The FAA Is Investigating My Case 

I feel like you left the most important teaching moment out which is you must hear the specific words “cleared through the bravo airspace” before you enter. It doesn’t matter if you tried or were/weren’t on FF, in every scenario except on an IFR flight plan, you must hear those words. Thanks for sharing your story, hope it all turns out ok.

Your video is the poster child for a student pilot studying about hazardous attitudes.

Bottom line is you have to hear the magic words " Your tail number and " you're cleared into the Bravo" unless you're on an IFR flight plan you must be cleared. I hope this works out smoothly for you and let us know how it goes please.

The FAA Safety team (FAASTeam) volunteers can help you as an alternative to any enforcement action. Arrangements can be made to meet with a volunteer safety representative to complete a short “refresher training” program. The FAA often prefers pilots meet with FAASTeam reps to resolve these matters positively without any further enforcement action requirements. PM me if you want to know more about this possible legitimate resolution to your issue.

Sounds like Mr Mojo needs a review of airspace classification and requirements. It’s not just G that doesn’t require a “clearance”. Most of his trips are conducted in E airspace which also does not require a clearance when operating under VFR.

I love when RU-vidrs share their mistakes. Thanks for the great content.

You are the first pilot I've ever seen with the guts to post a breakdown of their own flight deviation. This speaks volumes about your character as a man. We all benefit from having you in the flying community. Thank you for sharing this lesson learned.

Mike, thanks for your videos. I had a similar episode, while using flight following. I was traveling from Orlando to Lantana, and approaching the Palm Beach airspace, I was dropped by Palm Beach approach. I was descending into Lantana, which is just south of the Palm Beach airport. I was a new pilot, and confused by the approach controller who decided to drop me as I was 30 seconds from entering his airspace. I grabbed my iPad, to look at the altitude of the overhanging shelf, and realized I was in the Charlie airspace. As I continued my descent, a departing airbus flew in front of me. I knew something was SERIOUSLY wrong. The controller would never have intentionally dropped me as I was entering his departure corridor. At that moment, the controller started speaking to me on the CTAF frequency for Lantana. He asked me to copy down a phone number for a pilot deviation, but I told him I was unable due to task saturation. There are several towers in the approach to Lantana that I was trying to identify, and also figure out who else was in the busy traffic pattern of Lantana. After landing I called the Palm Beach Tower, on the phone, and was connected to the controller who had tried to give me the FAA phone number. I explained to him that I was confused why they decided to drop me as I entered their airspace. The controller told me he thought I was going to a different airport, which is to the north west of Palm Beach. He apologized for their error, and told me I did not have to file any report.

"I have a phone number for you to write down"....Yes, I guess it's been a year now from a deviation I had at RDU. The FSDO will follow up on it for sure. It was stressful but in the end they were truly professional & I simply had to display to them I knew what I did wrong. They were helpful. Keep us informed please.

I hugely appreciate you sharing this. It's a key lesson I can take from this that even though you have good reason to take the route you do (descending just after the Bravo to your destination), I'll have to assume that I can lose flight following at any time, and to route as though they won't arrange clearance into flight space like Bravo/Charlie. Some people like to gripe about "RU-vid aviators" but channels like your where you share mess ups like this are incredibly valuable to making everyone safer. I very much hope the FAA treats you in a fair manner (in which case, they'll confirm that you caught your mistake quickly and took decisive action to rectify it.)

Hey Mike, I was under the impression that you have you instrument rating. If that's the case, why not just file an IFR flight plan? That way, you can avoid this whole situation. Just a thought.

I appreciate you sharing your experience. I think this is a case of the curse of the magenta line (going GPS direct). I don’t know which airport you used in Atlanta, but I assumed Peach Tree for this analysis. Looking at the direct route from PDK to KINT, the GPS route just barely clips the Class Bravo at CLT. If it were me, I would add a waypoint of KHKY to the flight. That would keep me clear of the Class B, and adds zero minutes to my flight time. Then I can manage my descent as I wanted and not even have to consider the Class B clearance. Also, I’ve worked with FSDOs from all over the US for the last two years. I’ve had great experiences, but I would also counsel folks not to post on YT until after your case is closed. Anything you say here can be included in the investigation and could change the outcome. The FSDO inspectors are professionals, and truly seek to improve safety not issue violations, but you have to assume anything you say, can and will, be used in the investigation. I would recommend talking to someone with aviation legal knowledge (Pretty sure AOPA has a service) to get advice on how to proceed. Again, just an abundance of caution so that you don’t accidentally say something that gets you further into trouble. Good luck and safe flights

I think its really refreshing that you openly admit that you made a mistake, and don't try to lay the blame on the controllers. You are clearly a responsible pilot.

