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Pilot in command –

1. Pilot Certificate (Private, Commercial or A.T.P., no students permitted)

2. Pilot’s Current Medical Certificate

3. 4th Class Restricted Radiotelephone Operators Permit (4th Class)

4. Proof of Citizenship – a Valid Passport. They can not refuse an american citizen entry into the United States, but they can make it difficult for you to prove your citizenship without a passport.

5. United States citizens are required by Mexico to obtain a tourist visa, form FM1. This can be purchased at any International Mexican Airport of Entry. The cost is $20US.

If the pilot in command does not own the aircraft entering Mexico, a notarized letter of permission to fly the aircraft in Mexican airspace must be obtain from the registered owner or owners. This letter, written in Spanish and English, may be obtained from Shoreline Flying Club at no charge.


Passengers -

1. Proof of Citizenship – a Valid Passport. They can not refuse an american citizen entry into the United States, but they can make it difficult for you to prove your citizenship without a passport.

2. United States citizens are required by Mexico to obtain a tourist visa, form FM1. This can be purchased at any International Mexican Airport of Entry. The cost is $20US.

3. Children, under the age of 18 and traveling without either parent, must have a notarized letter of consent, signed by both parents, giving permission to the pilot in command to enter Mexico with their child or children. The letter must include the name of the pilot and the dates the child or children will be in Mexico. This letter, written in Spanish and English, may be obtained from Shoreline Flying Club at no charge.

4. A parent transporting their own minor child or children must have a notarized and dated letter of permission from the other parent. This letter, written in Spanish and English, may be obtained from Shoreline Flying Club at no charge.

Note: These letters of permission are also required to exit Mexico.

Aircraft –

1. The aircraft Certificate of Registration (permanent copy) – A United States Customs Service rule mandates that private aircraft arriving in the united States carry the permanent registration. Customs will not accept the pink copy from a temporary registration application or duplicate copies of the original permanent registration.

2. Aircraft Airworthiness Certificate.

3. Aircraft operating limitations and the weight & balance information.

4. The Federal Communication Commission aircraft radio station license.

5. An exterior plaque attached to the fuselage, aft of the pilot’s entry, bearing the aircraft make, model and serial number.

6. An operating two way VHF radio.

7. An operating 4096 code transponder with mode C capability.

8. Aircraft registration identification (N numbers) is required to be twelve inches. Four inch letters and numbers are not legal in Mexico. They will allow you to put on temporary vinyl type letters and numbers if your aircraft has four inch letters and numbers.

9. Proof of insurance which verifies that the current insurance is in force and provides liability coverage in Mexico. United States insurance policies must explicitly state “Valid liability coverage in Mexico”. To qualify for a multiple entry authorization, the policy must be an annual policy and must not expire in less than ninety days.

10. In cases of partnerships and rented or borrowed aircraft, a notarized letter, from all the registered owners, granting the pilot in command, permission to fly the aircraft in Mexico is required. This letter should state when you will be operating the aircraft in Mexico. It is recommended that additional days be included beyond your expected stay in Mexico. If you make frequent trips into Mexico, a letter granting permission for an extended period of time is permissible. If the aircraft is registered to a corporation, it is best to state that you are on a pleasure trip and not on business.

Note: When you are given documents by Mexican officials, i.e. an aircraft general declaration or multiple entry authorization and personal visas, verify that the dates, names and numbers are correct. Sometimes they will make a mistake and you want to be the person to catch it, not another Mexican official in the interior of Mexico.


This article was written by
Gordon Matthews,
President
Shoreline Flying Club, LLC  
http://www.shorelineflyingclub.com/
and reprinted with their permission – Feb 8/08

Direcion General de Aviacion Civil (Mexican F.A.A.)

SENEAM – Mexican Air Traffic Control

P.I.A. – Mexican Aeronautical Publication (Mexican A. I. M.)

GHC40 – Single Entry General Declaration, GCH001 Single or Multiple Entry Authorization

All these rules are for noncommercial, private flights (people and cargo).

Single or Multiple Entry Authorization costs $567 Pesos or $52US. The multiple entry authorization requires the original and two copies of all the required documents. Copy machines are hard to find at the border, so bring all copies.

The required documents are aircraft registration, airworthiness certificate, pilot’s certificate, pilot’s current medical and proof of insurance.

Mexico requires 12” registration numbers and letters (N numbers). They won’t let you fly with 4” registration numbers.


You can now fly in Mexico with U.S. insurance but the policy must clearly state that aircraft has liability coverage in Mexico. They don’t care about hull coverage.

Liability limits must be at least the equivalent of 56,900 days at $42.15 pesos (Minimum daily wage in Mexico City in 2002). 56,900 X 42.15 / 11.05 (Pesos/dollar)= US$217,044. This amount will vary with the exchange rate.

Other sources state that a fifteen minute notice must be give to Mexican Customs (normally, this is done automatically by the Tower at the MAOE when crossing the border). This book says and I quote “as soon as possible”.

You are required to communicate with all towers when you over fly an airport.

Upper air space (Jet Airways – UJ) is airspace above 20,000 feet (FL200).

Lower air space (Victor and Color Airways) is airspace at or below 18,000 feet.

The Transition Layer (from QNH to QNE) is between 18,000 and 20,000 feet. This is Reserved for Air Ambulances.

Aircraft use 3 different altimeter pressure settings: QFE, QNE, and QNH. QFE sets the altimeter to actual field elevation. QNE sets the altimeter to standard atmosphere pressure. QNH sets the altimeter to local atmosphere pressure.

There are four Control Centers in Mexico (Merida, Mexico D.F., Monterrey and Mazatlan). Flying in Baja, the closest Center is Mazatlan. You won’t use it.

There are 34 Approach Controls, 55 Control Towers, four A.D.A.’s, four F.I.S.’s and one A.F.I.S. ATC is bilingual in Mexico.

The air to air radio frequency in Mexico is 122.75. The air to ground radio frequency used at uncontrolled airports is 122.80. Our buddy system frequency will be 123.45 (the fingers frequency) and while in Mexico it should be guarded at all times. Check in from time to time but don’t block the channel. Its purpose is for an emergency.

