Which airports conflict with R931A or R931B, and why it matters for safe flight

Airspace near radar operations can feel like a living map—shaped by time, activity, and the kind of weather you’ve got that day. If you’re studying radar SOPs or just trying to keep you and your crew safe when you fly or work in airspace control, here’s a practical nugget that pops up in real operations: which airports sit inside or near restricted airspace R931A or R931B? The answer you’ll want to remember is KSTF, KTUP, KGTR, and KCBM. These four are the ones that line up with the boundaries of those two restricted areas. The other options don’t share that same overlap, which matters a lot when you’re planning flights or parsing airspace data in a radar environment.

Let me break down what this means in plain terms, with enough detail to be useful without turning it into a wall of acronyms.

What are R931A and R931B, and why do they matter?

• R-931A and R-931B are restricted areas. Think of them as zones where flight operations may be limited or require special permission when they’re active. They exist for national security and safety reasons, often tied to nearby military activity or other sensitive operations.

• When a restricted area is active, air traffic is constrained. Pilots may need explicit clearance, or they may be routed away from the area entirely. This is not a suggestion; it’s a safety requirement.

• The key takeaway is: if your route or radar monitoring brings you into or through the boundaries of R931A or R931B, you’d better have your plan and permissions lined up.

Why these airports, and what’s special about them?

• KSTF, KTUP, KGTR, and KCBM fall within the footprint of R931A or R931B. In practice, that means a radar operator or flight planner who isn’t paying attention to airspace overlays could easily stumble into restricted airspace without realizing it.

• The other airport sets listed in the multiple-choice options do not sit in that overlapping area, at least not in the active configuration of those restricted zones. That distinction—who’s inside and who isn’t—can be the difference between a smooth radar plan and a last-minute reroute.

How you spot it on charts and in the cockpit

• Start with the chart in use. Sectional charts for VFR or en route charts for IFR will show the R-931A/B blocks. They’re labeled and drawn with a border that defines the space. The labeling is your first clue.

• Look for the timing. Some restricted areas are active only at certain times. Others are active continuously but may have specific weather or military activity windows. Notams—those little notices with official airspace updates—are the authoritative source for when a particular piece of airspace is active or modified.

• If you’re using digital tools, you’ll often see an overlay option for restricted areas. A quick toggle can reveal or hide R931A and R931B, which helps you compare your route to the danger zones without manually tracing the lines every time.

• For radar operators, it isn’t enough to know the zone exists; you need to know where it lies in relation to your current scope. That means keeping the border in sight as you sweep, and cross-checking with the active status from NOTAMs and airspace charts.

So, how should you handle a potential overlap in real-time?

• Plan ahead. If your route passes near KSTF, KTUP, KGTR, or KCBM, you should map a course that either stays clear of the boundaries or has a clear path for an appropriate altitude and contingency.

• Communicate. If your mission or operation requires entering restricted airspace, you’ll want to obtain the necessary approvals. In many cases, you won’t be granted access unless you meet specific criteria or coordination is completed through the proper channels.

• Be ready to reroute. Even if you start with a plan that clears R931A or B, real-time changes can occur. Weather, other traffic, or a sudden activation can force a change. Flexibility is a feature, not a flaw, in radar operations.

• Check all the sources. Don’t rely on one source alone. Cross-check the sectional charts, the IFR low-enroute chart if applicable, NOTAMs, and the latest airspace status from the appropriate authority.

A quick aside about how this fits into radar SOPs

• Radar SOPs aren’t just about toggling a screen and calling out targets. They’re about maintaining situational awareness, ensuring safe separation, and coordinating with others who share the same airspace picture. When you know which airports lie in restricted zones, you can anticipate potential conflict zones and factor them into your surveillance plan.

• The real value here is proactive thinking: recognizing a possible overlap early, planning alternatives, and staying in the loop with the latest restrictions. That’s how you keep operations smooth and safe, even when the airspace becomes ornery.

Common pitfalls and how to avoid them

• Pitfall: assuming airspace is static. Not all restricted areas stay the same. Activation times, boundaries, and even labeled names can change. Always verify status with NOTAMs and current chart data.

• Pitfall: ignoring the boundaries near your route. It’s easy to get focused on the primary track and miss a narrow overlap. A quick visual scan of the chart overlay can save you from a last-minute adjustment.

• Pitfall: treating all restricted areas the same. R-931A and R-931B have their own quirks in terms of altitude, timing, and handling. The specific overlap with airports like KSTF, KTUP, KGTR, and KCBM requires attention to those details rather than a generic rule about “restricted airspace.”

• Pitfall: underestimating the importance for radar teams. In a busy radar picture, a single restricted-airspace overlap can cascade into sequence conflicts if not flagged early. This is why chart literacy and routine checks matter.

A few practical tools and habits that pay off

• Build a quick mental map: know where KSTF, KTUP, KGTR, and KCBM sit in relation to R931A/B. Even a rough sense helps you scan the scope with purpose.

• Use overlays and filters. Digital aviation tools let you filter by airspace type, activation status, and altitude bands. Turning on restricted-airspace overlays during planning reduces surprises.

• Keep a notepad nearby—informal, but helpful. Jot down the expected action if you see R931A/B become active along your route: “divert 10 miles east,” “request clearance,” or “no-OPS over the zone.”

• Regularly review the status pages. Airspace boundaries and activation statuses aren’t static. A quick weekly or biweekly check keeps you current, especially if you’re working in radar environments where shifts happen.

Why this matters beyond the screen

• This isn’t just a test of recognition; it’s about safety, flow, and trust in the system. When you know the airports that sit inside R931A or R931B, you contribute to smoother operations for everyone—pilots, controllers, and the ground crew alike.

• It also builds confidence. The more you understand how airspace boundaries intersect with real-world airports, the better you’ll be at predicting weather- or activity-driven changes and adjusting plans accordingly.

• And yes, it’s a bit of a puzzle, but that’s part of the job’s charm. You’re essentially a navigator for airspace, mapping out the safe lanes in a sky that keeps moving.

A final thought

Airspace literacy is a core skill for anyone working with radar. It’s less about memorizing a list of numbers and more about cultivating a practiced eye for where safety boundaries lie—and how to maneuver around them responsibly. The fact that KSTF, KTUP, KGTR, and KCBM sit in proximity to R931A or R931B is a concrete reminder: airspace is dynamic, and staying steps ahead is how you keep every flight and every radar screen trustworthy.

If you’re curious to explore further, pull up a current sectional or IFR chart and compare the R-931A/B boundaries with those four airports. Notice how the lines weave around the map, how the shaded areas signal caution, and how the labels pop when you zoom in. It’s a small exercise that pays off every time you plan or monitor a radar operation. After all, a good radar operator isn’t just watching targets; they’re reading the air’s weathered boundary lines and respecting the rules that keep the skies safe for everyone.