There's a podcast called Opposing Bases, it is a couple of ATC guys out of Greensboro approach control facility. The information on that podcast will really up your situational awareness game in the NAS. Great information for anyone utilizing air traffic services.

Please refer to an instructor, The FAR's, and the AIM for your information.

As an old school aviator I am thrilled with your enthusiasm for flying. Keep it up!

Man I appreciate your boldness in showing your mistakes!! I recently busted a Class B airspace and got scolded by ATC on the radio....... but fortunately they didn't make me call in.. .. Very stressful, but I did discuss it with my flying buddies! That's the best way to share and learn!

Several things. Flight following is independent of being cleared into the bravo. You always need to hear “cleared into the bravo” with or without flight following. So that’s not excuse. 2 you should fill out an ASRS report detailing how you got into this situation. It will help to educate other pilots. It will also help with your FSDO interactions. I can help you with the ASRS process if you need guidance. 3 finally, be proactive. Schedule time with a CFI now to go over bravo clearance ground and flight work. Note it in the log book. Demonstrate to the FSDO how you are being proactive to ensure this doesn’t happen again. Best of luck

I'm a student pilot. My school is in Class C airspace, which bumps up against a Class B. There have been a few times I've had to do a 360 before the Class C coming back from the training area east of the airport. Thanks for sharing the learning opportunity.

I will say the Honesty hear is commendable. A pilot admitting a mistake and then sharing it. One thing this did for me, I am about to have my check ride and I planed it though a bravo. I assumed I would be cleared but I bet the DE is going to ask what if I don't. OK this made me look at all my options. I knew I could fly below or above but I also looked at navigating around if not cleared. So Thanks

Flight following is not a panacea. You are essentially on your own just as if VFR without flight following. If you violate airspace or hit another airplane, YOU and you ALONE are responsible. A good lesson. I suspect you'll be let off with a verbal warning and nothing will end up on your pilot record.

I'm gonna be starting the road to my ppl soon and I truly appreciate not just videos like this but the comments section that puts my mind at ease

Just keep in mind when calling ATC in this cases, those calls are recorded and everything you say can and might be used against you. So before make the call think about what you will say.

As has been pointed out, "Cleared into..." are the magic words you must hear before entering. And as an alternative to proceeding above or below the controlled airspace, you can do orbits outside of it, remaining clear until you are cleared to enter. And even if you have flight following it's still good practice to call ATC and say "Approach, confirm that Cessna XYZ is cleared to enter and transition through the Charlotte Class B." Thanks for sharing, you won't make that mistake again!

I really enjoy watching your channel and its always a learning experience, I hope the best for your FAA adventure.

For anyone watching who is new to this: 3:45, careful, this isn’t necessarily true. An approach or center controller who is giving you flight following may be coordinating your passage through any tower controlled airspace on your route, but there is no guarantee of that. If they don’t explicitly tell you they’re doing it, you had better ask them. You don’t need permission to enter C, D, E, or G airspace. You need two way communication to enter C or D (and to not be told something like “remain clear of class delta airspace” while you are establishing communication-I have gotten this once or twice.) If I’m going to be anywhere near class B, I file IFR. A whole bunch of potential land mines disappear that way. IFR is, in a number of circumstances, much simpler than flying VFR.

You busted man. There's no automatic clearance into controlled airspace if you are getting a Flight Information Service. It's necessary to contact the controlling agency. FIS is just a workload permitting service, very basic. You need to get a Class B clearance and Class C establish communication (by hearing your callsign read back).

You did a great job of explaining this and it shows you have the right attitude and learned something already. Plus your video helps us all. We have to hear "Cleared to enter Class Bravo". The way you explained this makes me think a lot of people in that same situation might fall into the same trouble. Lucky for us we have your video to learn from. I hope they are easy on you. I have had flight following not answer and I wonder if they can hear my radio, wonder if they are clearing me and i can't hear them or if something else is happening. I learned a lot from your video. Thanks for putting yourself out there and sharing this.