In Mexico, no VFR flight at night or flight above 18,000 feet is permitted.

VFR is defined in Mexico as 1500 foot ceiling and 3 miles visibility.

You must maintain communications and give position reports to APP when in or crossing a TMA.

Generally, flying in Mexico is the same as in the U.S. except for VFR (1500’ and 3, not 1000’ and 3) and the transition layer (QNE to QNH, 18,500 to 19,500).

Flight plans are required to be filed 30 minutes before contacting the Tower.

Flight plans filed at a controlled airport will be considered closed at the time indicated on the flight plan.

Flights flown, from an uncontrolled airport to a controlled airport, require a flight plan to be filed at the controlled airport as soon as you arrive. That’s right you file the flight plan after the flight is over.

Close all flight plans with the aeronautical authority at the destination airport. Yes, that means in the last example you have to close it right after you file it.

General Aviation aircraft may not operate in to or out of Mexico City, D.F without special permission.

Customs will not allow you to enter Mexico with any fruits, plants, vegetables, meat, soil, birds or live animals. However, a pet may be brought into Mexico if all its documents are in order.

Transporting firearms or ammunition without a permit is strictly forbidden.

Note: In the United States the legal system is divided into two parts, civil and criminal. In Mexico there is no civil legal system only the criminal legal system (attorneys don’t have to know as much and therefore cost correspondingly less).

Please read out loud, the last paragraph on page 12 and the first on page 13.


This article was written by
Gordon Matthews,
President
Shoreline Flying Club, LLC
http://www.shorelineflyingclub.com/
and reprinted with their permission – Feb 8/08

Brown Field Municipal, San Diego, California (KSDM) -


San Diego FSS frequencies – 122.4 (preferred) or 122.2
United States Customs – 1 (619) 661-3294 after 8pm 1 (619) 671-8997
San Diego FSS – 1 (928) 778-0314 (Prescott FSS intl. only) & (800) 992-7433
Airport Operations – 1 (619) 424-0455 or 0456 7am to 8pm
Landing Strip Cafe – 1 (619) 661-6037 6am to 10-11pm

Fuel prices as of 2-1-08
San Diego Jet Center – 1 (619) 671-9222 self serve 100LL $4.29
First Flight – (preferred) 1 (619) 661-6522 self serve 100LL $4.11

Calexico International, Calexico, California (KCXL) –

WX ASOS at IPL (Imperial,10 nm N): 132.175 (760-355-2851)
Located: 4.8 DME on the 169o radial of Imperial VOR (IPL) 115.9 MHZ
14.9 DME on the 266o radial of Mexicali VOR (MXL)115.0 MHZ

San Diego FSS frequencies – 122.6 (preferred) or 122.5 CXL RCO
KCXL CTAF 122.8 Los Angeles Center 128.6
United States Customs – 1 (760) 357-1208 8am to 8pm, after 8 1 (760) 768-4810
San Diego FSS – (928) 778-0314 (Prescott FSS international only) 800-992-7433
Airport Operations – 1 (760) 768-2175 8am to 5pm
Rosa’s Plane Food Cafe -1 (760) 357-6660 9am to 8pm closed Tuesday
Airport Operations – 1 (760) 768-2175 8am to 5pm-100LL $4.50US 2/1/08

Fuel at Mexicali (MMXL) $2.94US 2-19-07

Yuma MCAS / Yuma International, Yuma, Arizona (KYUM)

Prescott FSS frequencies – 122.6 (preferred) or 122.2
United States Customs – 1 (928) 344-9572 after 4pm 1 (928) 627-3252
Prescott FSS (PRC) – 1 (928) 778-0314 (international flights only) and
(800) 992-7433-1-Arizona or 1 (928) 583-6154 Hub Supervisor

Fuel prices as of 2-1-08
Bet-KO Air – 1 (928) 726-1116 6:30am to 6:30pm, 122.95 MHz – 100LL $4.30
Diamond Air – 1 (928) 344-9811 8am to 6pm, 131.225 MHz – 100LL $4.19
Sun Western Flyers – 1(928) 726-4715 5am to 10pm,123.3 MHz – 100LL $3.99


This article was written by
Gordon Matthews,
President
Shoreline Flying Club, LLC  
http://www.shorelineflyingclub.com/
and reprinted with their permission – Feb 8/08

The purpose of this ground school is to instruct the membership of Shoreline Flying Club by developing their ability to conduct international flights. Specifically, we want to teach the skills and impart the knowledge necessary to safely and confidently complete a round trip flight from Palo Alto, California to Mulegé and Laguna San Ignacio, Baja California Sur, Mexico.

Leaving the U.S.A.

When flying, on an international flight, from the United States to Mexico you may exit the United States from any American airport but you may only enter Mexico through a Mexican International Airport of Entry (M-AOE).

Before you depart the United States, you should file two DVFR (Defense Visual Flight Rules) flight plans with a United States Flight Service Station (US-FSS). The first flight plan should be from your United States Point of Departure (USPOD) to your M-AOE. The second flight plan should be from your Mexican International Airport of Exit (M-AOX) to your United States International Airport of Entry (US-AOE). We will discuss the need for this second flight plan when we talk about the return flight to the U.S.A. These DVFR flight plans are required by F.A.R. 99. 9 (b) (1) whenever crossing a United States of America, Air Defense Identification Zone (A.D.I.Z.) and leaving or entering American airspace.

The first flight plan should be opened with a US-FSS, as you would any other flight plan. However, this flight plan is different, in that it is never closed. It is similar to the actors in the movie “Star Gate”, when they go through the star gate transporter, they just disappear. Similarly, when you cross the border your flight plan just disappears.

As you approach the border you should advise ATC or an US-FSS of the time (plus or minus five minutes) and the place (plus or minus five nautical miles) you will be crossing the A.D.I.Z. and leaving United States airspace. When receiving flight following from ATC this is easy, just tell the controller.

