The rules for transponder requirements changed in 2020, requiring aircraft to be equipped with ADS-B out transponders in most of the same airspace that previously required a Mode C transponder. Take our latest quiz and test your knowledge of the details of ADS-B rules.
You have a flight planned from Currituck Co. airport (area 3) to Norfolk International airport (area 1). What additional equipment is your airplane required to have, if any?
Correct!Wrong!
ADS-B Out equipment is required when flying:
Correct!Wrong!
Unless otherwise authorized, which situation requires Automatic Dependent Surveillance-Broadcast (ADS-B)?
Correct!Wrong!
You depart from Wood Co. airport (1G0 - area 5) and head northbound at 1,600' MSL under the Toledo Class C airspace to circle your house. Is the flight legal if the ADS-B system on your airplane was marked inoperative in the maintenance log?
Correct!Wrong!
You are flying along the coastline at 7,000' under the 9,000' MSL Class B shelf southeast bound (area 4). Are you required to have an ADS-B Out system?
Correct!Wrong!
You are performing a test flight in the vicinity of Onawa airport (K36) at 11,000' MSL. What additional equipment does the aircraft need to have installed?
Correct!Wrong!
You are flying from Gnoss Field Airport (DVO) to the private airport of San Rafael at 3,500' to meet your friend. What additional equipment does your aircraft need, if any?
Correct!Wrong!
Which of the following avionics equipment is required to be installed in your airplane to fly in Class A airspace?
Correct!Wrong!
Your planned flight overflies the Class C Sacramento International airport (SMF) from west to east at a cruising altitude of 9,500' MSL. Does the flight require ADS-B out equipment?
Correct!Wrong!
When flying through the lateral and vertical boundaries of Class C or B airspace, what additional equipment is your aircraft required to have installed, if any?
Correct!Wrong!
You have a flight planned from Auburn airport (AUN - area 8) to Sacramento Mather airport (MHR - area 6) at 4,500' MSL. What additional avionics equipment must your aircraft have installed?
Section 828 amends BasicMed by increasing the number of allowable passengers in a covered aircraft to six (up from five); increases the allowable number of seats to seven (up from six); and increases the maxium certificated takeoff weight to 12,500 pounds (up from 6,000 pounds).
The amendements made by Title VIII of the Act began 180 days from the May 16 enactment of the bill—November 12, 2024.
If you’ve held a valid medical certificate at any point after July 14, 2006, you may never have to see an Aviation Medical Examiner (AME) again under the BasicMed rule. BasicMed is an alternate way for pilots to fly without holding an FAA medical certificate as long as they meet certain requirements. To fly under BasicMed, pilots must print off a FAA Form 8700-2; BasicMed Comprehensive Medical Examination Checklist (CMEC) and get your physical exam with a state-licensed physician. Then complete an online medical course and you’re ready to fly!
An important note is that third-class medical reform does not alleviate the need for pilots to continually self-certify when it comes to being fit for flight. This includes consideration for any medications that may affect physical or cognitive abilities. While it would make sense that a primary care physician would be in a better position to assess one’s overall health than the snapshot that takes place during the traditional AME exam, the process also depends on an honest and free exchange with your doctor.
What type of flying can be accomplished under BasicMed
The type of flying that is covered under BasicMed can be thought of as recreational or personal flying—generally flight training and all types of flying short of commercial operations including day and night VFR operations and even IFR flying. When flying under basic med, there is a maximum number of passengers that may be carried, six, and the aircraft operated is limited to seven seats and may not be certified for more than 12,500 lbs. Pilots are also altitude restricted to 18,000 feet MSL (no Class A operations) and a speed limit of 250 knots.
How often do I have to visit a physician under BasicMed
BasicMed rules require that pilots visit their primary care physician (or any state-licensed physician) at least once every four years and provide the CMEC which includes topics to be discussed during the visit. Both the pilot and physician need to sign the checklist stating that the items have been completed. A record of the required visit should be documented in the pilot’s logbook and pilots should save their checklist. It’s also a good idea to maintain a copy of your expired medical as evidence that you held a valid medical after July 14, 2006 when the legislation was passed. There is no additional need to report or file anything directly with FAA.
