Cold weather can mean better airplane performance and some beautiful winter sunrises, but it can also mean potential danger from the airplane’s exhaust manifold heating system. Since 2010, there have been 12 fatal aircraft accidents where CO impairment was the primary root cause. In the small, unpressurized cabins of general aviation aircraft, any carbon monoxide (CO) that enters the cabin can quickly reach a significant and dangerous concentration. Here’s what pilots need to know about carbon monoxide: where it comes from, how to prevent it from entering the cockpit, and what tools are available for detecting it.
Carbon Monoxide Dangers
Most light airplane heaters use a shroud around the exhaust to warm ambient air, which is a simple and effective way to keep pilots and passengers warm. Unfortunately, a leak in the exhaust system means carbon monoxide, a colorless, odorless, tasteless—and potentially deadly—gas, can enter the cabin.
This is dangerous because CO essentially tricks your blood into bonding with it instead of oxygen, starving your body of what it needs. With enough exposure, this can lead to symptoms of hypoxia (anemic hypoxia, specifically). At low levels, that might mean just a headache, but over a long enough period of time or with high enough CO concentrations, that might mean impaired decision-making or even incapacitation. Worst of all, your brain won’t notice anything is wrong—if you don’t have some way to monitor CO in the airplane, you might never know it’s there.
Sadly, accidents can and do happen. In fact, I narrowly avoided one myself a few years ago. A crack in the exhaust sytem of the helicopter I was flying meant unfiltered exhaust gasses were pouring into the cockpit every time I pulled the cabin heat knob. It was only because I had a good CO detector that I stayed out of the NTSB reports.
Heaters in most light airplanes use air that is warmed by passing through a shroud around the hot engine exhaust pipes—the most likely source of carbon monoxide.
Carbon Monoxide Prevention
One way to avoid this scenario is to perform a good preflight inspection every time you fly, paying particular attention to the condition of the exhaust system. Look for any cracks, holes, or hot spots, which might indicate a leak. Since much of this is hidden with the engine cowl on, have your mechanic do a thorough inspection of all exhaust parts at every oil change and annual, too.
The easiest thing to do is use a carbon monoxide detector on every flight. If you buy a quality device and make it part of your regular checklist, you’re much more likely to detect a leak before it becomes a major problem. In fact, the NTSB now strongly suggests that all airplanes have some type of CO detector on board. All CO detectors measure concentration in parts per million (ppm), and alert pilots with some combination of lights, audio alarms, and even vibration.
So how much is too much? The US Occupational Safety and Health Administration (OSHA) uses 35 ppm as its lower limit, although it’s important to note that this is based on a time weighted average (TWA), taken over 8 hours. OSHA uses 200 ppm as a 5-minute sample ceiling, and 1500 ppm as an instantaneous limit.
In our experience, pilots should err on the side of caution. Certainly a concentration of 200 ppm should get your attention right away: turn off the heat, open the fresh air vents, and consider landing. It’s highly likely you have an exhaust leak. But pilots can also be impacted by much lower levels. Even 35 ppm, which could be caused by poor airflow or even the landing gear being down, can cause confusion, fatigue, and poor decision making if it persists for an hour. For that reason, we like units that alert at 35 or 50 ppm.
Flying with a CO detector is only helpful if you know how to use it. Make sure the batteries are fresh and the sensor is replaced every few years, as directed by the manufacturer. Also keep it in your direct line of sight—it doesn’t have to be right in front of a vent, but it should be some place where you can see it without having to move your head much.
Carbon Monoxide Detectors
There are hundreds of CO detectors on the market. However, most of them are not well suited for aviation. They may not alert until CO concentrations reach over 100 ppm, or they may not have an alarm that’s audible in the loud cockpit of a general aviation airplane. Here are four options we have flown with and recommend.
Tocsin 4. This compact model features three alert modes—a 90 dB audio alarm, flashing red lights, and vibration—so you will notice it in the cockpit (trust me!). The built-in screen gives you a real time indicaton of CO ppm, but it’s still small enough to mount almost anywhere. You can use the sturdy clip to keep it attached to a seat belt or mount it to the panel so it’s in view. The default low alarm is set at 35 ppm and the high alarm is set at 100 ppm. It also has a TWA setting for 8 hours, but this is less important unless you’re troubleshooting a persistent problem. More Info
The Tocsin 4 features three alert modes—a 90 dB audio alarm, flashing red lights, and vibration.
Forensics 2.0. This new version of the Forensics Carbon Monoxide Detector boasts brighter LED alarms, a soft rubber touch feel, a larger LCD display, and a key ring for battery replacement. The CO alarms are set at 9 ppm with red LED and 25 ppm with an audible buzzer sound (70 dB) to ensure maximum protection. These alarm levels were chosen based on recommendations from the World Health Organization and Environmental Protection Agency. The CO alarm includes smart detection algorithms designed in the USA. Unlike regular CO alarms for the home, this detector is designed to detect CO levels at an early stage before the situation becomes dire.