Entering Mexico

There are two ways to enter Mexico. The most desirable would be to use a Border M-AOE. The other would be to enter Mexico through a M-AOE located in the interior of Mexico. There are two advantages of the border entry over the interior entry. First, if you were to encounter any problems, such as any passenger or aircraft documentation irregularities, it is only a nine minute flight back to the United States. Second, the border is conveniently located approximately halfway between Palo Alto and Mulegé, thus minimizing fuel stops. Additionally, there are two disadvantages of using the interior entry. First, if you were forced to land after crossing the border and before arriving at your M-AOE, you would have entered Mexico illegally. Second, if you were to have any problems once you arrived at your interior M-AOE the required return flight to the United States would be much more costly and time consuming.

Some aircraft do not have the range to fly from KPAO (Palo Alto) to MMML (Mexicali), a 445 nautical mile flight. For these aircraft, a good argument can be made for the interior entry. However, if you were to choose the interior entry, you would want to make absolutely sure everything is in order before you leave. The route used would be: KPAO (Palo Alto) to KWJF (Lancaster) 250 Nautical miles, breakfast is available early, then KWJF (Lancaster) to MMSF (San Felipe) 268 nautical miles, to enter Mexico and finally MMSF (San Felipe) to MMMG (Mulegé, GGL) 289 nautical miles, to pet some whales.

As soon as you cross the border and enter Mexican airspace you should call the tower of your M-AOE, assuming you have chosen a M-AOE located on the border. If your M-AOE is inland, you should call that tower, indicating you wish permission to land, at least 10 nautical miles out and 20 nautical miles is recommended. The tower will automatically notify aduana y imigracion (Customs and Immigrations) for you but you are still responsible to make the request. Therefore, upon your arrival, you should advise the tower you will need Customs and Immigrations.

It is interesting to note that, unlike the United States, you do not need permission to enter or fly in Mexican airspace until after you arrive at your MAOE. In the United States because of the American A.D.I.Z all aircraft crossing the A.D.I.Z. and entering United States airspace are required to file a DVFR flight plan and give advance notice of both time (plus or minus five minutes) and place (plus or minus five nautical miles) where they will be crossing the A.D.I.Z and entering American air space.

After landing at your M-AOE, the tower or ground will direct you to the proper parking for international flights. Usually, the Mexican authorities are more informal than their American counter parts. However, there are still five things you will need to do before continuing your trip. They are: (1) fuel the aircraft (2) file a Mexican flight plan and immediately close it, then file a second Mexican flight plan (I will explain this second Mexican flight plan shortly) (3) apply for your Single Entry Authorization (General Declaration, form GCH-40) or your Multiple Entry Authorization (form DGAC-171) (4) get your visas (form FM1) from Imigracion (Immigration) to legally enter you and your passengers into Mexico and (5) go through aduana (Customs) to legally enter your possessions and your passengers’ possessions into Mexico.

#1 Aircraft Fueling in Mexico

It frequently takes awhile from the time you order the fuel to the time the fuel is actually delivered (it’s Mexico). For this reason, you want to request the fuel as soon as you land. It is a good idea to assign someone other than the pilot-incommand the task of ordering the fuel and monitoring its delivery. This is not accomplished over the radio. After parking the aircraft, the second-in-command needs to physically track down the person in charge of fueling and request, in person that the aircraft is fueled (Novembre 9027 Hotel, lleno con cien, por favor). The PIC can start the flight plan filing process while the SIC takes care of the fueling process, thus minimizing the time on the ground.

In Mexico, you will always pay cash for fuel, i.e. you can not use a credit card to pay for aviation fuel. If you want a receipt, and you do want a receipt, be sure to ask for it before they start pumping the fuel. The American dollar is accepted; however exact change is rarely, if ever, available. It is a good idea to carry a good supply of small bills so you are able to pay close to the exact amount. The difference can be considered una propina (a tip). All charges, fees and taxes are calculated in pesos, totaled and then converted to dollars. Remember, the exchange rate always favors the one doing the conversion. It is a good idea to have a small calculator handy so you can keep the process under control.

Aviation oil is not available in Mexico or at least not easily found. Any oil you may need must be brought with you. Always bring extra oil, you will never be sorry.

#2 Flight Plans in Mexico

Every towered airport in Mexico has an “El Comandante”. He’s the guy who runs the airport. Flight plans are filed with him and require his approval before you can get airborne. In Mexico, whenever you fly into or out of a towered airport you must file a flight plan. No flight plan is required when flying from a non-towered airport to another non-towered airport. When you fly from a towered airport to a non-towered airport, you will be required to file a flight plan at the towered airport. They will close your flight plan at whatever time you indicate on the flight plan form. They will have no idea if you arrived at your destination or not, they will still close your flight plan. Once you arrive at the non-towered airport you are then free to fly to any other non-towered airport without a flight plan.

When it’s time to return to a towered airport, a flight plan will again be required, but now with a new twist. Since there will be no one at the non-towered airport, with whom you could file the required flight plan, you will fly to the towered airport without a flight plan. When you have completed your flight and arrive at the towered airport, you will have to file that required flight plan with “El Comandante” for the flight that just took place. That’s right; you file a flight plan after the flight is completed. Then, guess what, since you filed a flight plan for a flight that has already been completed, of course, you will then be required to immediately close it.

Now that you’re back at a towered airport again, you must file a second flight plan for your next leg. So, whenever you fly from a non-towered airport to a towered airport you will, upon arrival, file a flight plan, immediately close it and then file a second flight plan to take you to your next destination. This is the second Mexican flight plan that I earlier promised to explain shortly.

#3 Single Entry versus Multiple Entry Authorization

To legally fly any aircraft in Mexican airspace you must be given permission by the Mexican government. For General Aviation aircraft this permission comes in two forms, Single and Multiple Entry Authorizations.

The Single Entry Authorization (form GCH-40) is also known as the General Declaration. It will list the aircraft, the pilot in command and all the passengers. As its name suggests, it is good for one entry into and one exit out of Mexico. It costs $567 pesos or roughly $53US. The application for this authorization requires the permanent aircraft registration (a copy of the original registration or a temporary pink registration is not acceptable), the airworthiness certificate, proof of acceptable aircraft insurance, notarized permission from the owner or owners to fly the aircraft in Mexico, the aircraft radio station license, the PIC’s pilot and medical certificates and the PIC’s restricted radiotelephone operator permit.