Wow, kudos to you on this video! Seriously. Being open, up-front and educational about this mistake is not just amazing, but it is CRITICAL for student pilots or frankly any pilot to hear and be reminded of mistakes that can be made, how to handle making the mistake professionally, and what to look out for on the next flight.

A point of clarification. You do not need permission to enter Class E airspace. Class E has different VFR minimums than Class G. Class D and C don't require permission, but do require two way communication with ATC, when ATC actively identified you by your tail number in a call. Class A requires you to be on an IFR flight plan, so permission is implicit. Class B requires explicit permission to enter. Flight Following isn't getting you permission to enter class C,D, or E airspace.

Sharing experiences, to improve among all, is an act of honesty and generosity. Thanks for that mate !!

Thank you for posting the video. I go through B around DFW VFR on a regular basis and it’s a good refresher on entry that you have to hear the words “tail number, you are cleared into B airspace.” I even repeat it back to get it on tape. I’ve been given a number once so far. I declared an emergency for an electrical failure at night. They wanted confirmation I made it safely to terra firma. Good folks on the other end of the radio.

Awesome teaching video. Bravo Zulu to you for accepting the responsibility of PIC. Back in the days of my aviation career, (1980) I was always told that you could ask for flight following, however, never trust flight following as controllers can get very busy with any number of items. A great job in taking this as a learning lesson.

"ASSUMING" is a cardinal sin in aviation. The aviation graveyard is full of pilots who, instead of following procedures to the tee, assumed and caused the loss of thousands of lives. The rules are there for a reason, and they have no mercy on those who neglect/break them

Hi Mike: Thanks for sharing this experience. Many years ago during my cross country for my PPL, I had a similar experience through the Boston TCA (now Class B). Got a similar call. It was a learning experience indeed. I hastened to get my Instrument Rating and since then I rarely if ever fly VFR. I had to write a report and filed with ASRS…I received no certificate action and was commended by the FAA for my quick actions. Good luck and keep us informed.

I"ve heard of too many pilots complain about ATC or the FAA busting them for situations as if they didn't do something wrong themselves. Your discussion and approach shown here makes me glad there are pilots like you out there to demonstrate what a good approach looks like (especially to someone like me who's about to take their PPL check ride). I hope the FAA acknowledges your attempts and fast correction and responds accordingly!

Thanks for stepping up and taking responsibility real professional of you thanks again. As a newer pilot that’s why I love having Foreflight. It has auto alerts for airspace etc. Keep up the good work, keep at it.

Good luck Mike, keep learning, keep flying, keeping seeking perfection

Wow! I give you a lot of respect. You took this incident and made it a learning experience. You're an example for every person to follow. I will definitely be checking out your stuff more (this is my first video I have seen of yours) now that I know that you are a man of integrity and have an abundance of character. Keep up the great work! And I personally feel better knowing there are pilots like you in our skies.

Thank you for a great video, and your excellent perspective on this incident.

Thank you for posting this experience. We all learn from each other.

I like this channel, always good reviews on aircraft and I always seem to learn something new. Great job 👍 I'm an old F4 crew chief

Love your videos! Very informative. Hey, it happens to the best pilots. The fact you speak so professionally and accept responsibility for your mistake does wonders when you have to call the FAA for an error. Inevitably, you learned and recognized your mistake. I'm sure they chalked it up to a learning experience.

Mike thanks for sharing your experience, it takes a lot of courage to share your experience so others can learn from it. I did notice you mentioned you need to get permission for any airspace except for Class G, which is incorrect. While it is "controlled" airspace, you do not need to be in contact with Air Traffic Control to enter Class Echo airspace. There are no specific equipment requirements. Basic VFR minimums are 3sm visibility, 500′ below clouds, 1,000′ above clouds, 2,000′ horizontal from clouds.