What type of training do I have to complete to fly under BasicMed
Pilots are required to complete an online training course in aeromedical factors every two years. The course is available free from AOPA or Mayo Clinic. A copy of the course completion certificate should be saved and a notation of the training made in the pilot’s logbook.
Pilots visit their primary care physician (or any state-licensed physician) at least once every four years and provide the CMEC.
What about special issuance medicals?
Perhaps the greatest financial and regulatory relief of BasicMed comes to those with special issuance medicals. Special issuance medicals are an option for pilots with certain medical conditions that are specifically disqualifying. Once FAA reviews the history and circumstances, the pilot may be cleared to fly under the special issuance authorization.
If you currently hold a special issuance third-class medical, or have held one after July 14, 2006, and do not suffer one of the specific cardiac, neurological, or mental health conditions identified as exceptions, you will never again be required to go through the special issuance process.
What conditions require a special issuance before flying under BasicMed?
A mental health disorder, limited to an established medical history or clinical diagnosis of—
A personality disorder that is severe enough to have repeatedly manifested itself by overt acts;
A psychosis, defined as a case in which an individual —
Has manifested delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of psychosis; or
May reasonably be expected to manifest delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of psychosis;
A bipolar disorder; or
A substance dependence within the previous 2 years, as defined in §67.307(a)(4) of 14 Code of Federal Regulations
A neurological disorder, limited to an established medical history or clinical diagnosis of any of the following:
Epilepsy;
Disturbance of consciousness without satisfactory medical explanation of the cause; or
A transient loss of control of nervous system functions without satisfactory medical explanation of the cause.
A cardiovascular condition, limited to a one-time special issuance for each diagnosis of the following:
Myocardial infarction;
Coronary heart disease that has required treatment;
Cardiac valve replacement; or
Heart replacement.
BasidMed Summary—what documentation do you need to fly?
Hold a U.S. driver’s license.
Hold or have held a medical certificate issued by the FAA at any point after July 14, 2006.
Take the online medical education course (required every 2 years) and complete the attestations/consent to the National Driver Register (NDR) check. Keep the course completion document.
Go fly!
BasicMed Summary—operational restrictions
No more than six passengers and seven seats
Aircraft with a maximum certificated takeoff weight of no more than 12,500 pounds
Operate within the United States, at less than 18,000 feet MSL, not exceeding 250 knots.
Can’t operate for compensation or hire
Also accepted in the Bahamas, Dominican Republic, Mexico, Micronesia, Northern Mariana Islands, Republic of the Marshall Islands, Republic of Palau
https://media.flighttrainingcentral.com/wp-content/uploads/2024/11/05142127/basic-med-expansion-FTC-post.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2024-11-08 08:55:432024-11-12 10:47:26Pilot’s Guide to BasicMed—expansion allows for six passengers in aircraft up to 12,500 pounds
What happens when the spark plugs in your engine aren’t working properly? Some pretty bad stuff. In our latest video tip, we explain what detonation and pre-ignition are all about, how they happen, and what you can do to prevent them from happening.
It looks big! It looks scary! While Class B airspace may look like both of these things, it can actually be an exciting place to fly. You just need to understand and follow the rules for this airspace.
Yes, it is true that Class B airspace surrounds some of the busiest airports. While there are often variations that are specific to the location, there are also commonalities found between the various Class B airspace areas.
Like other types of airspace, Class B is considered regulatory in nature. It is defined within the regulations and there are requirements within the regulations that must be met.
Class B can also be defined as controlled airspace. An ATC clearance is required for operations within Class B airspace. Unless superseded by §91.131, the Class D airspace rules found in §91.129 must also be followed.
Large turbine engine powered airplanes are not permitted to operate below the Class B airspace when en route to or from the primary airport within the airspace. This keeps them within or above the airspace during their arrival and departure.
Class B Airspace Dimensions
Class B airspace begins at the surface in the area surrounding the primary airport. As you move further from the primary airport, layers or shelves that start above the surface will be found. The shape of the surface area and layers are tailored to the individual airport and the instrument approach corridors to its runways. The top of the Class B will generally be the same height for the entire area. 10,000 feet MSL is a common height for Class B airspace.
There is also an area surrounding the Class B airspace where certain equipment is required even if not flying into the Class B airspace. The equipment will be discussed below. The equipment requirement generally goes out to a 30 nautical mile radius around the primary airport.