The Multiple Entry Authorization (form DGAC-171) is good for unlimited entries into and exits out of Mexico. It is valid until the end of the year in which it was issued. If it was issued in February of 2008 it will expire at the end of December, 2008. This authorization is for the aircraft only, not the pilot. This means, with a Multiple Entry Authorization, if another pilot later takes the same aircraft into Mexico in the same year, they will not have to purchase another entry authorization.

The Multiple Entry Authorization requires all the documentation for the Single Entry Authorization plus two additional requirements. First, you must have an annual insurance policy on the aircraft that does not expire for a minimum of 90 days after the date of the Multiple Entry Authorization application. Second, you must have two copies of the permanent aircraft registration, airworthiness certificate, the aircraft radio station license, the PIC’s pilot and medical certificates and the PIC’s restricted radiotelephone operator permit. The cost of the Single and Multiple Entry Authorizations is the same. Since the only additional requirements are for the annual insurance policy and copies of already required documents, you should always apply for the Multiple Entry Authorization. Just be sure to bring all the copies of the required documents. Copy machines are hard to find on the Mexican side of the border.

There is one other advantage of the Multiply Entry Authorization over the Single Entry. With the Single Entry Authorization the PIC and all their passengers are listed by name. Whomever you enter the country with, you be exiting with. The Multiply Entry Authorization however, because it is good for an unlimited number of entries, does not list either the PIC or any of the passengers. If you wanted to fly down to Mexico and drop off a passenger or trade passengers with another aircraft you could only accomplish that with a Multiple Entry Authorization.

If, at anytime, a Mexican Official helps you by filling out any form or application for you, be very sure to read everything and make sure all the information is recorded correctly. You don’t want some other Mexican Official in some other inspection in the interior of Mexico to discover an error in any of your paperwork.

#4 Mexican Immigrations (Imigracion)

Each person entering Mexico must obtain a Tourist Visa to legally enter the country. You and all your passengers will be required to go to the Immigration Office and fill out a Tourist Visa Application (form FM1). With the completed application, your valid passport and a nice crisp American twenty dollar bill, they will validate your Tourist Visa Application, give you a copy, stamp your passport and send you on your way. Welcome to Mexico.

(This is repeated intentionally.) If, at anytime, a Mexican Official helps you by filling out any form or application for you, be very sure to read everything to make sure all the information is recorded correctly. You don’t want some other Mexican Official in some other inspection in the interior of Mexico to discover an error in any of your paperwork.

#5 Mexican Customs (Aduana)

When entering the Terminal or the Customs Area you may see a device that looks a lot like a traffic light. It will have a red and green light with a button. When the button is pressed either the red light or the green light will illuminate. If the red light illuminates you must stop, your luggage will be inspected. If the green light illuminates you may go, your luggage will not be inspected.

Sometimes the Pilot will be asked to press the button for everyone in the aircraft or each person may be asked to press the button for themselves. Other times, the light device will be off to the side and not used at all. In my recent experiences going into Baja, I have not been required to use the light device at all. As in the United States, thanks to 9-11, everyone is subject to their person or luggage being searched whenever requested by any Customs or Immigrations Official, regardless of the light device.

Flying in Mexico

Flying in Mexico, for the most part, is the same as flying in the United States. There are, however, a few notable differences. Under VFR rules there is no night flight permitted. VFR is defined as 3 miles visibility and a minimum of a 1500 foot ceiling. In Mexico, twelve inch registration (N) numbers are required on all private aircraft. A mode C transponder is required at all times. Transporting firearms or ammunition without a permit is strictly forbidden.

With the exception of four radar centers around large populated areas, there is no VFR flight following in Mexico. It is, therefore, prudent for pilots to fly in groups whenever possible and keep track of themselves for their own safety. There is safety in numbers. This is particularly true when flying anywhere in Baja California, Mexico. Most parts of Baja are extremely desolate and it can quickly become dangerous if you are not properly trained and prepared.

The greatest danger does not lie in surviving a forced landing, as there are hundreds of miles of hard sandy beach the entire length of Baja. The greatest danger is surviving after a safely executed forced landing. After a perfectly executed forced landing, if no one knows you were forced to land, no one can come and get you. Lacking a large quantity of fresh water, you won’t last very long.

Because Baja has so many desolate areas, over which we will be flying, it is very important that we all participate in the “Buddy System”.

The “Buddy System”

The Buddy System is a very simple common sense program whereby all the participating aircraft provide flight following for each other. Following are a few simple rules which, if implemented, will make flight in these desolate areas much safer.

Each pilot should pick another pilot as their Buddy. The job of a Buddy Pilot is to watch out for and keep track of their Buddy. This makes it less likely for someone to fall between the cracks. When choosing a Buddy Pilot it is best to select the pilot of an aircraft that has similar performance characteristics as your aircraft. This will help keep the paired aircraft reasonably close to each other in flight.

The fingers frequency (123.45 MHz), so called because you can easily remember it by holding up your hand and counting you fingers, must be monitored at all times while flying in Mexican airspace. This frequency is not to be used in the United States. The air to air frequencies in the United States are 122.75 MHz and 122.85 MHz.

After crossing the border and entering Mexico, listen on the fingers frequency while climbing out until you arrive at your cruising altitude. This will give you enough time to develop a feeling for who is on and what is going on the frequency. Once you are level at your cruising altitude, call in, identify yourself and give your present position. When two aircraft are at altitude their maximum range of communication can be surprisingly great, i.e. two aircraft cruising at 9,500 feet can communicate with each other over a distance greater than 265 miles.

With eight aircraft monitoring the fingers frequency and periodically reporting in, all will reap the benefits. If one aircraft were to have a problem, they could report in with their position (using GPS derived coordinates) and what they were planning to do. If they were forced to land, the closest aircraft could fly to that location and would relay their needs to the other aircraft. This will greatly decrease the time required for rescue and even make it possible to accomplish the same day. (This would be a convenient time to have a portable handheld transceiver.)

