TRSAs gestated long before alphabet airspace. They were a non-entity when I started flying in 1979. Even then no one knew why they existed, but I always figured it was some combination of politics and the FAA modernizing by replacing 50 year old technology with 25 year old technology.
I’m howling: “It’s Justin.” Ha ha!
Just tell Timmy to like, just shut up and go away…
Another good one, Paul. “So, does this mean I’m not ‘prohibited’ from entering Prohibited Areas?” - Spoken like a true middle schooler. Or second lieutenant, whichever.
To see one on a chart check out Altus AFB (KLTS). It’s easy to see the chart markings because Altus is located in the middle of nowhere. According to the AIM:
> TRSAs were never controlled airspace from a regulatory standpoint because the establishment of TRSAs was never subject to the rulemaking process; consequently, TRSAs are not contained in 14 CFR Part 71 nor are there any TRSA operating rules in 14 CFR Part 91.
Altus is a good example of why TRSAs still exist. It requires a radar facility only because it has a lot of large aircraft flying around it all the time because it hosts the squadrons conducting initial training for the USAF’s KC-135, C-17, and C-5 aircraft. According to the AIM, TRSAs were originally intended to be converted to ARSAs, but “the ARSA requirements became relatively stringent and it was subsequently decided that TRSAs would have to meet ARSA criteria before they would be converted.” In other words, there’s no need to waste a lot of money converting a perfectly good TRSA to a Class C in a place like Altus.
When I flew out of there it was manned exclusively by military controllers–I don’t know if that’s still the case.
The introduction of class C airspace changed my life … well … a little. I used to fly at a gliderport (another good airport turned into a golf course) under the Manchester NH TRSA and everybody was happy. When the TRSA became class C, a lot of VFR pilots now HAD to talk to Manchester (now Boston) approach and didn’t wanna. So, instead, they flew under the class C and often right through our pattern.
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It would be helpful, if Avweb listed the actual TRSA’s left in the NAS. I think PSP still has a TRSA, but I bet pilots in Southern California airspace are unfamiliar with it.
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Approach Control, City, State
Montgomery Approach, Montgomery, Alabama
Razorback Approach, Fort Smith, Arkansas
Fairbanks Approach, Fairbanks, Alaska
SoCal Approach, Palm Springs, California
Augusta Approach, Augusta, Georgia
Atlanta Approach, Macon, Georgia
Atlanta Approach, Warner Robins, Georgia
Rockford Approach, Rockford, Illinois
Lake Charles Approach, Lake Charles, Louisiana
Monroe Approach, Monroe, Louisiana
Great Lakes Approach, Kalamazoo, Michigan
Great Lakes Approach, Muskegon, Michigan
Great Lakes Approach, Saginaw, Michigan
Gulfport Approach, Gulfport, Mississippi
Great Falls Approach, Great Falls, Montana
Binghamton Approach, Binghamton, New York
Elmira Approach, Elmira, New York
Griffiss Approach, Rome, New York
Wilmington Approach, Wilmington, North Carolina
Fargo Approach, Fargo, North Dakota
Youngstown Approach, Youngstown, Ohio
Altus Approach, Altus, Oklahoma
Erie Approach, Erie, Pennsylvania
Harrisburg Approach, Harrisburg, Pennsylvania
Harrisburg Approach, Harrisburg, Pennsylvania
Wilkes-Barre Approach, Wilkes-Barre/Scranton, Pennsylvania
Tri-City Approach, Bristol, Tennessee
Houston Approach, Beaumont, Texas
Longview Approach, Longview, Texas
Huntington Approach, Huntington, West Virginia
Guam Approach, Tamuninga, Guam
Small point about ultralights…
There has long been a view, advanced by certain members of the aviation press, to the effect that ultralights are “vehicles” but not “aircraft” under the regulations.
A literal reading of the regulations suggests they are both - although admittedly there’s enough ambiguity that a judge could rule the regulations intended to exclude them from being “aircraft”.
The wording in 14 CFR 103 carefully sticks to “ultralight vehicle” and never once implies that these vehicles are “aircraft”; and in several places the wording seems a bit odd, if ultralight vehicles are “aircraft”.
Still, the authors of Part 103 never actually said ultralight vehicles are NOT aircraft for the purposes of the regulations.