Great channel, Mike. You're a grat ambassador for aviation. I frequently transition the Dallas Class Bravo when travelling between the Metroplex and West Texas. I always use flight following or fly IFR. When on following, I plan routes under the outer shelfs without the expectation of being cleared into the Bravo. If I need to go through, I work it out with Approach Control as early as possible. If I don't hear the magic words, I ask, even as I prepare to make a move to avoid busting the space. When the controller says "Nxxx, cleared into the Class Bravo", I respond by reading back "Cleared into the Class Bravo, Nxxx." That way it gets on the tapes twice and confirms controller and pilot are on the same page. Expect the frequency to be very busy, comply with all headings and altitudes promptly and precisely, be quick and concise on the radio, and keep your situational awareness elevated. ATC

I had a similar situation many years ago in a 747-400 on an IFR ferry flight. We got a very last minute reroute to avoid restricted airspace. It takes a couple miles just to turn the plane and we nicked the airspace in the turn. The ASRS describing the circumstances in addition to the recordings of ATC conversations was all it took. Never heard a word from the Feds. Keep flying! I really enjoy your journey and the content. ASRS is not a get out of jail free card but it can save a lot of trouble in a situation such as yours from becoming more than it should be.

Thank you for sharing your experience.

Thank you Mike for sharing this case.

Hope for the best outcome, man! I eventually want to fly through that Bravo and I’m apprehensive of doing it.

I'm just outside of Winston-Salem. Love seeing the views. Good luck with this

As a student pilot more than 30 years ago I had flight following chew on me, then spit me out of the system. I never used it again. I just tell trusted friends what I’m doing and stay well away from class B.

enjoy your videos and admire your transparency to share your mistake fully knowing that you will get some online heat, but it's a great learning opportunity for everyone.

Thank you for sharing, I to use flight following on regular basis, cross-country flights VFR. A great take away here. Thx for sharing. !!

Glad to know you are having fun

When I first got my PPL, I found it intimidating to rapidly switching from one controller in a busy airspace in order to request the transition.

"Give me a call, I'll fly with ya." Awesome information.

Thanks for sharing, Mike. Great video.

Keep informing about the situation. Thanks!

Hey MojoGrip. I fly out of KUZA, just south of KCLT. We live below the 3600 foot layer but the 1800 foot layer is really close to our base legs when using RWY 20. Our instructors are pretty adamant about making sure we are at pattern altitude (1700') if we are going to have to extend any downwinds to Rwy 20. Let alone we have a nuclear power plant not far away as well. But I agree with most of the comments below. Flight following was the best thing every conceived. I started flying in 1986 so I've seen the evolution of the FAA and the airspace. Keep up the great videos!

Hey Mike, much respect to you for making this incident public. This is truly a teachable moment, and will no doubt help other pilots.

Good discussion on flight following and clearance through airspace. Hopefully, the FAA is lenient on you giving you only a warning. The only thing I would advise is to always expect that either you will not be cleared through class B planning to fly below/above/around it or to plan an IFR flight through it if you know you're going to have to pass through it. I live in the SF Bay area and normally don't bother with class B and always plan for flying below and around on flight following.

Good teaching moment I’m a student pilot and I thank you for letting me know about this because I thought the same thing I thought flight following helps you the whole time. But now I know it’s my responsibility the whole time. Thank you for sharing!! I hope everything works out for you!!

Whew. Even with flight following you must always receive a clearance to enter class B eg "NXXX you are cleared into Los Angeles class Bravo...etc etc" Even when they vector me through the airspace I always request they repeat those words to me for the tapes. Hopefully they give you a couple hours of online training modules and once complete they drop the matter

I try and avoid class B by at least 500' or more. I don't try and get clearance through it's not worth the potential hassle . You want to make sure your transponder is operating properly, this is particularly important around restricted airspace. I like transponder's that show you what altitude they are sending out to ATC. Another important procedure for pilots is to file a NASA report if you suspect any possible violation, I keep a few with me at all times. A NASA report can help keep you from getting violated.

Only one thing to remember here --unless you specifically hear the words “N2345 YOU ARE CLEARED INTO THE CLASS BRAVO AIRSPACE” you are NOT authorized to fly into the space REGARDLESS of who you are talking to. BTW, Class E does NOT require you to get any kind of clearance from ATC..

Sorry to hear about your misadventure. Hoping for the best!

I don't know you, but I am proud of you and your attitude and accomplishments. Outstanding achievements! I know how to fly a plane, but I am not "a proper pilot". I live near the Gwinnett airport.