It is an excellent idea for each aircraft crew to practice emergency procedures. One pilot would be in charge of flying the aircraft while the other determines their position, reports it and confirms that their position has been received by requesting a read back. In more than thirty years of flying in Mexico I have never had to use these procedures for real but it always gives me a great sense of security knowing they are available.

One or two other notes with regard to safety, because Baja is so desolate if you were to have an emergency requiring an off airport landing the higher you are the safer you are. Altitude will give you more time to communicate your problem to other aircraft. Probably more importantly, the higher you are the more choices of landing sites you will be given, maybe safer sites.

We will be flying from MMSF (San Felipe) to MMMG (Mulegé, GGL). Do not fly direct; it will take you a good distance off shore. It will cost you a small amount of time but it will be much safer if you stay within gliding distance of land. Fly South from MMSF (San Felipe), tracking direct to Pardones, then direct to Bahia de los Angeles and finally direct to MMMG (Mulegé) or just follow the shoreline.

Navigating in Mexico

It should be obvious to everyone that navigating in Mexico should be the same as anywhere else in the world. However, there are a couple of things that are worth mentioning.

First of all, it is a very good idea to bring along a portable GPS receiver, a handheld transceiver and a couple of sets of new batteries for each of them. If you were ever forced to land, both would come in very handy, especially the transceiver.

Second, there are six VOR-DME’s and one VOR the total length of Baja California. In my experience, all the important navigation aids have always been very reliable. However, there is one with which I have experienced intermittent outages SRL (Santa Rosalia VOR-DME). This is not a problem as we are only permitted to fly Day VFR in Baja. In fact, the easiest way to navigate to Mulegé is simply keep the water on your left, the land on your right and land when you see the first thing that’s green.

All of the navigation methods can be used on this trip. It can actually be fun to practice pilotage and dead reckoning along with dusting off your ADF or Loran skills. It will help pass the time as this is a long cross country. If you’re really good (and old) you can shot the sun and practice your celestial navigation skills. Of course, GPS will be the easiest, most accurate and probably the most used on our trip.

Mexico does not publish Terminal, Sectional or World Aeronautical Charts. The lower half of the Los Angeles, Sectional Aeronautical Chart in combination with the CH-22 World Aeronautical Chart, are the charts generally used. The best chart for any Baja trip is the GH-22 Baja California, Mexico, Supplemental World Aeronautical Chart. All of these are available at the pilot shop. Be sure to check well ahead of time so that they can order them for you if they are out of stock.

If any of you are planning to go on any side trips or want to try the mainland route home “The Club” has a couple of copies of “Airports of Mexico” by Arnold Senterfitts, that you can take a look at before you go. This is a must have book if you plan to do much flying in Mexico.

Over Flying a Mexican Controlled Airport

Anytime you over fly a Mexican towered airport you are required to report in on the tower frequency and give a position report. In Mexico, over flying is defined as anytime you are within 25 nautical miles of the airport at any altitude below flight level 180. A position report consists of: (1) a radio call sign (2) the type of aircraft (3) your present position and altitude (4) your departure point (5) your destination and (6) your estimated time of arrival. This is an example of a position report: San Felipe Tower, Cessna November 9027 Hotel, Cessna oneseven- two, one-eight miles Northwest San Felipe, seven thousand five hundred feet, departed Mexicali, landing Mulegé, three hours, over. This should be spoken slowly and clearly.

English is the required international aviation language, however not everyone in Mexico speaks English perfectly. Some of the controllers speak English quite well, others struggle with their English skills and still others understand English well but have difficulty speaking it without a heavy accent. I have found if you run into a controller who is still struggling with their English, it really helps if you speak slowly, distinctly and stick to the position reporting format (see example above). Avoid any complex or detailed ideas or thoughts. All they are expecting is the information given in the position report and nothing more. If you feel you are not communicating with them, repeat the position report information again, slowly and distinctly. This is the reason to say “Cessna one – seven – two, one eight miles Northwest San Felipe ” instead of “we’re a white and green Cessna one seventy two, eighteen miles Northwest of San Felipe”.

On occasion, they will understand everything you say but because of a heavy accent on their part, you may have difficulty understanding them. You will just have to say “say again, please” and listen carefully.

Uncontrolled Airports in Mexico

All uncontrolled airports in Mexico use 122.8 as the airport frequency.

Because of the United States’ insatiable appetite for drugs and the people who smuggle them, when landing at some non-towered airports in Mexico, you may be greeted by a contingency of the Mexican Army.

It will consist of several young soldiers commanded by a ranking soldier. They are there to discourage drug smugglers from plying their trade and only want to see that you have entered their country legally. They maybe be armed with automatic weapons and may surround your aircraft. They probably will not speak any English.

The ranking soldier will approach the aircraft and will want to see your General Declaration or Multiple Entry Authorization and possibly other aircraft documents and/or Visas and Passports. He may also want to see what and who you are transporting in your aircraft. This is all normal and should not be feared, unless you are smuggling drugs. Once they have established that you are a good guy, they will retreat.

In some cases, town may be a long walk from this uncontrolled airport. If you can befriend the soldiers in conversation, sometimes a ride into town will be offered by them. This could be a good chance to learn a little about Mexican culture and the local people. In my experience, I have found Mexicans to be extremely friendly and more than willing to help. Even if you can’t speak any Spanish, any attempt to communicate will usually be rewarded in some manner. This is a part of our trip which can be very interesting and rewarding. Expand your horizons, don’t be bashful, and give it a try.

I have been told recently the Army is now concentrating their efforts more on drug trafficking by boat and sea than by General Aviation aircraft. Consequently, you may never get to see a contingency of the Mexican Army.

Exiting Mexico

All flights exiting Mexico must do so from a Mexican Airport of exit, i.e. an international airport. All Mexican airports of entry (M-AOE’s) are also Mexican Airports of Exit (MAOX’s).

