4.2.2.3 Because of the heavy traffic volume and the procedures necessary to efficiently manage the flow of traffic, it has not been possible to incorporate VFR corridors in the development or modifications of Class B airspace in recent years.
4.2.3 Class B Airspace VFR Transition Routes
4.2.3.1 To accommodate VFR traffic through certain Class B airspace, such as Seattle, Phoenix, and Los Angeles, Class B Airspace VFR Transition Routes were developed. A Class B Airspace VFR Transition Route is defined as a specific flight course depicted on a Terminal Area Chart (TAC) for transiting a specific Class B airspace. These routes include specific ATC assigned altitudes, and pilots must obtain an ATC clearance prior to entering Class B airspace on the route.
4.2.3.2 These routes, as depicted in FIG ENR 1.4.2, are designed to show the pilot where to position his/her aircraft outside of, or clear of, the Class B airspace where an ATC clearance can normally be expected with minimal or no delay. Until ATC authorization is received, pilots must remain clear of Class B airspace. On initial contact, pilots should advise ATC of their position, altitude, route name desired, and direction of flight. After a clearance is received, the pilot must fly the route as depicted and, most importantly, adhere to ATC instructions.
4.3 Terminal Radar Service Area (TRSA)
4.3.1 Background. The terminal radar service areas (TRSAs) were originally established as part of the Terminal Radar Program at selected airports. TRSAs were never controlled airspace from a regulatory standpoint because the establishment of TRSAs were never subject to the rulemaking process; consequently, TRSAs are not contained in 14 CFR Part 71 nor are there any TRSA operating rules in Part 91. Part of the Airport Radar Service Area (ARSA) program was to eventually replace all TRSAs. However, the ARSA requirements became relatively stringent, and it was subsequently decided that TRSAs would have to meet ARSA criteria before they would be converted. TRSAs do not fit into any of the U.S. Airspace Classes; therefore, they will continue to be non.Part 71 airspace areas where participating pilots can receive additional radar services which have been redefined as TRSA Service.
4.3.2 TRSA Areas. The primary airport(s) within the TRSA become(s) Class D airspace. The remaining portion of the TRSA overlies other controlled airspace which is normally Class E airspace beginning at 700 or 1,200 feet and established to transition to/from the en route/terminal environment.
4.3.3 Participation. Pilots operating under VFR are encouraged to contact the radar approach control and avail themselves of the TRSA Services. However, participation is voluntary on the part of the pilot. See ENR 1.1, paragraph 39.2, for details and procedures.
4.3.4 Charts. TRSAs are depicted on VFR section-al and terminal area charts with a solid black line and altitudes for each segment. The Class D portion is charted with a blue segmented line.
Federal Aviation Administration Twentieth Edition
FIG ENR 1.4.2
VFR Transition Route
ENR 1.5 Holding, Approach, and
Departure Procedures
1. Holding Procedures
1.1 Patterns at the most generally used holding fixes are depicted (charted) on U.S. Government or commercially produced (meeting FAA requirements) Low or High Altitude En route, Area, and STAR charts. Pilots are expected to hold in the pattern depicted unless specifically advised otherwise by ATC. (See ENR 1.1, paragraph 27., ATC Clearances and Aircraft Separations.)
NOTE.
Holding patterns that protect for a maximum holding airspeed other than the standard may be depicted by an icon, unless otherwise depicted. The icon is a standard holding pattern symbol (racetrack) with the airspeed restriction shown in the center. In other cases, the airspeed restriction will be depicted next to the standard holding pattern symbol.
1.2 An ATC clearance requiring an aircraft to hold at a fix where the pattern is not charted will include the following information:
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