Minimum Pilot Certification for Class B Airspace
Due to the complexity of the airspace, the FAA requires you to have a minimum level of certification or a minimum amount of training and an endorsement in order to fly within Class B airspace.
At least one of the following minimum pilot requirements must be true to act as pilot in command within Class B airspace, or takeoff or land at an airport within Class B airspace:
Hold a private pilot certificate.
Hold a recreational pilot certificate and have met the training and endorsement requirements in 61.101(d).
Hold a sport pilot certificate and have met the training and endorsement requirements in 61.325.
Hold a student pilot certificate and have met the training and endorsement requirements in 61.94 or §61.95.
Beyond those requirements, taking off or landing at an airport listed in 14 CFR Part 91 Appendix D requires the pilot in command to hold at least a private pilot certificate. The listed airports are the primary airports within Class B airspace areas.
Minimum Equipment for Class B Airspace
All operations within Class B airspace require an operable two-way radio capable of communicating with ATC on the airspace’s frequencies. A transponder with altitude reporting and an approved ADS-B out transmitter are also required for all operations.
With few exceptions, the transponder and ADS-B units must also be operable within 30 nautical miles of the primary airport within the Class B airspace, even when not entering the Class B airspace.
IFR operations require an operable VOR or TACAN receiver or a suitable RNAV system.
Class B Speed Limitations
Aircraft flying within the Class B airspace may fly at an indicated airspeed of up to 250 knots. If flying below a Class B layer or within a VFR corridor through the Class B, the aircraft is limited to an indicated airspeed of 200 knots.
Getting Around and Through Class B Airspace
Charted VFR Flyways were created so that pilots could travel safely in areas heavily traversed by large turbine-powered aircraft. These flyways help the pilot plan flights into, out of, through, and near complex terminal airspace, avoiding altogether flying into Class B airspace. VFR Flyway Planning Charts are printed on the reverse sides of most paper Terminal Area Charts (TACs) and may be found in many popular EFB apps.
Pilot compliance with recommended flyways and associated altitudes is strictly voluntary.
VFR Corridors are like a tunnel through the Class B. An aircraft can operate in these corridors without a clearance from or communication with ATC. However, pilots need to ensure that they are where they should be and haven’t mistakenly flown out of the corridor and into controlled airspace. An example of a VFR Corridor can be found in the Los Angeles SFRA. The corridor allows piston airplanes flying VFR to fly directly over the Los Angeles Int’l Airport (LAX) and through the Class B tunnel without talking to ATC or receiving a clearance.
VFR Corridors are similar to VFR flyways except that they have specific vertical and lateral boundaries which must be followed by all participating aircraft. Because of the high volume of traffic in Class B, it is necessary to fly these corridors with extreme caution. An example of this can be found in the San Diego Class B airspace, where there is a gap in the depicted Class B altitudes between 3,300’ MSL and 4,700’ MSL over the San Diego Int’l Airport (SAN). VFR Corridors, when available, will be specified on the appropriate TAC.
Class B airspace Transition Routes are similar, except that an ATC clearance is required. They are specific flight courses depicted on some TACs for transiting the Class B airspace. Unlike the former published VFR routes, transition routes include specific ATC assigned altitudes. Here are a few examples published on the Seattle Class B TAC.
On initial contact with ATC, pilots should give them their position, altitude, route name desired, and direction of flight.
Conclusion
While Class B airspace can be big and it can be scary, proper preflight preparation and an understanding of the rules, can shrink it down and make it a little less frightening in the mind of the prepared pilot.
Fly and stay safe!
https://media.flighttrainingcentral.com/wp-content/uploads/2024/10/08115631/Class-B-Airspace-FTC-post.png10001250Paul Jurgenshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngPaul Jurgens2024-11-04 08:55:222024-10-08 11:57:37Class B Airspace—A Pilot’s Guide
Big changes are coming for certified flight instructors on December 1, 2024. While it’s been widely publicized that CFIs will no longer have an expiration date associated with their certificate under the new rules, CFIs are required to maintain recent flight instruction activity or participate in a flight instructor refresher course (FIRC) at least every 24 months. Failure to document and apply for recency will have the same effect as a CFI expiring.
Why the change?
