Participation in TRSA services is voluntary; however, pilots operating under VFR are encouraged to contact the radar approach control and take advantage of TRSA service.

National security areas consist of airspace of defined vertical and lateral dimensions established at locations where there is a requirement for increased security and safety of ground facilities. Pilots are requested to voluntarily avoid flying through these depicted areas. When necessary, flight may be temporarily prohibited.

National security areas can be changed to TFRs with very little notice. Check the status of the airspace with the FSS before flying through a national security area.

The landing of aircraft is prohibited on lands or waters administered by the National Park Service, U.S. Fish and Wildlife Service, or U.S. Forest Service without authorization from the respective agency. Exceptions include:

Pilots are requested to maintain a minimum altitude of 2,000 feet above the surface of the following: National Parks, Monuments, Seashores, Lakeshores, Recreation Areas and Scenic River ways administered by the National Park Service, National Wildlife Refuges, Big Game Refuges, Game Ranges and Wildlife Ranges administered by the U.S. Fish and Wildlife Service, and Wilderness and Primitive areas administered by the U.S. Forest Service.

PPC preflight planning should include a review of the airspace that will be flown. A local flight may be close to the field and include only Class G and Class E airspace. Minimum visibility and cloud clearance may be the only requirements for both the pilot and the powered parachute.

If you will be flying through controlled airspace, you must determine if the PPC meets all of the equipment requirements of that airspace. [Figure 8-3] You must also review your qualifications to determine if you meet the minimum pilot requirements of the airspace. If you or the PPC do not meet the minimum aircraft and/or pilot requirements of the airspace, then the preflight planning should include a course around the airspace. Extra time and fuel will be required for the circumnavigation and should be taken into consideration prior to departure. With proper preflight planning, transition or circumnavigation of the controlled airspace should not be a problem for the pilot or the powered parachute.

In uncontrolled airspace separation from other aircraft is the responsibility of the pilot. Separation from higher speed traffic may require flight paths different than faster traffic. The PPC pilot may be asked to expedite or deviate from a traditional course. The PPC pilot must work with ATC in advising of the airspeed limitations and surface wind speed and direction limitations. Safe operation in controlled airspace requires that the controller understand the limits of the powered parachute.

In uncontrolled airspace the responsibility for separation from other aircraft is the responsibility of the pilot. The PPC pilot must be aware that the pilot of the other aircraft may not understand the requirements and/or limitations of the PPC. In operations at uncontrolled airports 14 CFR part 91 requires that PPCs avoid the flow of fixed-wing aircraft.

Regardless of the airspace, see and avoid is a key element of flying in a PPC. The slow speed of the PPC allows it to be overtaken by higher performance aircraft quickly. Vigilance and proper scanning techniques are extremely important in all airspace, particularly when operating around nontowered airports.

Knowledge of airspace dimensions, requirements to enter the airspace and geographical location of the airspace is the responsibility of all pilots. The current sectional chart is the primary official tool to determine the airspace you are flying within or trying to avoid.

Pilotage is navigation by reference to landmarks to determine your location and the location of airspace. Pilotage is the best form of navigation to ensure that you avoid airspace you are not authorized to enter. Locating your position on the sectional chart and locating/identifying the airspace you want to enter/avoid requires preflight planning on the ground and situational awareness in the air.

GPS is a very popular form of navigation use by powered parachute pilots. The GPS receiver is small, simple to use and inexpensive compared to other forms of electronic (radio) navigation. Simple modes of operation and the aviation database give the pilot a considerable amount of information about the flight, the terrain and Class B, C and D airspace, and special use airspace. Many pilots use GPS to determine distance from airspace with restrictions and/or communications requirements. When using GPS to avoid airspace, allow for a buffer between the aircraft and the airspace. The aviation database in the GPS may not exactly match the airspace as depicted on the sectional chart. If there is a difference between the sectional chart and GPS information, the sectional chart should be considered the correct information.

A PPC pilot using GPS should ensure that the batteries are fresh and the aviation database is current. Never rely entirely on the GPS for navigation. Always back up GPS by using pilotage with a sectional chart and checkpoints when flying beyond visual range of a familiar airport. In addition, the GPS should be secured in the powered parachute so it does not depart the cart, nor touch the propeller before it stops.