I had the same situation at KDFW, during Thanksgiving, low fuel,busting class B airspace ,but had a good outcome, thanks mike

Wow that is scary, I'm a pretty new pilot and I have been through the new york B, I know I'm going to miss something someday, but I will keep this in mind next time I head down close to a B. Thanks love the channel

As a retired airline pilot with 45+ years of flying, I also commend you on your frank and honest share about your situation. I have not flown general aviation for a long time and am not sure if ASAP is available to you, however that might have been a good option if available. Clearly your deviation was unintentional and not a recless event. It also sounds as if there was no conflict with other aircraft. I imaging the result of this will be simply a "warning" of sorts and will result in you being more vigilent in the future. Enjoy your channel on occasion and wish you many years of safe and enjoyable flying.

Here in Germany we need a clearance for C and D and do not have A and B at all. So, we mostly fly in E and G (very close to the terrain). Thanks for sharing and fly safe!

Thank you for posting this. Hope it’s words of advice, end of matter . Stay safe 👍

Similar to what you said, when flying VFR and approaching Class B, even on FF, I call to verify I am “cleared” to cross Bravo. If I don’t hear from them I start circling or deviate to avoid the airspace.

Great video. Wish you luck!

Interesting! I started watching pilots like you just because I find it interesting. Since then I've found out one thing. Y'all have a fun but stressful job. Soooo many rules and regulations. I understand it has to be that way as well. Good luck!

Thanks for sharing. The communication issue you had before that "boo-boo" was contributing and distracting in my observation. Good idea to prioritize in the future. Aviate, Navigate, Communicate. Good luck.

Thanks for relaying your story!

Good luck with this brother, please keep us updated if you are inclined to.

That is one thing bad about the new transponders will fink on you. When talking to FAA be nice and not argue. I am sure you did your best. Good luck.

Mike, I LOVE this story because you convey SUCH personal responsibility and accountability! For most of us it's educational. For some of us it is inspirational! We should all strive to be as responsible, as open to learning, and as desirous of benefiting our fellow flyers. Many thanks for all your videos. By the way, should the FAA see this video, I think they will be pleased that other pilots will be educated by you on a topic and in a way that they would like. YOU are making the skies safer for us all. Thanks!

Good video thanks for sharing. The same almost happened to me once as I was entering Class Bravo into Houston. The controller was giving me altitudes to decent to but never said, "Cleared through Class Bravo", so I explicitly asked "am I cleared through the Bravo"? At which time he responded with the magic words. ATC can get very busy, and the FAA just wants to make sure everyone is flying safely. I was given a phone number last month and was freaking out about what I could have done to be in violation. Ultimately there was no issue, just because of the weather condition ATC wanted to make sure I arrived safely.

This video sounds "instructional". MG is not an instructor and there are several, I believe honest but small mistakes or misrepresentations in this video. The national airspace system is complicated and there are better sources to learn about it and how to use facilities, like flight following, to fly safer. That said, I'm glad he made the video because honest mistakes happen and putting all this in RU-vid is brave of him and I applaud that.

I did the similar deviation during PPL training on the cross country solo. Flight following was requested but Jacksonville was busy. And I entered Delta with out knowing that on that weekend, it was not Echo. Last minute NOTAM had been posted + My radio was turned down and didn’t hear tower although I was making all the calls. 🤦‍♂️. Got a verbal drubbing from ATC and was fortunately let off without a record. Learned something that day.

I so appreciate this video! I’m a brand new pilot & although I know you have to hear the words “cleared into the Bravo” I thought if you had FF, they would help more than in your situation here. Reminder I’ll always need to have two plans when going through Bravo. Thank you again -and I pray this works out well for you.

Sharing a mistake so that others can learn is just solid, thank you.

Love your videos Mike. As a current student pilot, I find your videos very informative and most helpful...even when potential mistakes might be made. Thanks much for your efforts!

Thank you so much for the information.

“I’ve flown this route 100 times” which is why complacency is the number one killer.