According to the FAA, this change better aligns the CFI certificate with other certifications and reduces the administrative burden associated with certificate renewals while ensuring that CFIs remain active and engaged in aviation education activities.
What is changing?
To keep their certification current, CFIs must now meet specific activity-based requirements.
To keep their certification current, CFIs must meet specific activity-based requirements, such as providing a minimum number of endorsements or completing a Flight Instructor Refresher Course (FIRC) every 24 calendar months. The changes also add a new method for flight instructors to establish recent experience by serving as a flight instructor in an FAA-sponsored pilot proficiency program (WINGS).
CFI certificates issued before December 1, 2024, will still have expiration dates printed on the certificate that remain in effect until the end of the expiration calendar month. At the next renewal, CFIs will then receive a certificate without an expiration date and must comply with the recent experience end date requirements every 24 calendar months.
CFIs who do not meet the renewal requirements within 24 calendar months will lose their ability to instruct, but they can restore their instructor privileges by completing a FIRC within a new 3-month grace period (three months beyond their currency expiration). Beyond the 3-calendar month grace period, CFIs will have to follow the existing reinstatement options which is completing a practical exam.
It’s worth noting that, effective December 1, 2024, all CFIs may take advantage of the a 3-month reinstatement period even if an expiration date is printed on their certificate.
The new rule also adds two new options for CFIs to qualify to train initial CFI candidates. The first new option is based on training and endorsing successful applicants for practical tests. The second new option as a method of qualification by completion of a flight instructor enhanced qualification training program (FIEQTP) designed to prepare flight instructors to train initial flight instructor applicants.
CFI Recent Experience Requirements
The new CFI rule retains the current methods for flight instructor certificate renewal, as specified in §61.197, but refers to them as flight instructor recent experience requirements as CFI certificates will no longer have an expiration date tied to their certificate. Instead of renewing their flight instructor certificate every 24 calendar months, a flight instructor will need to establish recent experience at least once every 24 calendar months.
CFIs will still be required to submit an Airman Certificate and/or Rating Application (8710), along with associated documentationto the FAA upon completing the recent experience requirements. The 8710 will still need to be validated by a certifying official (DPE, ACR, FAA). The submission of the 8710 via IACRA remains the only method for a flight instructor to submit their data to the FAA to validate and track the flight instructor’s recent experience. Failure to document this recent experience will have the same effect as a CFI expiring and requires resinstatement.
CFI Reinstatement Options—New Three-Month Grace Period
Currently, §61.199 prescribes the requirements for those who wish to reinstate their expired flight instructor certificates. These include (1) satisfactory completion of a flight instructor certification practical test as per §61.183 for one of the ratings on the expired flight instructor certificate, or (2) satisfactory completion of a flight instructor certification practical test for an additional rating.
The new rules retain all former reinstatement options, now relocated in §61.199(a)(2) and (3), for flight instructors seeking to reinstate their privileges when they have not reestablished recent experience prior to the last month of their flight instructor recent experience period.
Additionally, the rule adds a new reinstatement option in §61.199(a)(1) creating a three-calendar-month reinstatement period (grace period) immediately after lapse of the flight instructor’s recent experience period. During the three-calendar month grace period, flight instructors can reinstate their privileges by completing an FAA-approved FIRC and submitting an 8710 via IACRA; however, CFIs are not permitted to exercise the privileges of the flight instructor certificate during this grace period.
Qualifications for Teaching Initial CFI Candidates
The new CFI rule provides three different qualification options for CFIs teaching initial CFI applicants.
The new CFI rule provides three different qualification options for CFIs teaching initial CFI applicants. The first option retains the existing requirements of current §61.195 which include the requirements for the flight instructor to have held the flight instructor certificate for at least 24 calendar months and to have given at least 200 hours of flight training as a flight instructor.
The second qualification option modifies the previous §61.195(h)(3). Previously, §61.195 allowed a person to serve as a flight instructor in an FAA-approved course for initial flight instructor applicants if that person had trained and endorsed at least five applicants for a practical test, at least 80 percent of those applicants passed on their first attempt, and the flight instructor has given at least 400 hours of flight training.
