam 4/3621, perhaps better known as the “stadium notam”—prohibits aircraft operations at or below 3,000 feet agl within a three-nm radius of any stadium that can seat 30,000 or more people during a major league baseball, NFL, or NCAA game, or a major motor speedway event. These restrictions are in effect from one hour before the scheduled starting time until one hour after the event ends (see “A Sporting TFR,” page 34).
Finally, there is the VIP TFR. Authorized by FAR 91.141, these usually are issued for the president or vice president of the United States, or foreign dignitaries. Frequently there are two sections—an inner area that is more or less off limits, and a larger outer area where some general aviation flights can be conducted. Every TFR is unique, but in most VIP TFRs it is possible to fly in the outer area if you adhere to the established protocol for operating in this airspace. Operations within the outer rings usually are limited to aircraft arriving or departing local airfields; they must be on an active IFR or VFR flight plan, squawk a discrete transponder code assigned by air traffic control prior to departure and at all times while in the TFR, and must maintain radio communication with ATC. Operations normally prohibited in the outer rings include flight training and practice instrument approaches.
Personal experience
Last summer my flight was affected by a VIP TFR. Not wanting to miss my Thursday morning breakfast at Flo’s Airport Café in Chino, California, I learned the procedure required to make the 20-minute trip from my home in Long Beach, California. Long Beach was far enough away from the published TFR’s inner “no-fly zone” that we were able to fly by following the established procedures. Using the ForeFlight app on my iPad mini, I filed two VFR flight plans (one each way) the night before, so they were in the system. I also could have filed a VFR flight plan the morning of the flight.
When I got to the flight line just after 5:30 a.m. (yes, we meet and fly early, have breakfast, and generally are back by 8 a.m.), a friend had already spoken to flight service and Socal Tracon. He already had his squawk code and departure frequency for Socal.
Since I had already filed a VFR flight plan, after preflighting, I called flight service and requested a standard briefing, to cover all the bases—I was not taking any chances on this. Then I asked the briefer to activate my VFR flight plan. I obviously was not yet airborne, but you can do this with a VFR flight plan. I estimated that I would be taking off within 10 minutes. Thus, there was no need to change frequencies while airborne in order to contact flight service and activate the flight plan.
Because the Long Beach tower doesn’t open until 6:15 a.m., I next telephoned Socal. After a few keystroke entries for the correct extension, I was put on hold! This is the last thing I wanted with the clock ticking. I hung up, waited a moment, and called back. This time I got through and, just as if I had been in the airplane, told the person working the clearance delivery desk that I wanted a VFR squawk code and a departure frequency for flight following, to depart Long Beach for Chino. I told him that I had a VFR flight plan for the route. Again, this is the required protocol for flying with a VIP TFR in effect.
The specialist put me on hold briefly and then assigned me a code and the frequency. That was easy enough. I then started up and taxied to the runway for takeoff, announcing my position on the CTAF. Once airborne, and after switching frequencies to Socal, I was asked my planned altitude and told to resume my own navigation. Long Beach to Chino is only 27 nautical miles, but because of Southern California’s airspace I was handed off to another controller twice while en route. Then, about five miles southwest of Chino, I was told radar service was terminated, to switch to advisory frequency (CTAF), and not to change the squawk code. After landing, I was able to call flight service on 122.3 MHz as I taxied in and closed my VFR flight plan. Simple enough.
After breakfast and with the TFR still in effect, I called flight service before getting into the airplane and requested an abbreviated briefing—again, to cover all the bases, and ensure the TFR had not changed—and then asked the briefer to please open/activate my VFR flight plan, estimating airborne within 10 minutes. After that, I requested flight following to Long Beach from Chino ground control, mentioning that I had a VFR flight plan activated. Ground issued me a clearance for flight following, and then, per their practice, the tower gave me a squawk code when I was on the run-up pad, ready for takeoff.
On the return, Socal handed me off to Long Beach Tower, and after I landed, parked, and shut down the airplane, I telephoned flight service to close my VFR flight plan. I was also getting reminders from ForeFlight on my iPad to close both of my VFR flight plans. I appreciated the ForeFlight reminders because it is very easy to get distracted and forget to close a VFR flight plan. Ask me how I know. I have already done that, years ago.
It’s just a matter of knowing the procedures, the airspace, and complying with all the regulatory requirements. I didn’t want to forget or screw up and have a welcoming committee waiting on my arrival.
Check for TFRs before you leave, make sure you know how to operate in and around any that are active, and follow the specified procedures, and you’ll have a long and happy life of flying.
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