Unlike regular CO alarms for the home, the Forensics 2.0 is designed to detect CO levels at an early stage.
ForeFlight Sentry Plus. This all-in-one ADS-B receiver does more than just receive weather and traffic. It also features a built-in CO detector that alerts pilots via a loud audio alarm, a flashing red light on the device itself, and a pop-up alert in the ForeFlight app. This makes Sentry Plus a solid safety tool for every flight, and it can be mounted out of the way if necessary.
The Sentry Plus features a built-in CO detector that alerts pilots via a loud audio alarm, a flashing red light on the device itself, and a pop-up alert in the ForeFlight app.
Lightspeed Delta Zulu Headset. The Lightspeed Delta Zulu is the first headset with a built-in carbon monoxide detector and alerting system. It works right out of the box: simply put the headset on and press the power button—you’ll automatically get audio alerts anytime unsafe levels of CO are detected. Because you use a headset on every flight, you’ll enjoy always-on protection.
Because you use a headset on every flight, you’ll enjoy always-on protection with the Lightspeed Delta Zulu.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/12/28124410/carbon-monoxide-FTC-post.png10001250John Zimmermanhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngJohn Zimmerman2024-11-18 08:55:332024-11-05 11:25:08Silent Threat: Carbon Monoxide Poisoning Risks for Pilots
Dreaming of becoming a pilot or getting an additional rating? EAA can help your aviation dreams become a reality.
EAA awards more than $135,000 each year to students to pursue flight training. All applications are reviewed against the criteria for the individual scholarships and then awarded to those who show the greatest potential to be actively engaged in aviation. Flight training scholarships may be used to cover costs at any flight training school in the United States and Canada that is not a university program and you do not need to be an EAA member to apply.
Additonally, postsecondary scholarships are available to support students attending a postsecondary institution with a focus on aviation, including pilot training, aeronautics engineering, aviation management, airframe and powerplant (A&P) maintenance, and more. These can be used at colleges, universities, technical schools, or community colleges.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/11/15091225/eaa-scholarship-cover-image.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-11-15 08:55:372024-11-18 13:15:02EAA accepting applications for 2025 scholarship program
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
Silent Threat: Carbon Monoxide Poisoning Risks for Pilots
/in Tips and technique/by John ZimmermanCold weather can mean better airplane performance and some beautiful winter sunrises, but it can also mean potential danger from the airplane’s exhaust manifold heating system. Since 2010, there have been 12 fatal aircraft accidents where CO impairment was the primary root cause. In the small, unpressurized cabins of general aviation aircraft, any carbon monoxide (CO) that enters the cabin can quickly reach a significant and dangerous concentration. Here’s what pilots need to know about carbon monoxide: where it comes from, how to prevent it from entering the cockpit, and what tools are available for detecting it.
Carbon Monoxide Dangers
Most light airplane heaters use a shroud around the exhaust to warm ambient air, which is a simple and effective way to keep pilots and passengers warm. Unfortunately, a leak in the exhaust system means carbon monoxide, a colorless, odorless, tasteless—and potentially deadly—gas, can enter the cabin.
This is dangerous because CO essentially tricks your blood into bonding with it instead of oxygen, starving your body of what it needs. With enough exposure, this can lead to symptoms of hypoxia (anemic hypoxia, specifically). At low levels, that might mean just a headache, but over a long enough period of time or with high enough CO concentrations, that might mean impaired decision-making or even incapacitation. Worst of all, your brain won’t notice anything is wrong—if you don’t have some way to monitor CO in the airplane, you might never know it’s there.
Sadly, accidents can and do happen. In fact, I narrowly avoided one myself a few years ago. A crack in the exhaust sytem of the helicopter I was flying meant unfiltered exhaust gasses were pouring into the cockpit every time I pulled the cabin heat knob. It was only because I had a good CO detector that I stayed out of the NTSB reports.
Heaters in most light airplanes use air that is warmed by passing through a shroud around the hot engine exhaust pipes—the most likely source of carbon monoxide.
Carbon Monoxide Prevention
One way to avoid this scenario is to perform a good preflight inspection every time you fly, paying particular attention to the condition of the exhaust system. Look for any cracks, holes, or hot spots, which might indicate a leak. Since much of this is hidden with the engine cowl on, have your mechanic do a thorough inspection of all exhaust parts at every oil change and annual, too.
The easiest thing to do is use a carbon monoxide detector on every flight. If you buy a quality device and make it part of your regular checklist, you’re much more likely to detect a leak before it becomes a major problem. In fact, the NTSB now strongly suggests that all airplanes have some type of CO detector on board. All CO detectors measure concentration in parts per million (ppm), and alert pilots with some combination of lights, audio alarms, and even vibration.