This new rule modifies these requirements in the new §61.195(h)(2)(ii) by removing the minimum flight training hour requirement (400 hours) and removing the requirement for the flight instructor to be serving in an FAA-approved course. Section 61.195(h)(2)(ii) now requires a flight instructor to have trained and endorsed, in the preceding 24 calendar months, at least five applicants for a practical test for a pilot certificate or rating, and at least 80 percent of those applicants must have passed that test on their first attempt.
For the third qualification, a flight instructor must have graduated from an FAA-approved flight instructor enhanced qualification training program (FIEQTP). Additionally, they must have given at least 200 hours of flight training as a flight instructor before being eligible to complete the FIEQTP.
Additionally, to allow part 141 pilot schools to provide the FIEQTP, the FAA is revising §141.11 by adding the training program to the list of special preparation courses. The FAA is also adding the new training program to appendix K of part 141, which prescribes the minimum curriculum for the special preparation courses.
For More Information
The new rule was published in the Federal Register and takes effect December 1, 2024. The rule can be found here.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/11/19174419/new-cfi-regulations-ftc-post.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2024-11-01 08:55:102024-10-31 10:10:54FAA Introduces New Rules for CFIs Effective December 1
Clouds are often referred to as “sign posts in the sky”, and for good reason since they are one of the best visual indicators of what mother nature has planned for the weather. This week’s tip takes a look at the various types of clouds, when and where they form and what kind of flying conditions pilots can expect when flying in and around them.
https://media.flighttrainingcentral.com/wp-content/uploads/2023/08/30103919/What-kind-of-cloud-video-tip.jpg10001250Bret Koebbehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngBret Koebbe2024-10-30 10:00:152024-10-30 10:41:17Video tip: what kind of cloud is that?
Quiz: ADS-B Rules and Regulations
/in Quiz/by Chris ClarkeThe rules for transponder requirements changed in 2020, requiring aircraft to be equipped with ADS-B out transponders in most of the same airspace that previously required a Mode C transponder. Take our latest quiz and test your knowledge of the details of ADS-B rules.
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Pilot’s Guide to BasicMed—expansion allows for six passengers in aircraft up to 12,500 pounds
/in News, Tips and technique/by Eric RadtkeBasicMed expansion allows for six passengers (seven seats) in aircraft up to a maximum certificated takeoff weight of 12,500 pounds
On May 16, 2024, the Securing Growth and Robust Leadership in American Aviation Act (H.R. 3935), sponsored by Representative Sam Graves, was signed into law. Title VIII of the Act (General Aviation) includes Section 828, “Expansion of BasicMed.”
Section 828 amends BasicMed by increasing the number of allowable passengers in a covered aircraft to six (up from five); increases the allowable number of seats to seven (up from six); and increases the maxium certificated takeoff weight to 12,500 pounds (up from 6,000 pounds).
The amendements made by Title VIII of the Act began 180 days from the May 16 enactment of the bill—November 12, 2024.
What is BasicMed
If you’ve held a valid medical certificate at any point after July 14, 2006, you may never have to see an Aviation Medical Examiner (AME) again under the BasicMed rule. BasicMed is an alternate way for pilots to fly without holding an FAA medical certificate as long as they meet certain requirements. To fly under BasicMed, pilots must print off a FAA Form 8700-2; BasicMed Comprehensive Medical Examination Checklist (CMEC) and get your physical exam with a state-licensed physician. Then complete an online medical course and you’re ready to fly!
An important note is that third-class medical reform does not alleviate the need for pilots to continually self-certify when it comes to being fit for flight. This includes consideration for any medications that may affect physical or cognitive abilities. While it would make sense that a primary care physician would be in a better position to assess one’s overall health than the snapshot that takes place during the traditional AME exam, the process also depends on an honest and free exchange with your doctor.
BasicMed regulations are provied in 14 CFR Part 68.
What type of flying can be accomplished under BasicMed
The type of flying that is covered under BasicMed can be thought of as recreational or personal flying—generally flight training and all types of flying short of commercial operations including day and night VFR operations and even IFR flying. When flying under basic med, there is a maximum number of passengers that may be carried, six, and the aircraft operated is limited to seven seats and may not be certified for more than 12,500 lbs. Pilots are also altitude restricted to 18,000 feet MSL (no Class A operations) and a speed limit of 250 knots.
