If “flight following” is a new term, don’t worry, you’re not alone. It’s not exactly a staple in many Private pilot training programs and is easy to bypass on the checkride. But let’s rectify that here and now because it’s a service that every VFR pilot should take advantage of and it could even be a life saver. Flight following is a relatively simple concept – it’s an aircraft flying under VFR that is taking advantage of Air Traffic Control (ATC) services. Functionally, it indicates the flight is radar identified by ATC and a number of advisories may be available from the controller.
Some of the mystique of VFR flight following is a function of initiating ATC interactions which immediately invokes fear for many pilots. Because the service is provided on a workload permitting basis, and involves multiple layers of service, there’s not exactly uniform delivery among Center or Approach control facilities. The combination of these realities has resulted in misinformation, misunderstandings, and even no awareness of its existence.
So what is flight following?
What we refer to as VFR flight following is largely described in AIM, 4-1-15 (Radar Traffic Information Service) which focuses on traffic advisories. ATC will serve as another set of eyes in the sky to keep you apprised of other traffic targets that could be a threat. You also gain the benefit of safety alerts from ATC. These are alerts that can be issued by the controller for traffic, terrain or other obstructions and indicates an immediate threat. If you should hear the term “safety alert” on frequency, pay close attention and prepare to respond quickly.
As emphasized in the AIM, and is true in practice, flight following services and advisories are provided at the controllers discretion, and while controllers always strive to assist participating aircraft in every way possible, their primary responsibility is separating IFR traffic. Many factors, including workload and frequency congestion, could prevent the controller from providing advisories so it should always be viewed as a supplemental tool for seeing and avoiding traffic or other obstacles.
How do I obtain flight following?
Flight following can be available anywhere radar coverage is available which is extensive even at relatively low altitudes in the east. Radar coverage is spottier in the west, but generally available at normal cruise altitudes. For low-level, terminal radar coverage, you would generally need to be operating near a Class B or C airport or Class D with terminal radar service. If in doubt, ask the local pilots about the extent of coverage in the area and even the best frequencies for requesting service.
For locating the correct frequency to request flight following, consult the Chart Supplement (A/FD) or sectional chart for published Center or Approach control frequencies. Many GPS navigators and charting apps will also provide frequency information. But remember, even with radar coverage available, flight following is only provided on a workload-permitting basis, so it’s no guarantee, but always worth the request.
What do I say to ATC?
Flight following is a great way to increase your confidence.
While not intended as added pressure, suffice it to say, a controller is more likely to accept and provide services to a pilot that doesn’t sound as if they will be overly burdensome. In other words, you should strive to sound like you know what you’re doing and have some self-awareness. No, this isn’t intended to be mean or unfair, it’s simply a controller protecting their primary obligation – separating IFR traffic (not providing VFR advisories).
To help answer this important question of what information to provide and how to say it, we went to the National Air Traffic Controllers Association (NATCA) representing nearly 20,000 controllers across the country. The controller will want to know your present position, aircraft type/tail number, altitude, and your destination. There are important caveats.
If the controller is working a busy frequency, start with an initial call that provides your type/tail number and simply that you have a VFR request.
“Nashville Approach, Cessna 12345, VFR request.”
When the controller is in a position to receive a request, issue a code, and radar identify, you’re likely to hear a response similar to this:
“Cessna 12345, Nashville Approach, go ahead with your request.”
If there is some breathing room on frequency, it’s ok to minimize transmissions and provide more information in the initial call.
“Nashville Approach, Cessna 12345, three miles south of Lebanon at five-thousand, five-hundred, VFR to Greene County Airport, request flight following.”
When providing your destination, if it’s an airport located within range of that ATC facility, or a major metropolitan airport, it would be acceptable to provide the airport name or ID, but if you’re traveling a considerable distance, it’s best to stick with a major city and/or your on-course heading.
“Nashville Approach, Cessna 12345, three miles south of Lebanon at five-thousand, five-hundred VFR to Myrtle Beach, request flight following.”
If traversing multiple facilities, it may also be acceptable to request hand-offs to subsequent ATC facilities. This eliminates the need to make initial calls with all of the requisite flight information as your flight information is passed along from one controller to the next. But keep in mind, this does require a little more effort on the part of the controller. If your flight following is terminated by ATC, you can always make a new request with the next facility.
“Nashville Approach, Cessna 12345, three miles south of Lebanon at five-thousand, five-hundred VFR to Myrtle Beach, request flight following with hand-offs.”