When a General Aviation aircraft exits Mexico, the pilot in command is required to turn in the Single Entry Authorization (General Declaration). If you have been issued a Multiple Entry Authorization (form DGAC-171), you will show it and then retain it for the next flight to Mexico. Additionally, the pilot and all the passengers are required to turn in their visas (form FM1).

A Mexican International Flight Plan is required whenever an aircraft exits Mexico. This is filed in the same way all other Mexican flight plans are filed. This flight plan, like its American counterpart, is also never closed; it just disappears when you cross the border.

Entering the USA

All aircraft entering the United States of America and crossing the Air Defense Identification Zone (A.D.I.Z.) are required to do four things. They are: (1) Notify the United States Customs and Immigrations Service at least one hour in advance of their arrival. It is extremely important to observe this one hour minimum notice time rule. The United States Customs and Immigrations Service take this rule very seriously and you can get in some pretty deep water if you don’t. The fine for knowingly violating this rule is $5,000 for the first offence. (2) File a DVFR flight plan. This is the second DVFR Flight Plan referred to in the third paragraph of this article. (3) Open that second DVFR flight plan (4) Notify a US-FSS, an approach control or a radar center of the time (plus or minus five minutes) and the place (plus or minus five nautical miles) where you will be crossing the A.D.I.Z and entering American airspace.

# 1 Notifying Customs and Immigrations

Every morning, the San Diego FSS checks for all DVFR flight plans filed for that day and notifies Customs and Immigrations of their planned arrival. This meets the requirement of at least one hour prior notice. Once the one hour notice has been given only a thirty minute notice is required to modify the arrival time as long as it is modified later not earlier. You may modify it earlier but the requirement for a one hour minimum advanced notice would still apply. The lesson to learn is: always file for a time that is earlier than you ever expect to arrive. Then you may modify your arrival time, with just a thirty minute advanced notice, to be more accurate on the day you do arrive.

Most of the US-AOE’s, located near the border, are staffed by the U. S. Customs and Immigrations Service through the nearest land border crossing station. Because General Aviation aircraft pilots and passengers represent such a small fraction of their traffic, they typically don’t keep full time personnel at the small General Aviation airports. They need the one hour notice so they can get their personnel to the airport from the land border crossing station before you arrive. Calexico, California is an exception to this rule, as they have a full time staff; however the one hour notification is still required.

# 2 Filing a DVFR Flight Plan

It can be difficult to contact a US-FSS by radio when you are more than a thirty to forty minute flight south of the border. Thus, with the minimum one hour Customs and Immigrations notification requirement, there is a need to file a DVFR flight Plan with a US-FSS before you leave the United States. An extremely important advantage of filing before you leave the United States is, if you fail to cross the border and re-enter the United States, as filed, for any reason, the United States Government will take notice and start to ask questions on your behalf.

Since the advent of the cell phone, you are now able to call a US-FSS from your M-AOX before you exit Mexico. You will be able to confirm your previously filed DVFR flight plan or file one if one has not already been filed and give the minimum one hour advanced notification. You can also request a full weather briefing. Cell phones seem to work quite well in Mexico of late, however, keep the call short as international calls are not cheap.

A method I use frequently is to land at Mexicali and use it as my M-AOX. You will, of course, still file that second DVFR Flight Plan before you leave the United States because of the protection it affords. When approaching Mexicali from the South and before you land, call the San Diego FSS on the radio and confirm your previously filed DVFR flight plan or file one, if one has not been already been filed. You can then notify Flight Service of your exact crossing time and request Customs and Immigrations notification, thus meeting the one hour advanced notification requirement. When you are finished at Mexicali with Mexican Customs and Immigrations, aircraft fueling and flight planning, you can control your border crossing time exactly by controlling your departure time from Mexicali. It is a 14 nautical mile, nine minute flight, from Mexicali, Baja California Norte, Mexico to Calexico, California, United States of America.

Using Mexicali as your M-AOX has several advantages. First, it will make it much easier to accurately predict your A.D.I.Z. crossing time. Second, aviation fuel is much cheaper in Mexico. Third, given the choice, it is always better to use a border M-AOE or M-AOX.

Choosing a US-AOE

On our return trip to Palo Alto, we will be traveling north from Mulegé, Baja California Sur. Depending on the range and routing of your aircraft, you will be exiting Mexico from either San Felipe, Baja California Norte; Mexicali, Baja California Norte or even Guaymas, Sonora. In all three cases, you have three US-AOE’s to choose from Brown Field, San Diego, Calexico, California and Yuma, Arizona.

If you enter the United States of America in a state, in which you are a resident, you are only allowed to bring in one liter of alcohol per person. Whereas, if you enter the United States of America in a state in which you are not a resident you are allowed to bring in sixty (60) liters of alcohol per person.

These rules are spelled out in CFR 19 Part 148 and effectively say if you enter the United States in a state where the alcohol is going to be consumed you are restricted to one liter per passenger. If not, the limit is sixty (60) liters per passenger. They assume that you are going to consume the alcohol in your own home (your residency).

This may influence your choice of a US-AOE. Yuma, Arizona is 46 nm miles East of Calexico. When flying from MMSF (San Felipe) to KPAO (Palo Alto), choosing Yuma instead of Calexico will cost you an additional 29 nm of flight. Whether you choose Brown Field, San Diego, California, Calexico, California or Yuma, Arizona as your US-AOE, the entry procedure will be the same.

# 3 / # 4 Opening Your DVFR Flight Plan / Updating A.D.I.Z. Crossing Time

Typically, if you cross the border under VFR rules you will use a US-FSS to open your DVFR Flight Plan and give the required A.D.I.Z. crossing notification. Communication with an Approach Control or Center would normally be reserved for those acting under IFR rules.

After departing your M-AOX and before you cross the border, you should contact a US-FSS on their designated frequency, identify yourself, request they open your previously filed International DVFR Flight Plan and give them an update on your A.D.I.Z. crossing time and place. They will respond by opening your DVFR Flight Plan and issuing you a discrete transponder code. This will usually be some variation of the VFR code 1200, i.e. 1201, 1202, 1203, 1204, 1205 or 1206.