How often do I have to visit a physician under BasicMed
BasicMed rules require that pilots visit their primary care physician (or any state-licensed physician) at least once every four years and provide the CMEC which includes topics to be discussed during the visit. Both the pilot and physician need to sign the checklist stating that the items have been completed. A record of the required visit should be documented in the pilot’s logbook and pilots should save their checklist. It’s also a good idea to maintain a copy of your expired medical as evidence that you held a valid medical after July 14, 2006 when the legislation was passed. There is no additional need to report or file anything directly with FAA.
What type of training do I have to complete to fly under BasicMed
Pilots are required to complete an online training course in aeromedical factors every two years. The course is available free from AOPA or Mayo Clinic. A copy of the course completion certificate should be saved and a notation of the training made in the pilot’s logbook.
Pilots visit their primary care physician (or any state-licensed physician) at least once every four years and provide the CMEC.
What about special issuance medicals?
Perhaps the greatest financial and regulatory relief of BasicMed comes to those with special issuance medicals. Special issuance medicals are an option for pilots with certain medical conditions that are specifically disqualifying. Once FAA reviews the history and circumstances, the pilot may be cleared to fly under the special issuance authorization.
If you currently hold a special issuance third-class medical, or have held one after July 14, 2006, and do not suffer one of the specific cardiac, neurological, or mental health conditions identified as exceptions, you will never again be required to go through the special issuance process.
What conditions require a special issuance before flying under BasicMed?
BasidMed Summary—what documentation do you need to fly?
BasicMed Summary—operational restrictions
Additional Resources
Video tip: engine detonation and pre-ignition
/in Video Tips/by Bret KoebbeWhat happens when the spark plugs in your engine aren’t working properly? Some pretty bad stuff. In our latest video tip, we explain what detonation and pre-ignition are all about, how they happen, and what you can do to prevent them from happening.
The video clip below is from Sporty’s 2025 Learn to Fly Course
Class B Airspace—A Pilot’s Guide
/in Tips and technique/by Paul JurgensIt looks big! It looks scary! While Class B airspace may look like both of these things, it can actually be an exciting place to fly. You just need to understand and follow the rules for this airspace.
What’s in this article?
Class B Basics
Yes, it is true that Class B airspace surrounds some of the busiest airports. While there are often variations that are specific to the location, there are also commonalities found between the various Class B airspace areas.
Like other types of airspace, Class B is considered regulatory in nature. It is defined within the regulations and there are requirements within the regulations that must be met.
Class B can also be defined as controlled airspace. An ATC clearance is required for operations within Class B airspace. Unless superseded by §91.131, the Class D airspace rules found in §91.129 must also be followed.
Large turbine engine powered airplanes are not permitted to operate below the Class B airspace when en route to or from the primary airport within the airspace. This keeps them within or above the airspace during their arrival and departure.
Class B Airspace Dimensions
Class B airspace begins at the surface in the area surrounding the primary airport. As you move further from the primary airport, layers or shelves that start above the surface will be found. The shape of the surface area and layers are tailored to the individual airport and the instrument approach corridors to its runways. The top of the Class B will generally be the same height for the entire area. 10,000 feet MSL is a common height for Class B airspace.
There is also an area surrounding the Class B airspace where certain equipment is required even if not flying into the Class B airspace. The equipment will be discussed below. The equipment requirement generally goes out to a 30 nautical mile radius around the primary airport.
Minimum Pilot Certification for Class B Airspace
Due to the complexity of the airspace, the FAA requires you to have a minimum level of certification or a minimum amount of training and an endorsement in order to fly within Class B airspace.
At least one of the following minimum pilot requirements must be true to act as pilot in command within Class B airspace, or takeoff or land at an airport within Class B airspace:
Beyond those requirements, taking off or landing at an airport listed in 14 CFR Part 91 Appendix D requires the pilot in command to hold at least a private pilot certificate. The listed airports are the primary airports within Class B airspace areas.
Minimum Equipment for Class B Airspace
All operations within Class B airspace require an operable two-way radio capable of communicating with ATC on the airspace’s frequencies. A transponder with altitude reporting and an approved ADS-B out transmitter are also required for all operations.
With few exceptions, the transponder and ADS-B units must also be operable within 30 nautical miles of the primary airport within the Class B airspace, even when not entering the Class B airspace.