So how much is too much? The US Occupational Safety and Health Administration (OSHA) uses 35 ppm as its lower limit, although it’s important to note that this is based on a time weighted average (TWA), taken over 8 hours. OSHA uses 200 ppm as a 5-minute sample ceiling, and 1500 ppm as an instantaneous limit.
In our experience, pilots should err on the side of caution. Certainly a concentration of 200 ppm should get your attention right away: turn off the heat, open the fresh air vents, and consider landing. It’s highly likely you have an exhaust leak. But pilots can also be impacted by much lower levels. Even 35 ppm, which could be caused by poor airflow or even the landing gear being down, can cause confusion, fatigue, and poor decision making if it persists for an hour. For that reason, we like units that alert at 35 or 50 ppm.
Flying with a CO detector is only helpful if you know how to use it. Make sure the batteries are fresh and the sensor is replaced every few years, as directed by the manufacturer. Also keep it in your direct line of sight—it doesn’t have to be right in front of a vent, but it should be some place where you can see it without having to move your head much.
Carbon Monoxide Detectors
There are hundreds of CO detectors on the market. However, most of them are not well suited for aviation. They may not alert until CO concentrations reach over 100 ppm, or they may not have an alarm that’s audible in the loud cockpit of a general aviation airplane. Here are four options we have flown with and recommend.
Tocsin 4. This compact model features three alert modes—a 90 dB audio alarm, flashing red lights, and vibration—so you will notice it in the cockpit (trust me!). The built-in screen gives you a real time indicaton of CO ppm, but it’s still small enough to mount almost anywhere. You can use the sturdy clip to keep it attached to a seat belt or mount it to the panel so it’s in view. The default low alarm is set at 35 ppm and the high alarm is set at 100 ppm. It also has a TWA setting for 8 hours, but this is less important unless you’re troubleshooting a persistent problem. More Info
The Tocsin 4 features three alert modes—a 90 dB audio alarm, flashing red lights, and vibration.
Forensics 2.0. This new version of the Forensics Carbon Monoxide Detector boasts brighter LED alarms, a soft rubber touch feel, a larger LCD display, and a key ring for battery replacement. The CO alarms are set at 9 ppm with red LED and 25 ppm with an audible buzzer sound (70 dB) to ensure maximum protection. These alarm levels were chosen based on recommendations from the World Health Organization and Environmental Protection Agency. The CO alarm includes smart detection algorithms designed in the USA. Unlike regular CO alarms for the home, this detector is designed to detect CO levels at an early stage before the situation becomes dire.
Unlike regular CO alarms for the home, the Forensics 2.0 is designed to detect CO levels at an early stage.
ForeFlight Sentry Plus. This all-in-one ADS-B receiver does more than just receive weather and traffic. It also features a built-in CO detector that alerts pilots via a loud audio alarm, a flashing red light on the device itself, and a pop-up alert in the ForeFlight app. This makes Sentry Plus a solid safety tool for every flight, and it can be mounted out of the way if necessary.
The Sentry Plus features a built-in CO detector that alerts pilots via a loud audio alarm, a flashing red light on the device itself, and a pop-up alert in the ForeFlight app.
Lightspeed Delta Zulu Headset. The Lightspeed Delta Zulu is the first headset with a built-in carbon monoxide detector and alerting system. It works right out of the box: simply put the headset on and press the power button—you’ll automatically get audio alerts anytime unsafe levels of CO are detected. Because you use a headset on every flight, you’ll enjoy always-on protection.
Because you use a headset on every flight, you’ll enjoy always-on protection with the Lightspeed Delta Zulu.
EAA accepting applications for 2025 scholarship program
/in News/by Flight Training Central StaffApply by March 1, 2025
EAA awards more than $135,000 each year to students to pursue flight training. All applications are reviewed against the criteria for the individual scholarships and then awarded to those who show the greatest potential to be actively engaged in aviation. Flight training scholarships may be used to cover costs at any flight training school in the United States and Canada that is not a university program and you do not need to be an EAA member to apply.
Additonally, postsecondary scholarships are available to support students attending a postsecondary institution with a focus on aviation, including pilot training, aeronautics engineering, aviation management, airframe and powerplant (A&P) maintenance, and more. These can be used at colleges, universities, technical schools, or community colleges.
Details of each scholarship, application requirements and FAQs, are available from EAA at https://www.eaa.org/eaa/learn-to-fly/scholarships.
Please also be sure to visit the Flight Training Central Scholarship Directory at https://flighttrainingcentral.com/scholarships/.
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.
Share the quiz to show your results !
Facebook
Facebook
Share your results :
Facebook
Facebook
Twitter
Google+
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!