If ATC is able to accommodate your request, your next transmission will likely be a transponder “squawk” code. As a VFR pilot, you may have flown exclusively with your transponder code set to 1200, if given flight following, you will be asked to enter a unique code. The controller will advise when radar contact is established. As a VFR aircraft, altitude is the pilot’s discretion unless there has been an explicit assignment by ATC for traffic purposes. You should advise the controller of any altitude changes.
“Nashville Approach, Cessna 12345, climbing VFR to seven-thousand, five-hundred.”
How is a hand-off to another ATC facility handled?
If the controller has coordinated a hand-off, meaning your flight information has been passed on to the next facility and a new controller is awaiting your check-in, the instructions will sound similar to this:
“Cessna 12345, contact Memphis Center, one-two-eight, point two-two.”
If a hand-off was not coordinated, you may be provided a suggested frequency (or not) and your current squawk code will need to be reset to VFR, 1200. You can always tell whether a hand-off has been coordinated by whether the controller’s transmission is an instruction versus a suggestion.
“Cessna 12345, radar service terminated, squawk VFR. For further flight following, suggest Memphis Center on one-two-eight, point two-two.”
What are some Do’s and Don’ts of flight following?
DO listen up! Don’t make the controller’s job more difficult by missing your tail number on frequency.
DO have the applicable flight plan information at the ready (airport ID, requested altitude, on-course heading, etc.)
DO be an active participant in seeing and avoiding other air traffic.
DO monitor the emergency frequency, 121.5 so that you may be able to render assistance to other aircraft in need and also as a backstop in case ATC has difficulty raising you on the primary frequency. Often ATC will utilize the emergency frequency as a last resort to reach you.
DON’T be the pilot who takes 3 calls to respond. See Do #1 – listen up!
DON’T assume ATC is taking full responsibility for other air traffic. Always watch for traffic.
DON’T rely on ATC for navigation. You may get an inquiry if it appears you’re straying well off course, but navigation remains the pilot’s responsibility.
DON’T rely on ATC for weather avoidance. Workload and equipment permitting, you may hear a weather advisory, but it’s completely discretionary and depends on the equipment available to the controller. You may inquire about potential weather hazards or request a frequency change to call flight service.
Does ATC consider flight following a nuisance or a bother?
To the contrary, often times an ATC facility would prefer an aircraft be on frequency as it eliminates a relative unknown (in terms of your intentions) and makes it easier for a controller to complete his primary task of separating IFR traffic. Be a good, considerate participant and you’ll get along swimmingly.
Do I have to terminate flight following or will ATC do that?
It depends. If you’re ready to change to a local advisory frequency, you may initiate a termination of service.
If you need to leave the frequency briefly, you can make that request without terminating service.
“Nashville Approach, Cessna 12345, request a frequency change to call flight service.”
If you’re venturing outside of radar coverage, or if workload no longer permits flight following, it could be initiated by ATC.
“Cessna 12345, radar service terminated, squawk VFR, frequency change approved.”
What are the additional benefits of VFR flight following?
In addition to the obvious benefits of traffic advisories, safety alerts, and good situational awareness of surrounding traffic, VFR flight following can benefit you by:
Providing helpful information and assistance in the event of an emergency such as vectors to the nearest airport
Possibility of weather advisories or obvious course deviations
Benefits of hearing pilot reports
Benefit of hearing general weather advisory broadcasts such as convective SIGMENTS
Practice and added confidence in interacting with ATC and listening to other communication
If you had the choice of flying with a safety pilot or not, of course you would welcome a safety pilot. If you had the benefit of another trained aviation professional to assist you in an emergency, of course you would accept input. If you had a helping hand that could potentially provide safety alerts and even assist in weather avoidance, of course you would heed the advice. All of this and more is available to you FREE through our well-trained and capable air traffic controllers.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/07/05183524/LUK-ATC-Controller.jpg7201280studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2020-06-15 10:12:432022-08-04 10:09:15VFR Flight Following – a pilot’s guide
There are almost as many aviation jobs as there are pilots. In this video, you’ll see a typical day in the life of a pilot flying a Cessna 206, carrying skydivers over beautiful Saint Martin. It’s definitely not the typical point A to point B flight, but it’s still a lot of fun. Just remember the door is off.
https://media.flighttrainingcentral.com/wp-content/uploads/2020/06/05170924/Screen-Shot-2020-06-02-at-1.43.21-PM.png394803studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2020-06-12 09:22:152021-06-08 19:22:46Video: a day in the life of a Caribbean skydive pilot
FAA’s From the Flight Deck video series provides pilots with actual runway approach and airport taxiway footage captured with cockpit mounted cameras, combined with diagrams and visual graphics to clearly identify hot spots and other safety-sensitive items. See video from some of the country’s busiest airports.