IFR operations require an operable VOR or TACAN receiver or a suitable RNAV system.
Class B Speed Limitations
Aircraft flying within the Class B airspace may fly at an indicated airspeed of up to 250 knots. If flying below a Class B layer or within a VFR corridor through the Class B, the aircraft is limited to an indicated airspeed of 200 knots.
Getting Around and Through Class B Airspace
Charted VFR Flyways were created so that pilots could travel safely in areas heavily traversed by large turbine-powered aircraft. These flyways help the pilot plan flights into, out of, through, and near complex terminal airspace, avoiding altogether flying into Class B airspace. VFR Flyway Planning Charts are printed on the reverse sides of most paper Terminal Area Charts (TACs) and may be found in many popular EFB apps.
Pilot compliance with recommended flyways and associated altitudes is strictly voluntary.
VFR Corridors are like a tunnel through the Class B. An aircraft can operate in these corridors without a clearance from or communication with ATC. However, pilots need to ensure that they are where they should be and haven’t mistakenly flown out of the corridor and into controlled airspace. An example of a VFR Corridor can be found in the Los Angeles SFRA. The corridor allows piston airplanes flying VFR to fly directly over the Los Angeles Int’l Airport (LAX) and through the Class B tunnel without talking to ATC or receiving a clearance.
VFR Corridors are similar to VFR flyways except that they have specific vertical and lateral boundaries which must be followed by all participating aircraft. Because of the high volume of traffic in Class B, it is necessary to fly these corridors with extreme caution. An example of this can be found in the San Diego Class B airspace, where there is a gap in the depicted Class B altitudes between 3,300’ MSL and 4,700’ MSL over the San Diego Int’l Airport (SAN). VFR Corridors, when available, will be specified on the appropriate TAC.
Class B airspace Transition Routes are similar, except that an ATC clearance is required. They are specific flight courses depicted on some TACs for transiting the Class B airspace. Unlike the former published VFR routes, transition routes include specific ATC assigned altitudes. Here are a few examples published on the Seattle Class B TAC.
On initial contact with ATC, pilots should give them their position, altitude, route name desired, and direction of flight.
Conclusion
While Class B airspace can be big and it can be scary, proper preflight preparation and an understanding of the rules, can shrink it down and make it a little less frightening in the mind of the prepared pilot.
Fly and stay safe!
FAA Introduces New Rules for CFIs Effective December 1
/in News, Regulations/by Eric RadtkeCFIs now required to document recency every 24 months
Instead of renewing, CFIs will be required to document recency every 24 months via IACRA.
What’s in the article?
Big changes are coming for certified flight instructors on December 1, 2024. While it’s been widely publicized that CFIs will no longer have an expiration date associated with their certificate under the new rules, CFIs are required to maintain recent flight instruction activity or participate in a flight instructor refresher course (FIRC) at least every 24 months. Failure to document and apply for recency will have the same effect as a CFI expiring.
Why the change?
According to the FAA, this change better aligns the CFI certificate with other certifications and reduces the administrative burden associated with certificate renewals while ensuring that CFIs remain active and engaged in aviation education activities.
What is changing?
To keep their certification current, CFIs must now meet specific activity-based requirements.
To keep their certification current, CFIs must meet specific activity-based requirements, such as providing a minimum number of endorsements or completing a Flight Instructor Refresher Course (FIRC) every 24 calendar months. The changes also add a new method for flight instructors to establish recent experience by serving as a flight instructor in an FAA-sponsored pilot proficiency program (WINGS).
CFI certificates issued before December 1, 2024, will still have expiration dates printed on the certificate that remain in effect until the end of the expiration calendar month. At the next renewal, CFIs will then receive a certificate without an expiration date and must comply with the recent experience end date requirements every 24 calendar months.
CFIs who do not meet the renewal requirements within 24 calendar months will lose their ability to instruct, but they can restore their instructor privileges by completing a FIRC within a new 3-month grace period (three months beyond their currency expiration). Beyond the 3-calendar month grace period, CFIs will have to follow the existing reinstatement options which is completing a practical exam.
It’s worth noting that, effective December 1, 2024, all CFIs may take advantage of the a 3-month reinstatement period even if an expiration date is printed on their certificate.