14 CFR 1.1 defines both “aircraft” and “airplane”. Ultralight vehicles clearly meet the definition of “aircraft” and powered fixed-wing ultralight vehicles clearly meet the definition of “airplane”.
Just sayin’.
Paul, good essay. Responding to your comment on Sectional color codes, the TRSA boundary lines and associated characters are defined as “black” but in the printing process they are screened, for clarity, to about 80%, resulting in what looks like charcoal colored lines. Small detail, but the question came up several times through the years, and as a Flight Instructor at Palm Springs, I looked into this as I needed an explanation to flabbergast students.
KPSP is a part time Class D airport with a part time TRSA. The PSP TRSA was a consequence of a fatal accident. Uproar led to a radar facility that was subsequently upgraded to an ASR-9 then to an ASR-11 radar, now connected to SOCAL at Miramar, some 66 nm SW. No more Up/Down ATC at KPSP.
KPSP is very close to high terrain with an interesting mix of traffic, both fast and slow movers, compounded by traffic from two other airports, KUDD and KTRM. Thus, the PSP TRSA is in the books as somewhat of a small hub serving all three. It was a good thing when first implemented and I think that it continues to serve well. I instructed there for over twenty years, having enjoyed the wild ass rides due to winds and thermals. KPSP was one of my landings during my first solo cross-country flight back in 1967 and I was fairly impressed while going through the Banning Pass then on the approach to the landing. That Up/Down part remains.
Honest to Pete, Berge, you crack me up.
TRSA? Pffft.
If you’re searching for truth, look in your sectionals for the geomagnetic center!
I think TRSA’s first came into being in the late 60’s. If I remember correctly, it was also referred to as ‘Stage III’ radar service. The private pilots I knew took umbrage at being being asked if Stage III radar service was requested. ‘Negative Stage III’ was always their reply. ‘I ain’t lettin’ departure control tell me which way to fly. Hell no.’ Back when I learned to fly (the good ol’ days) at the Raleigh Muni airport (uncontrolled), there was approach/departure control and a tower at RDU airport 15 miles to the west, but vfr aircraft would usually just call tower approaching about 5 miles out. My airplane didn’t even have a transponder. Prior to my private pilot check, vfr flight following was not a thing, and I flew into a tower controlled airport (RDU) only 1 time.
Paul Berge as ever. I would bet he even remembers the hand prop job I administered at CNH
some time past in the days of antiquity. I even have, somewhere, a signed copy of “Bootleg Skies” to, like kinda, prove that we had a connection.
Frank L.
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Anyone in Southern California who has recently received their Private certificate is familiar with PSP’s TRSA … it’s a favorite item on the oral exam.
Tony. The Salem gliderport!
I’ve always taught TRSA’s to my student as a wannabe Class C playground where lonely controllers actually want to talk to you and can be a very helpful lot.
TRSAs were the little brother to TCAs. Terminal Control Areas were regulatory with their very own weather minimums and rules (similar to Class B and at those very same airfields). TRSAs and TCAs were identical except that TRSAs were unregulated. They were there to provide guidance mostly to IFR traffic and radar service to anyone who asked. Today if you’re filed IFR you probably won’t notice any difference from Class C airspace but you don’t have to talk with them if you don’t want to if you’re VFR.
As described in 14 CFR 91.225, ADS-B Out performance is required to operate in Class A, B, and C airspace. Above the ceiling and within the lateral boundaries of a Class B or Class C airspace area upward to 10,000 feet MSL. Note that ADS-B is not required in Class D airspace, or under a Class B or Class C airspace shelf, unless it lies within a Mode C veil, nor within TRSAs.
Will DeSantis even allow you to say “TRSA” if you’re in Florida?
Frank, I do recall that late afternoon “quick turn around” in my Champ, cruising toward northern Vermont’s Caledonia County Airport (KCDA). That was a beautiful trip and a long time ago. I still have your Franks Flight Service business card–and refrigerator magnet–on my hangar wall (6Z6). Gotta get me a copy of that there Bootleg book…
Thanks. A half-million years ago, I was a controller at MRY tower/approach. I believe we had an ARSA at the time. Flew Banner pass some years later in my Marquart biplane from Iowa via PSP to VNY with many fuel stops. Smooth day, good ride, until I got totally lost in the Socal area and pissed off every controller en route.
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