I have not flown in 20 years, but I always used flight following on all my VFR flights when available. The one thing my instructor emphasized was flight following is a tool but not a guarantee to keep you clear of aircraft, restricted airspace as well as all NOTAMS

I called for flight following thru the Dallas Bravo after taking off from a non-towered airport South of Dallas. The ATC directed me North but never said “Cleared to enter bravo.” When my GPS showed me I was getting close to the bravo, I asked the ATC if I was cleared for the bravo. He replied, “Oh yeah…. Cleared for bravo. Thanks for asking.” He was busy and it was on his todo list. They may forget to tell you you’re cleared for bravo even when they direct you towards the bravo on flight following, and, as always with the government, it will be your fault; not theirs if you enter without explicit permission. Use your tech if you’ve got it. Any decent GPS will warn you if you’re approaching delta, Charlie, or bravo. And if you don’t remember explicitly being cleared for bravo, then ask. Delta and Charlie just require radio acknowledgment. The worse that can happen is you annoy the ATC for asking bravo clearance twice. I find it’s easier now just to fly around the bravo because the routes I get thru it are often just as long as flying around it with far fewer headaches.

You need to establish two way communication, make the request and receive an approval or disapproval. One cannot continue straight ahead into restricted airspace, Stay safe, and flight following is great if the controller can accommodate you.

There can be confusion between Class B and the Class C's and D's. Towered airports of medium and small size, Class C and Class D, require two-way radio contact with that tower-that's all. A very large city, Class B or Class Bravo, on a VFR flight plan, even with flight following the pilot must get a SPECIFIC CLEARANCE TO ENTER that airspace with the words "you are cleared into the Atlanta class bravo".

Thank you for posting your story. I’m sure it will help others. I was on FF a couple weeks ago and it took me through Charlotte air space. I was handed off to Charlotte approach, cleared through at 4500 and asked to fly a heading that took me directly over the center on the airport, and 10 miles beyond. Then I could resume my own navigation. My uncle was with me (60 years of aviation) and he said that it seems to be a common request from ATC at Bravos. I love FF.

Great video. Why did you not do a 360 until you got confirmation before entering or clipping class B. I have done this a few times before I have entered class B?

Just my personal preference, but for me, I file IFR when I'm going through or near busy airspace. That way, I don't worry about the chance of being denied flight following. It still doesn't eliminate the need for PIC to be aware of your surroundings. Good luck, and I hope everything works out for you.

Thanks for sharing your experience, please let us know outcome of FAA’ investigation. Goos luck

I've been with two PICs this has happened to, but not me yet... Mistakes happen. I've never known anyone who admitted their mistake (Assuming it wasn't a BIG one) and lost their ticket. No airliner got re-routed here, as far as I can tell... They want to know that you take safety seriously, and you do. It'll be fine, and thanks for sharing!

Don’t forget to fill out a NASA report, because it will definitely help your cause when you hear back from FSDO. Obviously, if you hear a lot of radio chatter, the. The controller is most likely busy, but what a lot of pilots don’t realize is the controller can still be very busy when there is not a lot of chatter on the radio. Most pilots don’t realize what going on behind the scenes. We spend a lot of time on landlines coordinating things with other controllers. Another thing is if you hear the controller transmitting but don’t alway hear the other pilots respond, then the controller is likely working several sectors combined which can increase workload. Unfortunately, most ATC facilities are very understaffed and working combined when it should be split off is now the norm. We used to have a lot more leeway in whether or not we filed deviations on pilots and usually didn’t unless it was really egregious or caused a real safety concern; however, the FAA is really cracking down on us to report them more often. I wouldn’t worry to much about your deviation, because it will likely be a slap on the wrist. Thanks for the good content, and safe flying.

Hey bro I would highly suggest utilizing that instrument rating that you have. I know most people don't want to deal with bouncing around from frequency to frequency when on an IFR flight plan. But it's very good practice and adds to the peace of mind with traffic separation....especially in a CLASS B. I think sometimes we as pilots get complacent in terms of "things always going as planned" and get caught up in a routine.......I'm no exception to that. Call me weird but I think the most fun part about IFR is filing a short route through busy airspace as a solo pilot. It challenges your cockpit management skills and helps build up your self-awareness and trying to pick up IFR clearance at a non-towered airport is fun as well. For you IFR-rated student pilots, I would suggest practicing that with a safety pilot until you are comfortable.

Probably should of made a u-turn if you were getting close to the B space since you weren't hearing back from anyone, and just kind of circle a bit until somebody acknowledged you. I did that flying from San Diego into Las Vegas...fortunately, ATC came on and kind of jokingly said "no need to go back home" cleared through....yada yada...