The new rule also adds two new options for CFIs to qualify to train initial CFI candidates. The first new option is based on training and endorsing successful applicants for practical tests. The second new option as a method of qualification by completion of a flight instructor enhanced qualification training program (FIEQTP) designed to prepare flight instructors to train initial flight instructor applicants.
CFI Recent Experience Requirements
The new CFI rule retains the current methods for flight instructor certificate renewal, as specified in § 61.197, but refers to them as flight instructor recent experience requirements as CFI certificates will no longer have an expiration date tied to their certificate. Instead of renewing their flight instructor certificate every 24 calendar months, a flight instructor will need to establish recent experience at least once every 24 calendar months.
CFIs will still be required to submit an Airman Certificate and/or Rating Application (8710), along with associated documentation to the FAA upon completing the recent experience requirements. The 8710 will still need to be validated by a certifying official (DPE, ACR, FAA). The submission of the 8710 via IACRA remains the only method for a flight instructor to submit their data to the FAA to validate and track the flight instructor’s recent experience. Failure to document this recent experience will have the same effect as a CFI expiring and requires resinstatement.
CFI Reinstatement Options—New Three-Month Grace Period
Currently, § 61.199 prescribes the requirements for those who wish to reinstate their expired flight instructor certificates. These include (1) satisfactory completion of a flight instructor certification practical test as per § 61.183 for one of the ratings on the expired flight instructor certificate, or (2) satisfactory completion of a flight instructor certification practical test for an additional rating.
The new rules retain all former reinstatement options, now relocated in § 61.199(a)(2) and (3), for flight instructors seeking to reinstate their privileges when they have not reestablished recent experience prior to the last month of their flight instructor recent experience period.
Additionally, the rule adds a new reinstatement option in § 61.199(a)(1) creating a three-calendar-month reinstatement period (grace period) immediately after lapse of the flight instructor’s recent experience period. During the three-calendar month grace period, flight instructors can reinstate their privileges by completing an FAA-approved FIRC and submitting an 8710 via IACRA; however, CFIs are not permitted to exercise the privileges of the flight instructor certificate during this grace period.
Qualifications for Teaching Initial CFI Candidates
The new CFI rule provides three different qualification options for CFIs teaching initial CFI applicants.
The new CFI rule provides three different qualification options for CFIs teaching initial CFI applicants. The first option retains the existing requirements of current § 61.195 which include the requirements for the flight instructor to have held the flight instructor certificate for at least 24 calendar months and to have given at least 200 hours of flight training as a flight instructor.
The second qualification option modifies the previous § 61.195(h)(3). Previously, § 61.195 allowed a person to serve as a flight instructor in an FAA-approved course for initial flight instructor applicants if that person had trained and endorsed at least five applicants for a practical test, at least 80 percent of those applicants passed on their first attempt, and the flight instructor has given at least 400 hours of flight training.
This new rule modifies these requirements in the new § 61.195(h)(2)(ii) by removing the minimum flight training hour requirement (400 hours) and removing the requirement for the flight instructor to be serving in an FAA-approved course. Section 61.195(h)(2)(ii) now requires a flight instructor to have trained and endorsed, in the preceding 24 calendar months, at least five applicants for a practical test for a pilot certificate or rating, and at least 80 percent of those applicants must have passed that test on their first attempt.
For the third qualification, a flight instructor must have graduated from an FAA-approved flight instructor enhanced qualification training program (FIEQTP). Additionally, they must have given at least 200 hours of flight training as a flight instructor before being eligible to complete the FIEQTP.
Additionally, to allow part 141 pilot schools to provide the FIEQTP, the FAA is revising § 141.11 by adding the training program to the list of special preparation courses. The FAA is also adding the new training program to appendix K of part 141, which prescribes the minimum curriculum for the special preparation courses.
For More Information
The new rule was published in the Federal Register and takes effect December 1, 2024. The rule can be found here.
Video tip: what kind of cloud is that?
/in Video Tips/by Bret KoebbeClouds are often referred to as “sign posts in the sky”, and for good reason since they are one of the best visual indicators of what mother nature has planned for the weather. This week’s tip takes a look at the various types of clouds, when and where they form and what kind of flying conditions pilots can expect when flying in and around them.
The video clip below is from Sporty’s 2025 Learn to Fly Course