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August, 1996

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What is Class C Airspace?
Generally, that airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or passenger enplanements. Although the configuration of each Class C area is individually tailored, the airspace usually consists of a surface area with a 5 NM radius, an outer circle with a 10 NM radius that extends from 1,200 feet to 4,000 feet above the airport elevation and an outer area. Each person must establish two-way communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while within the airspace. VFR aircraft are only separated from IFR aircraft within the airspace.

What are Class C Services?
They include the following:

1. Sequencing all aircraft to the primary airport.
2. Standard IFR services to IFR aircraft.
3. Separation, traffic advisories, and safety alerts between IFR and VFR aircraft.
4. Mandatory traffic advisories and safety alerts between VFR aircraft.

When holding is issued, pilots should be informed of the expected length of delay. Class C services can only be provided in a radar environment.

The Area Notice in the U.S. Government Publication, Chart Supplement - Pacific (shown below) is a pending revision to the existing notice. It includes additional VFR checkpoints and advisory information to pilots.

Four new VFR checkpoints have been added at: Olowalu, McGregor Point, Molokini Island, and Makena. The checkpoint at Kihei has been deleted. The new checkpoints are located a little further out from the airspace boundaries to allow time for initial radio contact, radar identification, and radar handoff to the Maui Airport Traffic Control Tower (ATCT) prior to airspace boundary crossing. The Maui ATCT controls the Class C airspace. Although publication of the new Area Notice will not occur until August 15, 1996, we request that you begin using the new checkpoints now!

RUNWAY 4R, 4L TAXIWAY HOLD SHORT PROCEDURES

The problem is that the change in the locations of the taxiway hold-short lines required a change in procedures and created substantial confusion for many of the airport users. It stems from the fact that airplanes can no longer hold short between runways 4R and 4L, where prior to last summer they could. The following is a review of the current procedures at Honolulu with regard to runways 4R and 4L.

The Situation Before:
Before last summer there was a "clear space" of sufficient size between the hold-short line for runway 4L and the hold-short line for 4R on taxiways F, D and E to have a small single-engine, or light twin- engine aircraft hold in and be clear of both runways. An aircraft which was instructed to "cross 4R and hold short of 4L" could do so and wait in the clear in-between the runways while aircraft were taking off or landing on both sides.

What Happened to the Taxiway Hold-Short Lines:
The taxiway hold-short lines for 4R and 4L were simply moved further outward from their respective runways. This was no problem for the west side of 4L and the east side of 4R because there is plenty of space there. The problem is that the space between runways 4L and 4R is limited. Still the hold-short lines were moved outward further away from their respective runways. Between the runways on taxiways F, D and E they ultimately flip-flopped.

The Situation Now:
Now that the hold-short lines between 4R and 4L on taxiways F, D and E have changed, there is no longer a "clear space" between these runways in which an aircraft can hold while landings and takeoffs are conducted. The safety zone on the left side of 4R overlaps with the safety zone on the right side of 4L. The area that was clear space before is now a "no man's land" in which aircraft can no longer hold.

The Present Procedure:
Now that aircraft can no longer hold short between the runways, they must hold short on the east side of 4R. The tower is no longer likely to instruct an aircraft to "cross 4R and hold short of 4L," because if they do, then runway 4R would be occupied and unavailable to other aircraft. Tower will make the aircraft hold short of 4R until they can cross 4R and go directly into position on 4L. The procedure for landing on 4L and going to the south ramp for parking is more critical because you must at some point cross runway 4R. After landing on 4L you may turn off the runway onto taxiway D or E, but you must stop before the hold-short line for 4R. In the absence of any instruction to "turn right and cross 4R," or if you are instructed to "turn right, hold short of 4R," you must stop prior to the 4R hold-short line. When you do so, 4L is still occupied and unavailable for other aircraft to land or take off. DO NOT simply taxi to a position in-between the hold-short lines (as we were allowed to do until last summer). If you do so, you will violate runway 4R. Stop short of the first hold-short line, which has the solid side of the lines facing you, and wait for your clearance to cross runway 4R. You must receive a "cross 4R" clearance before you can taxi your aircraft across that hold-short line.

Review Aeronautical Information Manual (AIM) paragraph 2-3-5-a for more information about hold short procedures.

Thanks to the support of Aviation Safety Volunteers and friends, we are now online.

The PACIFIC ISLAND FLYER can be found at: http://www.aero.com

If you can receive the seminar schedule from the Internet, please let your local Safety Program Manager know at the next safety seminar.

Chuck Hicks, Jr.
Regional Safety Program Manager

Reminder: There will be no safety seminar in August, however, plan on "WINGS WEEKEND '96" on September 21-22, 1996. Please contact Rob Moore, ASC Coordinator, (808)672-9939.

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