View the map below for From the Flight Deck videos and links to location-specific safety information. New locations will be added to the map as videos become available.
https://media.flighttrainingcentral.com/wp-content/uploads/2018/03/05164225/Taxi-CVG-1.jpg10801620studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2020-06-11 12:47:462021-06-08 19:22:46FAA From the Flight Deck Video Series
The place: Near Asheville Regional Airport (KAVL), Asheville, NC
The aircraft: Piper Aztec
The memory: While I would have preferred a clearer view of the Blue Ridge Mountains near Asheville, NC on the way back north from a family vacation in South Carolina, the obscured view east toward Mt. Mitchell illustrates the dangers that can lurk in mountainous areas. This was an IFR trip for sure and routing and altitudes should always be carefully selected so you can enjoy the sights from a safe vantage point.
Want to share your “Friday Photo” of your first solo, checkride or other special moment? Send your photo and description (using the format above) to: [email protected]
https://media.flighttrainingcentral.com/wp-content/uploads/2020/05/05170959/IMG_0552.jpg15372049studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2020-06-05 09:53:032021-06-08 19:22:46Friday photo: danger lurking behind the clouds
On occasion, there may be a need to contact a Terminal Radar Approach Control (TRACON) facility by phone. For IFR pilots, it’s a convenient method for obtaining or canceling an IFR clearance if a direct radio frequency is not available. For VFR pilots, you may want to check on a good time of day for a VFR arrival.
While FAA has a published TRACON numbers for many years as part of a modernization effort, it’s not always easy to quickly locate a facility’s contact information. It’s always good practice to check airport listings in the chart supplement for a clearance delivery phone number, but Student Pilot News has also published this directory as a reference tool. The directory includes stand-alone TRACONs and those co-located with Control Towers.
We live and breath acronyms in aviation. Accept it or else. Two more that you may not be all that familiar with are “TSO”, Technical Standard Order, and “STC”, Supplemental Type Certificate.
TSO vs STC
When looking at approvals for aviation equipment, the two terms are often used interchangeably, but are not the same. By definition, an STC is something that affects the type certificate of the aircraft. A type certificate is approved and issued the the FAA when an aircraft is manufactured and confirms that the aircraft is manufactured according to an approved design and complies with airworthiness standards. The type certificate is very prescriptive and dictates everything related to the design and build.
To alter the the type certificate for the aircraft, one would need to apply for, and receive approval of, a Supplemental Type Certificate (STC). For example, if you want to replace the navigational lights or seat belts on your aircraft, the replacement lights and belts would need to have an STC issued for your specific type of aircraft. The new equipment manufacturer would manage this process and advertise the replacement as compatible with your model. Keep in mind, lights that are STC’d for a Boeing 737, aren’t normally STC’d for a Cessna 172.
A TSO, on the other hand, is a minimum performance standard for specified materials, parts, and appliances used on civil aircraft. When authorized to manufacture a material, part, or appliances to a TSO standard, this is referred to as TSO authorization. Receiving a TSO authorization is not an approval to install and use the article in the aircraft. It only means that the article meets the specific TSO. There are different TSOs for different parts of the aircraft. The TSO for life vests is of course different than the TSO for headsets.
TSO for headsets
When evaluating the reams of data available on aviation headsets, you will inevitably encounter models that use TSO – the FAA’s term for indicating it is approved for use on an airplane.
This might strike you as odd. Why would a portable headset fall under the scrutiny of the FAA? After all, neither your flight bag nor your flashlight needs an FAA approval. Why would any gear that is not permanently attached to the aircraft need TSO?
The answer for most pilots is that it doesn’t matter. Operating under FAR Part 91, general aviation flying, there is no requirement as to what type of headset is used in the cockpit. The FAA comes into play when you look at, or transition, to airline flying (Part 121 air carrier certification). All airlines are required to comply with more stringent FAA regulations. The standards are provided to the airline in the form of Operations Specifications or “OpSpecs” and can require, as part of the communication equipment, for a headset to meet TSO standards.
These standards, and how they are applied, may vary depending on the airline. I’ve heard reports of airline policies requiring a TSO’d headset to be available in the cockpit, yet pilots have the option to use their personal headset instead of the issued headset or headset that was delivered with the aircraft. Other policies might specifically require the use of a TSO’d headset for communication. If you’re worried about violating a company policy, check with your chief pilot prior to purchasing a non-TSO’d headset.
