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From time to time, I receive request from other pilots about flight planning, and one recurrent question is “how to avoid this controlled airspace ?”. Circumnavigating and fleeing controlled airspace seems to be the favorite activity of many light aircraft pilots. Why is that ? I’ve some ideas…

In Europe, it’s going VFR through major terminal maneuvering area (TMA) is hardly possible. From an operational point of view, high-density IFR and VFR do not mix really well. That being said, there are not so many of such TMAs. In Switzerland we have Geneva and Zuerich. France has Paris and Nice, Germany has Frankfurt.

Apart from such mammoths, every piece of controlled airspace can be crossed rather easily, given that your phraseology is correct and efficient. My favorite example is the huuuuuuge TMA of Lyon, in eastern France. While not being a major airport, Lyon St-Exupéry is rather busy. Its TMA is more than 50 miles wide and from north to south, it is over than 70 miles long. If you know the route, and the appropiate frequency, crossing over the two runways is really not a problem.

You don’t know what to say to the controller, or don’t know what to expect as an answer ? Here’s a short refresher…

Let’s start by calling the controller. You should find the appropriate frequency on your chart, together with the description of the airspace. Once you get in contact, simply state your request, but don’t give the details of all your flight. Something like the example below should be suffcient:

“Lyon Approach, good morning, HB-XXX”

“HB-XXX, Lyon Approach, go ahead”

“HB-XXX, DA50, VFR From Geneva to La Rochelle, overhead CBY VOR at 5′500 ft, request crossing your airspace, route LSE and then west.” If your transponder is transmitting, you can also indicate the code you’re using. This is a quick example, probably not 100% realistic.

At this point, you can expect a clearance to cross, but the controller may want to see you on his radar before, so he’ll give you a transponder code.

“HB-XXX, sqawk 1234″

“Sqawking 1235, HB-XXX”. Here comes an important thing. At this moment, you’re not yet cleared to cross or enter any airspace. Wait until the next call.

“HB-XXX, cleared to cross via LSE, maintain 5′500 feet, report crossing completed”. To which you’ll answer the following: “Clear to cross via LSE, maintaining 5′500 feet, will report crossing completed, HB-XXX”.

If you can’t maintain the assigned altitude, or if the controller gives you a clearance you can’t cope with, say it as soon as possible. In some cases, the controller can amend your clearance, and give you a heading, or an altitude change, but here again, you can say “Unable” if you can’t comply.

Once you’re clear of the crossed airspace, don’t forget to report it, as simply as “HB-XXX, crossing completed”. If the controller assigned you a specific sqawk code, it will probably instruct you to sqawk VFR, otherwise the answer will be to leave frequency.

There’s not a lot more to say, except that under some circumstances, your request will be answered with a polite but firm “negative”. This is never pleasant, but as a well prepared pilot, you certainly have a plan. Ducking under airspace, or fly around, or turn back, but I’m sure you’ll not infringe that block of airspace.

Being well prepared is the key to succesful flying. As many “golden rules”, this one is a bit general. With this post, we’ll see how it applies to flights below half an hour.

I’m not talking about flying circuits, but flying from an airport to another one close by. Such flights are more demanding that others are there is “relaxing” cruise phase. Immediately after leaving the departure airport frequency, the approach procedure starts.

That is the key to understand how to manage such flights: there is no time for cockpit clean-up and reconfiguration between departure and approach. Everything must be ready before departure.

I got trapped myself once, while flying a PA32 Saratoga from Yverdon (LSGY) to Geneva (LSGG). For training, I filed an IFR flight plan, with a joining nort-east of Geneva. I expected runway 05 in Geneva (the blue track in the picture below), which was confirmed by a call to Geneva Information before take-off. Once in flight however, Geneva Approach informed me that the active runway just change to 23 (the red track). My expected flight time changed from 45 to less than 22 minutes !

As I expected runway 05, I had not yet briefed nor prepared the approach. Hopefully, I had the charts at hand “in case of…”, and weather was severe CAVOK. As the runway in use changed after I checked, I can’t say that I did not prepare well enough, but let’s see how to prepare a short flight, be it expected or not.

• Have all charts on your kneeboard. You won’t have time to extract a binder from your bag, and find the appropriate approach plate.
• If you’re within radio range before take-off, copy the latest airport information at that moment.
• Brief the expected approach before take-off. If you find time in flight, make a short refresh.
• If you’re used to put a minimalistic flight plan in your GPS before take-off and to complete it in flight, envisage to fully program your GPS in advance.

Finally, and as always, expect the unexpected. Even a short flight can become more complicated than expected. And interesting question is what to do if serious problem occur short after take-off. The usual answer is to turn back to departure airport, but if the flight is really short, completing it to destination is an option.

Re-briefing for a return to place of departure when the cockpit is already prepared for the approach can be a dangerous work overload. Once again, good decision making under pressure if of paramount importance…

As always, if you have personal experience or tips to share, I’ll be happy to read them in your comments. And if you liked this post, you should read my tips for better managing long flights.

Being well prepared is the key to succesful flying. As many “golden rules”, this one is a bit general. With this post, we’ll see how it applies to flights over two hours. If your usual flights are shorter, there are a couple of additional things to consider before launching yourself in a long flight.

First things first, take care of yourself. Get something to drink, and some food if your flight is planned over your usual lunchtime. Dehydration and hypoglycemia can develop rapidly, and there is no room in a cockpit for their symptoms. But don’t turn your plane into a flying snackbar. Too much food and drinks will also have negative effects. Shall I really advise not to forget a “pit stop” before take-off ?

Longer flights require better fuel management, and consumption tracking. When flying short legs, switching tanks at each stop is fine, but this strategy is not adapted to long flights. Don’t forget there is a maximum allowed fuel imabalance. Switch tanks regularly, and don’t forget to note the appoximate remaining fuel, and time of the change. Doing so, you’ll quickly find out if you’re loosing fuel, or consuming more than expected.

While preparing your flight, remember that you’ll be far away from your homebase. If you’re a rental pilot, make sure to have the phone numbers of the club / school / FBO maintenance guys at hand. Do you know the local procedures for refueling away from home ? Bringing some oil is also a good idea, it’s not always that easy to find in remote places. By the way, do you know which oil grade your plane needs ?

With longer flights, the risk of getting a weather surprise increases. While in cruise, keep informed about weather at your destination. If your plane is not fitted with an XM Weather receiver, you can listen to VOLMET frequencies, or ask flight information centers, or air traffic controllers. Shall a diversion become necessary, you certainly want to know it as soon as possible.

Another possible hazard resulting from longer flights is boredom. This is particularly true when flying IFR, but long VFR segments can also be slightly boring. It’s fine to take a small “mental break” periodically, think of something else, relax your brain, but keep focused on your imoprtant pilot’s tasks. And don’t forget that the more demanding part of the flight comes at the end…

Don’t fall in the time trap. A two hours en-route segment does not means that you can postpone the approach briefing and preparation to the last second. You’ll feel really silly if, after two hours with not a lot to do, you get behind the plane because you did not prepare yourself in a timely manner.

I hope these tips will help you, and if you’ve additional ones, feel free to post a comment. I wish you fun, enriching, and safe long flights…