Class B airspace covers some of the busiest commercial airports in the world, with 37 airports in the United States designated as Class B. Most of the traffic in this airspace is on an IFR flight plan, but you'll find VFR traffic inside, too. So what is the logic behind Class B airspace? Show What Is Class B Airspace?Class B airspace protects some of the busiest commercial airports in the world. You'll find a constant flow of airliners and regional jets arriving and departing, and, no matter what the weather, Class B airspace is always busy. Add to the mix corporate jets, cargo operations, and personal aircraft on both VFR (Visual Flight Rules) and IFR (Instrument Flight Rules) flight plans, and you've got a busy mess. To accommodate all of these flights, Class B airspace has some of the strictest equipment and communication requirements of any airspace. But, it also has some of the most lax weather minimums. Why? Read on and find out... It's Highly ControlledAir Traffic Control makes Class B airspace possible by constantly monitoring and separating each flight in the airspace; that's also why it has some of the most relaxed weather minimums, because ATC always has eyes on you. Approach and departure control transitions aircraft into and out of the airspace, and tower controllers sequence them in for landing and takeoff. ATC controls everything you do in Class B airspace. As you're learning about the airspace and its requirements, keep in mind that they're in place so that you and ATC remain in constant communication. ATC is always aware of where you're at and what you're doing. How To Find ItClass B airspace surrounds the largest airports in the United States. Denver International (KDEN), Los Angeles International (KLAX), Chicago O'Hare (KORD), and Atlanta Hartsfield (KATL) are all examples of airports in Class B airspace. Identifying Class B airspace on a VFR sectional map is pretty easy. There are two markings you need to know to identify Class B airspace:
The horizontal boundaries of Class B airspace are marked with a thick blue line. Class B airspace typically has lots of different sections, so expect to see lots of thick blue lines that make up the horizontal limits of the airspace. The different sections of Class B airspace often form a perfect circle, but in some cases, the horizontal boundaries of Class B can be all kinds of shapes, due to mountainous terrain, neighboring airports, and other airspace. In this example, the west side of Denver's Class B airspace is 'cut-off' because of its close proximity to the Rocky Mountains. Vertical boundaries of Class B airspace are easy to identify as well. There are two sets of bold blue numbers, separated by a blue horizontal line. The top number represents the ceiling of Class B airspace in hundreds of feet MSL. For example, if the top number is "120," it means the ceiling of Class B for that section is 12,000 feet MSL. The altitudes are inclusive, so if you're flying in that section at 12,000 feet MSL, you're in Class B. The bottom number represents, you guessed it, the floor of Class B airspace in hundreds of feet MSL. For example, if the bottom number is "080," it means the bottom of Class B airspace for that section is 8,000 feet MSL. So, if you're flying at 8,000 MSL in that section, you're in Class B. When a section of Class B airspace extends to the surface, the bottom number is replaced with the letters "SFC", for "surface." But how high does it go? Class B airspace typically extends up to 10,000 feet MSL, however, it can vary. In this example, Denver's Class B goes up to 12,000 feet MSL because it's a high-altitude airport. (Arrival into Denver KDEN shown below) The Mode-C VeilAir Traffic Control closely monitors everything that happens inside - and around - Class B airspace. They need to have accurate altitude information on each aircraft in the area to make sure they remain separated from the Class B traffic. Because of that, all aircraft need to use a Mode-C altitude reporting transponder inside and around Class B airspace. Class B airspace is surrounded by what's known as a "Mode-C veil." The Mode-C veil is marked by a thick magenta ring, with the words "30 NM MODE C" next to it. What does it mean? The Mode-C veil is NOT part of Class B airspace, however, any flight within the veil requires you to use a Mode-C transponder. But how high does it go? The Mode-C veils extend vertically from the surface to 10,000 feet MSL. It stops at 10,000 MSL because any flight above that altitude requires a Mode-C transponder, regardless of where you are. So what happens if your airplane doesn't have a Mode-C transponder? Are you banned from flying within 30 mile Mode-C veil? Not necessarily - aircraft not originally certificated with an engine driven electrical system, or aircraft that have not subsequently been certified with a system installed can fly within the Mode C veil, provided the aircraft remains outside Class A, B or C airspace; and below the altitude of the ceiling of a Class B or Class C airspace area designated for an airport or 10,000 feet MSL, whichever is lower. Why The Funny Shape?Lots of people say Class B airspace looks like an upside-down wedding cake. While it's not always made up of perfect circles, it is typically narrow at the surface and wide at the top. Take the Denver Class B airspace on the screen for example. There are lots of different sections at different altitudes, but for the most part, it's narrow at the bottom and wide at the top. As planes arrive and depart a Class B airport, they need to be kept at a safe distance from other aircraft in the area. Many of those planes are lower, slower, and in different airspace around the Class B. The cake shape allows arriving and departing aircraft to remain in the Class B airspace as they transition to what's called the 'enroute structure', or the big and relatively open airspace at higher altitudes. At the same time, lower and slower airplanes can continue operating safely at smaller airports outside (but near) Class B airspace. Easy Enough, Right?When you think about it, Class B isn't too difficult to understand. It's simply there to adequately handle a large influx of VFR and IFR traffic arriving into one area. If you understand its shape and purpose, it'll be much easier to plan your flight through Class B. Looking For More Info?Want to learn more about airspace? Try our National Airspace System online course. With tons of quizzes and simple explanations, it's an easy way to get ready for your next checkride or flight review.