If you’re a new flight student and are looking to transition to the airlines someday, it might be worth considering the TSO’d headset options. Keep in mind that most pilots take years from the time they start, to the time they make it to an airline, and during that time, may transition through several headsets. However, headsets do represent a sizable investment.
What makes a Headset TSO’d?
Why buy a TSO’d headset if you don’t have to? Is there a benefit to having a headset that has the FAA’s stamp of approval? What does a manufacturer of headsets have to do to get the approval? Is this like the “FAA-approved” alternator that can be found for 80% less at the local automotive store?
Not exactly. The FAA won’t grant a TSO to just any headset. There is a long list of requirements that must be met prior to the granting of that designation. Some of it is crossing t’s and dotting i’s, but the testing procedure is pretty intense. It includes:
Mechanical durability evaluated through the tests such as drop, vibration, cable/connector pull and bending, etc.
Environmental robustness evaluated through the exposure of high/low temperature, humidity, fluid, altitude, decompression, electrostatic discharge, flame, etc.
Electroacoustic performance evaluated through various parameters such as sensitivity, frequency response, distortion, and noise for both microphone and speaker, ANR, etc.
RF immunity tested in terms of susceptibility to RF signals including lightning, voltage spikes, etc.
In addition to physical testing, a headset manufacturer must convince the FAA that it plans to service and support the headset for many years to come. Clearly-labeled parts that are replaceable, FAA inspections of the manufacturing facility, alerting the FAA to changes to parts, quality testing—the sheer volume of paperwork involved in getting a TSO and maintaining the TSO is extensive. It’s no wonder that only a few manufacturers complete the TSO process.
If you are occupying the left seat on a major airline flying heavy iron across the pond, you’ll probably need a TSO’d headset. If you’re going to be in a single-engine bug smasher for the next four years, you probably don’t need to check the TSO box.
If you can’t sleep at night and want to check out the current TSO-C139, you can find the complete document here. Don’t forget the referenced 250+ page document, RTCA/DO-160E: Environmental Conditions and Test Procedures for Airborne Equipment. I’d suggest reviewing the riveting chapter on salt fog testing, or maybe magnetic effect? It’s a real page-turner.
https://media.flighttrainingcentral.com/wp-content/uploads/2018/06/05173937/Bose-ProFlight-in-cockpit-with-pilots.jpg533800studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2020-06-01 11:01:572021-06-08 19:22:46More acronyms…what’s an STC and TSO?
VFR Flight Following – a pilot’s guide
/in Tips and technique/by studentpltnewsSome of the mystique of VFR flight following is a function of initiating ATC interactions which immediately invokes fear for many pilots. Because the service is provided on a workload permitting basis, and involves multiple layers of service, there’s not exactly uniform delivery among Center or Approach control facilities. The combination of these realities has resulted in misinformation, misunderstandings, and even no awareness of its existence.
So what is flight following?
As emphasized in the AIM, and is true in practice, flight following services and advisories are provided at the controllers discretion, and while controllers always strive to assist participating aircraft in every way possible, their primary responsibility is separating IFR traffic. Many factors, including workload and frequency congestion, could prevent the controller from providing advisories so it should always be viewed as a supplemental tool for seeing and avoiding traffic or other obstacles.
How do I obtain flight following?
Flight following can be available anywhere radar coverage is available which is extensive even at relatively low altitudes in the east. Radar coverage is spottier in the west, but generally available at normal cruise altitudes. For low-level, terminal radar coverage, you would generally need to be operating near a Class B or C airport or Class D with terminal radar service. If in doubt, ask the local pilots about the extent of coverage in the area and even the best frequencies for requesting service.
For locating the correct frequency to request flight following, consult the Chart Supplement (A/FD) or sectional chart for published Center or Approach control frequencies. Many GPS navigators and charting apps will also provide frequency information. But remember, even with radar coverage available, flight following is only provided on a workload-permitting basis, so it’s no guarantee, but always worth the request.
What do I say to ATC?
Flight following is a great way to increase your confidence.
While not intended as added pressure, suffice it to say, a controller is more likely to accept and provide services to a pilot that doesn’t sound as if they will be overly burdensome. In other words, you should strive to sound like you know what you’re doing and have some self-awareness. No, this isn’t intended to be mean or unfair, it’s simply a controller protecting their primary obligation – separating IFR traffic (not providing VFR advisories).