Closing your DVFR Flight Plan

It is a good idea to close your International DVFR flight plan prior to landing at your US-AOE. This is easily done with Flight Service since you will be in radio contact with them when you arrive in American airspace. Once in the United States and after closing your flight plan, you can switch frequencies; announce your intensions on the Common Traffic Advisory Frequency or call the tower and land.

This border crossing process means that you will be contacting a US-FSS, opening an International DVFR flight plan, requesting, receiving and squawking an international transponder code, announcing your estimated A.D.I.Z. crossing time, announcing your actual A.D.I.Z. crossing and finally closing that same flight plan all within two or three minutes. It pays to be prepared.

Crossing the border from Mexico into the United States is not difficult if you are informed, organized and if you plan ahead. It can become difficult, when you have to do several things in a short period of time and you haven’t done your homework.

Arriving at your US-AOE

It will help the Customs and Immigrations Agents and speed your re-entry process into the United States if you fill out a Private Aircraft Enforcement System Arrival Report (form CPB178) before landing at your US-AOE. This form is quite simple and asks you to write down basic aircraft, pilot and passenger information. This can be done in a few minutes any time on the way up from Mulegé. Most importantly, you will come across as a knowledgeable and informed pilot with the Customs and Immigrations Agents that control the ease with which you will re-enter the United States. Just like ATC, the service you receive can be improved if you come across as an intelligent person who has done their homework and proceeds as a professional.

After landing, you still will not have legally entered the United States. For this reason, you must taxi directly to the Customs and Immigrations area without stopping. There will be signs and/or Agents that will direct you to a holding area from which no one may leave until you are directed otherwise. Warning: You may not leave this area for any reason until given permission by an authorized Customs and Border Protection Agent.

While waiting for Customs and Immigrations, it is a good time to organize all your required documents (form CPB178, passports, pilot and medical certificate, restricted radiotelephone operator permit, permanent registration, airworthiness certificate, aircraft radio station license, etc.). Please refer to the “Required Documents” for a complete list. Make sure you have the exterior identification plaque on your aircraft, they will look for it. If you have any prohibited food, eat it now, as you will not be allowed to bring it into the United States.

If your aircraft has a current Customs and Border Protection Aircraft User Fee Decal there will be no charges or fees to pay. If your aircraft does not have a current User Fee Decal you will have to pay the annual fee of ($25) twenty five dollars. Payment can be made by credit card or cash. As with the Mexican Multiple Entry Authorization, this decal is valid until the end of the year in which it was issued.

If you do have to purchase a User Fee Decal, please do not apply it to the exterior of the aircraft fuselage. When you return to Palo Alto, give the decal to me. I will laminate it and put it back in the aircraft with the airworthiness certificate, the registration and the aircraft radio station license.

As of January 2007, passports are the only form of proof of citizenship officially accepted by United States Customs and Border protection. If you don’t presently hold a valid passport, be sure to apply for one several months in advance of your planned trip to Mexico. This can be done at the Palo Alto Main Post Office located just down the street from the Palo Alto airport. On January 18, 2008, the Passport Agent at the Palo Alto Main Post Office told me the passport fee was $67 and it was currently taking approximately five to six weeks to receive a passport. For an additional fee of $60 you can speed up the delivery time to two to three weeks.

It is illegal for any United States Customs and Border Protection Official to deny a citizen of the United States of America entrance into the United States. This means, if you are a United States citizen and do not have a passport, they may not prevent you from entering the United States. However, you are required to prove you are an American citizen. The rub is, if you don’t have a valid passport to prove your citizenship, the process of determining your citizenship can be a lengthy, time consuming and expensive one.

An Agent will approach you at your aircraft and will ask you a series of questions. They are generally pleased if you hand them a completed form CPB178. This means their job will be easier. After inspecting the aircraft, examining the pilot’s, the passenger’s and the aircraft’s documents and finding them all in order, they will send you on your way. Welcome back to the United States of America.

As a closing note, I would like to recommend that you make up a folder that is dedicated to all the documents, forms and papers required for the trip. This will make life much easier for you before, during and after the trip. During the trip you will be collecting not only all the required documents but also fuel receipts and other expense receipts which will be needed at the end to calculate each passenger’s share. It is very convenient to have subcategories within your folder so that expense items, legal documents or procedural information, etc. can be easily and quickly accessed when required.

There is one last thing that I have yet to mention. The information contained in this ground school represents the strict interpretation of the laws governing international flight. However, I must also tell you, with regard to the requirement for the aircraft to have a Federal Communication Commission Radio Station License and the Pilot in Command to hold a 4th class restricted radiotelephone operator permit, in practice you do not need them. In thirty years of flying across many borders I have never been asked to produce them. I suspect the FAA is not concerned about the enforcement of FCC regulations. I, also suspect that the FCC is not concerned because they do not have the necessary presence to effectively enforce the regulations. There is no connection between airports and the Federal Communication Commission.

If you are pedantic like me, you can purchase the 4th class restricted radiotelephone operator permit from the FCC on there website. The cost when last checked was $75 and it is good for life. In the past it was free. If you plan to ever fly commercially for a living it is required when you fly internationally and they do check under those conditions. If you own an aircraft likewise you can purchase a radio station license from the Federal Communication Commission.

Good luck and I will look forward to you joining us on one of these spectacular trips to Baja California, Mexico to pet the California Gray Whale.

This article was written by
Gordon Matthews,
President
Shoreline Flying Club, LLC
http://www.shorelineflyingclub.com/
and reprinted with their permission – Feb 8/08

1. Get Los Angeles Sectional, CH-22 W.A.C. and GH-22 Supplemental W.A.C.

2. Pick a “Buddy” and communicate with her.

3. Make sure you have all required aircraft documents. permanent registration, airworthiness certificate and two copies of each, aircraft radio station license, proof of insurance, notarized letter of permission from AC owner and a current Customs and Border Protection Aircraft User Fee Decal.

4. Make sure pilot and all passengers have all personal required documents.

Pilot – pilot and medical certificates and two copies of each, passport and 4th class restricted radiotelephone operator permit.