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 To be considered a Class B airspace designation candidate, the candidate airport must meet the criteria listed under Order JO 7400.2M. Section 15-2-1 of this order describes candidate airports for Class B designation. Candidates are determined primarily on the volume of the aircraft at the candidate airport and an assessment of the potential risk of a mid-air collision in the terminal area. Class B designation must contribute to the safety and efficiency of operation and be necessary to correct a current situation that cannot be solved without a Class B designation. To qualify as Class B airspace, the candidate airport must:
Airports with Class B airspace may have their Class B airspace revoked when the airport does not meet Class B airspace criteria for at least five years and is projected to remain below those criteria for the next five years. Class B airspace locations must include at least one primary airport around which the Class B airspace area is designated. General DesignClass B airspace is regulatory in nature and is generally airspace from the surface to 10,000ft MSL surrounding the nation's busiest airports. However, there is no standard Class B design. Instead, the size and shape of a Class B airspace area will vary depending upon location-specific ATC operational and safety requirements. Class B airspace is designed to be as simple as possible with a minimum amount of sub-areas as possible. However, the vertical and lateral limits of the airspace must contain all instrument procedures at the primary airport(s) within the Class B airspace. Designers keep the following in mind while designing Class B airspace:
Lateral BoundariesClass B airspace boundaries are defined with a variety of techniques and methods. Designers can define Class B airspace boundaries such as:
When defining the lateral boundaries, the following must be kept in mind:
The surface area of class B airspace should be designed based upon operational needs, runway alignment, adjacent regulatory airspace, and adjacent airports. However, the surface area must, at a minimum, encompasses all final approach fixes. The intermediate and outer shelf sub-areas may be subdivided based on terrain and other regulatory airspaces but must contain instrument procedures. Vertical LimitsThe upper limit or maximum height of Class B airspace should not exceed 10,000ft MSL. However, airports with high field elevations, adjacent terrain, and specific operational needs may have an upper limit of greater than 10,000ft MSL. The vertical limits of the surface area will be from the surface to the upper limit of the Class B airspace. At a minimum, the vertical limits of the surface area must encompass all final approach fixes and minimum altitudes at those final approach fixes. The vertical limits of subfloors and intermediate and outer shelf areas should step up with distance from the airport. The floors of these areas will be predicated on the instrument procedure climb and descent gradients to ensure containment of those procedures. The floors of sub-areas shelves can be adjusted considering the terrain, adjacent regulatory airspace, and common vectored flight paths that are not published in any procedure. However, sub-area exclusions are permitted to accommodate adjacent regulatory airspace and/or terrain. Different Class B altitude ceilings may be designated for specific sub-areas if there is an operational or airspace efficiency advantage, provided it does not cause pilot confusion or lead to inadvertent intrusions and excursions of the Class B airspace area. Class B airspace floors also take into consideration the adverse effects on satellite airport operations. If the airspace directly over a satellite airport is not required, it is generally excluded from the Class B airspace. However, special published traffic patterns and/or procedures may be required. Part 91.131(a) lists the operational requirements to operate within Class B airspace. The most critical operational requirement for Class B airspace is that the pilot must receive an ATC clearance to enter class B airspace. IFR aircraft will receive this clearance when they receive their initial IFR clearance or an amended clearance at some point in the flight. VFR aircraft must specifically hear the following phraseology to be considered cleared to enter bravo airspace: [Callsign] CLEARED THROUGH/TO ENTER/OUT OF BRAVO AIRSPACE, and as appropriate, VIA (route). MAINTAIN (altitude) WHILE IN BRAVO AIRSPACE. or, CLEARED AS REQUESTED. ATC will then add additional instructions as necessary. If ATC can not clear a VFR aircraft through bravo airspace, the following phraseology will be used: [Callsign] REMAIN OUTSIDE BRAVO AIRSPACE.ATC will also give the reason the aircraft must remain outside the bravo airspace and additional instructions if needed. VFR aircraft that are cleared into the bravo will also be notified when they are leaving the bravo airspace with the following phraseology: LEAVING (name) BRAVO AIRSPACE, and as appropriate, RESUME OWN NAVIGATION, REMAIN THIS FREQUENCY FOR TRAFFIC ADVISORIES, RADAR SERVICE TERMINATED, SQUAWK ONE TWO ZERO ZERO. Additional requirements include:
Part 91.131(c) lists the communication and navigation equipment requirements required to enter Class B airspace. All aircraft that wish to operate in Class B airspace must:
IFR aircraft must also be equipped with either an operable VOR, TACAN, or suitable RNAV system. Pilot certification requirements to enter Class B airspace or to land at an airport within Class B airspace can be found under Part 91.131(b) As a general rule, to take off and land at an airport within a Class B airspace area or to operate within a Class B airspace area, the pilot must hold at least a private pilot certificate. However, a recreational, sport, or student pilot may operate within Class B airspace if certain requirements are met. Recreational pilots must meet the requirements of Part 61.101(d) or meet the requirements of a student pilot seeking a recreational pilot certificate found in Part 61.94 Sport pilots must meet the requirements of Part 61.325 or meet the requirements of a student pilot seeking a sport pilot certificate found in Part 61.94. Student pilots may operate within Class B airspace if they have met the requirements of Part 61.94 or Part 61.95 as applicable. Recreational, sport, or student pilots may also land and take off at an airport located within a Class B airspace area as long as the airport is not any of the following airports: Atlanta, GA (Hartsfield-Jackson Atlanta International Airport)Boston, MA (General Edward Lawrence Logan International Airport)Camp Springs, MD (Joint Base Andrews)Chicago, IL (Chicago-O'Hare International Airport)Dallas, TX (Dallas/Fort Worth International Airport)Los Angeles, CA (Los Angeles International Airport)Miami, FL (Miami International Airport)Newark, NJ (Newark Liberty International Airport)New York, NY (John F. Kennedy International Airport)New York, NY (LaGuardia Airport)San Francisco, CA (San Francisco International Airport) Washington, DC (Ronald Reagan Washington National Airport) To land at any of these airports requires the pilot to hold at least a private pilot certificate. Part 91.155 describes VFR weather minimums. In Class B airspace, all aircraft are essentially treated as IFR traffic even if being flown under VFR. ATC will provide spacing and traffic advisories removing much of the pilot's burden to see and avoid; however, it is still the pilot's responsibility to watch for other traffic at all times. Since every aircraft is treated as if they are an IFR aircraft, a VFR aircraft simply must remain clear of clouds and have a forward visibility of at least 3sm. A common misconception with Bravo airspace is that a pilot can not travel at an indicated airspeed greater than 250 knots while in Bravo airspace. This misconception comes from Part 91.117(a), which states: Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots (288 m.p.h.). While this rule would apply to aircraft operating within Class B airspace at an altitude less than 10,000ft, it is not just a Class B airspace rule. This rule applies everywhere. The only rule that strictly applies to Class B airspace is found in Part 91.117(c), which states: No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated airspeed of more than 200 knots (230 mph). However, Part 91.117(d) states that if a pilot required a minimum safe airspeed for any particular operation greater than these speeds, the pilot may operate at that minimum speed. The zero-sideslip is necessary for a pilot to maintain control of an aircraft and have the greatest climb performance during an engine failure in a twin. Aerodynamics | February 10, 2022 The critical engine on a multi-engine aircraft is the engine whose failure will result in the most adverse effects on aircraft performance and controllability. Aerodynamics | January 27, 2022 Pilots use medical certificates to show that they meet the health requirements to perform the duties and privileges of their pilot certificate. Physiology | January 4, 2022 Runway markings vary depending on the type of operations conducted at the airport Systems | December 29, 2021 An Emergency Locator Transmitter (ELT) is a battery-operated transmitter developed to locate a downed aircraft and is a component of the various emergency services available to pilots. Systems | November 14, 2021 |
What are the lateral dimensions of Class B airspace?
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