To help answer this important question of what information to provide and how to say it, we went to the National Air Traffic Controllers Association (NATCA) representing nearly 20,000 controllers across the country. The controller will want to know your present position, aircraft type/tail number, altitude, and your destination. There are important caveats.
“Nashville Approach, Cessna 12345, VFR request.”
“Cessna 12345, Nashville Approach, go ahead with your request.”
“Nashville Approach, Cessna 12345, three miles south of Lebanon at five-thousand, five-hundred, VFR to Greene County Airport, request flight following.”
“Nashville Approach, Cessna 12345, three miles south of Lebanon at five-thousand, five-hundred VFR to Myrtle Beach, request flight following.”
“Nashville Approach, Cessna 12345, three miles south of Lebanon at five-thousand, five-hundred VFR to Myrtle Beach, request flight following with hand-offs.”
“Nashville Approach, Cessna 12345, climbing VFR to seven-thousand, five-hundred.”
How is a hand-off to another ATC facility handled?
If the controller has coordinated a hand-off, meaning your flight information has been passed on to the next facility and a new controller is awaiting your check-in, the instructions will sound similar to this:
“Cessna 12345, contact Memphis Center, one-two-eight, point two-two.”
If a hand-off was not coordinated, you may be provided a suggested frequency (or not) and your current squawk code will need to be reset to VFR, 1200. You can always tell whether a hand-off has been coordinated by whether the controller’s transmission is an instruction versus a suggestion.
“Cessna 12345, radar service terminated, squawk VFR. For further flight following, suggest Memphis Center on one-two-eight, point two-two.”
What are some Do’s and Don’ts of flight following?
Does ATC consider flight following a nuisance or a bother?
To the contrary, often times an ATC facility would prefer an aircraft be on frequency as it eliminates a relative unknown (in terms of your intentions) and makes it easier for a controller to complete his primary task of separating IFR traffic. Be a good, considerate participant and you’ll get along swimmingly.
Do I have to terminate flight following or will ATC do that?
It depends. If you’re ready to change to a local advisory frequency, you may initiate a termination of service.
“Nashville Approach, Cessna 12345, cancel radar service.”
If you need to leave the frequency briefly, you can make that request without terminating service.
“Nashville Approach, Cessna 12345, request a frequency change to call flight service.”
If you’re venturing outside of radar coverage, or if workload no longer permits flight following, it could be initiated by ATC.
“Cessna 12345, radar service terminated, squawk VFR, frequency change approved.”
What are the additional benefits of VFR flight following?
In addition to the obvious benefits of traffic advisories, safety alerts, and good situational awareness of surrounding traffic, VFR flight following can benefit you by:
If you had the choice of flying with a safety pilot or not, of course you would welcome a safety pilot. If you had the benefit of another trained aviation professional to assist you in an emergency, of course you would accept input. If you had a helping hand that could potentially provide safety alerts and even assist in weather avoidance, of course you would heed the advice. All of this and more is available to you FREE through our well-trained and capable air traffic controllers.
Download the NATCA Guide to VFR Flight Following.
Video: a day in the life of a Caribbean skydive pilot
/in Fun Flying Videos/by studentpltnewsThere are almost as many aviation jobs as there are pilots. In this video, you’ll see a typical day in the life of a pilot flying a Cessna 206, carrying skydivers over beautiful Saint Martin. It’s definitely not the typical point A to point B flight, but it’s still a lot of fun. Just remember the door is off.
Video courtesy of Pilot Bambi.
FAA From the Flight Deck Video Series
/in Tips and technique/by studentpltnewsFAA’s From the Flight Deck video series provides pilots with actual runway approach and airport taxiway footage captured with cockpit mounted cameras, combined with diagrams and visual graphics to clearly identify hot spots and other safety-sensitive items. See video from some of the country’s busiest airports.
View the map below for From the Flight Deck videos and links to location-specific safety information. New locations will be added to the map as videos become available.
Friday photo: danger lurking behind the clouds
/in Friday Photo/by studentpltnewsThe moment: danger lurking behind the clouds
The place: Near Asheville Regional Airport (KAVL), Asheville, NC
The aircraft: Piper Aztec
The memory: While I would have preferred a clearer view of the Blue Ridge Mountains near Asheville, NC on the way back north from a family vacation in South Carolina, the obscured view east toward Mt. Mitchell illustrates the dangers that can lurk in mountainous areas. This was an IFR trip for sure and routing and altitudes should always be carefully selected so you can enjoy the sights from a safe vantage point.
Want to share your “Friday Photo” of your first solo, checkride or other special moment? Send your photo and description (using the format above) to: [email protected]
TRACON Directory
/in Tips and technique/by studentpltnewsWhile FAA has a published TRACON numbers for many years as part of a modernization effort, it’s not always easy to quickly locate a facility’s contact information. It’s always good practice to check airport listings in the chart supplement for a clearance delivery phone number, but Student Pilot News has also published this directory as a reference tool. The directory includes stand-alone TRACONs and those co-located with Control Towers.
Please submit updates or corrections to [email protected].
Download a PDF copy.
More acronyms…what’s an STC and TSO?
/in Pilot Gear, Tips and technique/by studentpltnewsWe live and breath acronyms in aviation. Accept it or else. Two more that you may not be all that familiar with are “TSO”, Technical Standard Order, and “STC”, Supplemental Type Certificate.
TSO vs STC
To alter the the type certificate for the aircraft, one would need to apply for, and receive approval of, a Supplemental Type Certificate (STC). For example, if you want to replace the navigational lights or seat belts on your aircraft, the replacement lights and belts would need to have an STC issued for your specific type of aircraft. The new equipment manufacturer would manage this process and advertise the replacement as compatible with your model. Keep in mind, lights that are STC’d for a Boeing 737, aren’t normally STC’d for a Cessna 172.
A TSO, on the other hand, is a minimum performance standard for specified materials, parts, and appliances used on civil aircraft. When authorized to manufacture a material, part, or appliances to a TSO standard, this is referred to as TSO authorization. Receiving a TSO authorization is not an approval to install and use the article in the aircraft. It only means that the article meets the specific TSO. There are different TSOs for different parts of the aircraft. The TSO for life vests is of course different than the TSO for headsets.
TSO for headsets
This might strike you as odd. Why would a portable headset fall under the scrutiny of the FAA? After all, neither your flight bag nor your flashlight needs an FAA approval. Why would any gear that is not permanently attached to the aircraft need TSO?
The answer for most pilots is that it doesn’t matter. Operating under FAR Part 91, general aviation flying, there is no requirement as to what type of headset is used in the cockpit. The FAA comes into play when you look at, or transition, to airline flying (Part 121 air carrier certification). All airlines are required to comply with more stringent FAA regulations. The standards are provided to the airline in the form of Operations Specifications or “OpSpecs” and can require, as part of the communication equipment, for a headset to meet TSO standards.
These standards, and how they are applied, may vary depending on the airline. I’ve heard reports of airline policies requiring a TSO’d headset to be available in the cockpit, yet pilots have the option to use their personal headset instead of the issued headset or headset that was delivered with the aircraft. Other policies might specifically require the use of a TSO’d headset for communication. If you’re worried about violating a company policy, check with your chief pilot prior to purchasing a non-TSO’d headset.
If you’re a new flight student and are looking to transition to the airlines someday, it might be worth considering the TSO’d headset options. Keep in mind that most pilots take years from the time they start, to the time they make it to an airline, and during that time, may transition through several headsets. However, headsets do represent a sizable investment.
What makes a Headset TSO’d?
Why buy a TSO’d headset if you don’t have to? Is there a benefit to having a headset that has the FAA’s stamp of approval? What does a manufacturer of headsets have to do to get the approval? Is this like the “FAA-approved” alternator that can be found for 80% less at the local automotive store?
Not exactly. The FAA won’t grant a TSO to just any headset. There is a long list of requirements that must be met prior to the granting of that designation. Some of it is crossing t’s and dotting i’s, but the testing procedure is pretty intense. It includes:
In addition to physical testing, a headset manufacturer must convince the FAA that it plans to service and support the headset for many years to come. Clearly-labeled parts that are replaceable, FAA inspections of the manufacturing facility, alerting the FAA to changes to parts, quality testing—the sheer volume of paperwork involved in getting a TSO and maintaining the TSO is extensive. It’s no wonder that only a few manufacturers complete the TSO process.
If you are occupying the left seat on a major airline flying heavy iron across the pond, you’ll probably need a TSO’d headset. If you’re going to be in a single-engine bug smasher for the next four years, you probably don’t need to check the TSO box.
If you can’t sleep at night and want to check out the current TSO-C139, you can find the complete document here. Don’t forget the referenced 250+ page document, RTCA/DO-160E: Environmental Conditions and Test Procedures for Airborne Equipment. I’d suggest reviewing the riveting chapter on salt fog testing, or maybe magnetic effect? It’s a real page-turner.