Passengers – passport, notarized permission from spouse for children Please refer to “Required Documents” for complete list

5. File 2 DVFR flight plans with Prescott FSS (not Oakland) (928) 778-0314

6. Bring extra aviation oil, spout and a rag.

7. Bring Mexican tie down kit (see Gordon at Shoreline Flying Club to rent).

8. Bring 1 gallon plastic milk bottle (screw on cap type) filled with water.

9. Bring portable GPS and handheld transceiver with fully charged batteries.

10. Bring cash for Mexican fuel and Visas.

11. Pack the plane the night before, I promise it will save a lot of time.

Crossing Border Southbound

1. Advise ATC or Flight Service when and where you will be crossing the ADIZ

2. Call Tower of M-AOE if on the border or 10 to 20 miles out if in the interior.

3. Monitor fingers frequency (123.45 MHz) after take of from border M-AOE or when crossing border if M-AOE is in the interior of Mexico. Then check in

4. Practice the emergency procedures.

On the ground at M-AOE

1. Fuel Aircraft

2. File flight plan and close, File second flight plan for next destination

3. Get Entry Authorization, Single or Multiple

4. Get Visa at “Imigracion”

5. Go through “Aduana” Customs

6. Reminder – give position report anytime you over fly Mexican towered airport

Crossing Border Northbound


1. Open your prefiled DVFR flight plan and get your squawk code.

2. Make sure you’ve given required one hour Customs and Immigrations notice.

3. Give notification of A.D.I.Z. crossing time and place.

4. Fill out a Private Aircraft Enforcement System Arrival Report (CPB form 178)

5. Close DVFR flight plan after crossing ADIZ & before landing at your US-AOE

This article was written by
Gordon Matthews,
President
Shoreline Flying Club, LLC  
http://www.shorelineflyingclub.com/
and reprinted with their permission – Feb 8/08

The Mexican government has made a recent change (January 2004) that allows US liability insurance to provide protection when in the Country of Mexico. In order for this to be accepted, the words “Liability Insurance in Mexico” must be stated in your policy and that the limits of coverage are covered. (we advise that US pilots continue to purchase Mexican insurance for at least one more year, primarily to insure that Mexican authorities understand that you are covered and don’t face additional challenges in the case of an incident.

The Baja Bush Pilots have the necessary licenses and Mexican Insurers to provide this insurance at a discount to our members. This insurance is US$110 per year for private aircraft and US$250 per year for business aircraft. There are limitations. We can write you a policy with a credit card. In a hurry? As a faxed copy of your policy is acceptable, print out the form on this site, fill it out, and fax the form to us and we will fax back a copy of your policy and you are on your way.

The BBP Liability Insurance for your aircraft provides you with US$270,000 combined single limit civil liability, US$2,000/10,000 medical, bail bond and Mexican legal fees.
Southbound (Entering Mexico)


Your first airport in Mexico must be a “Mexican Airport of Entry” (M-AOE).

1) File a flight plan with the US Flight Service from your departure point to an MAOE.

2) If you know your return date, file a second flight plan from an M-AOE to a USAOE (we will discuss why on your return “Northbound” flight).

3) Open your US flight plan upon departure (you do not close it when crossing the border, it just goes away).

4) Call the M-AOE Tower at the normal distance out (10 miles) indicating you will be landing.

5) Land at the M-AOE. There you will be issued either a Multiple-Entry Authorization or a General Declaration (form GCH 40) these forms allow your aircraft to be in Mexico. Required information includes:

a) your aircraft registration

b) your pilots license and medical certificate.

c) your Mexican liability insurance

d) in all my years, I have never been asked for a radio license. (no problem) It is best to request a Multiple Entry Authorization. The price is the same and it is good for entry the entire calendar year. You will need two copies of all your paperwork plus the originals for this to be issued.

6) Each person in the aircraft will be required to prove their citizenship with passport or birth certificate and a picture ID.

7) Mexican flight service will then issue two flight plans, one from the US to that MAOE and a second to where you are going (Yes, your US flight plan did not count).

Pay your landing fees (approximately US$7.00 for single, US$15 .00 for light twin).

9) Depart for your next destination.

Now for the fun stuff (policy seems to change daily)

Regarding immigration:

Inside each M-AOE, there is a red/green light with “the button” (like a traffic signal). When pushed, if it is green, there is no luggage inspection. If red, your luggage will be inspected. Sometimes the pilot pushes it for all in the aircraft, sometimes the head of each family pushes it, and sometimes all push. There is no pattern (at many small AOEs, the red light/green light is kind of ignored). If you don’t see it and are not directed to it, don’t ask about it.

From another source another version of the same thing –

When you cross most borders you will be asked to push a button. If you hit green you will continue to pass through. If you hit a red signal your luggage will be searched. Additionally, if you look suspicious or a guard wants, you can be searched regardless of the light.

Regarding registration:

If you are taking an aircraft down that is registered to a corporation, it is best to have a notarized letter stating that you are on a pleasure trip and not on business.

Regarding children:

If you are taking a child and both parents are not with the child, you must have a notarized letter from each absent parent indicating permission to take the child across the border.

Regarding pets:

Many travel with their dogs (and other pets) in Mexico. It does not seem to be a problem; however, it would be best if you do have a record of their shots. Some say that the bigger the dog in the aircraft, the shorter the inspection.

Regarding Fuel:

At this time, expect to pay between US$2.50 to US$4.00 depending on if you are at a controlled airport or a private airport. In some cases, the higher fuel price is because of the difficulty to transport it and in other cases…. who knows. Fuel from an official fuel pump is clean. Take your own oil as oil is very limited.

Regarding Dollars:

Fees are always computed in Pesos and converted to dollars. The exchange always favors the one doing the conversion and exact change is rare. With little exception, you will always pay cash for airport fees and fuel. Also, your money must be “almost new”. No tears or corners torn off. (no really old or wrinkled bills) If they don’t like the looks of it, they won’t take it. Regarding Military: Expect to be “greeted” at all uncontrolled airports by the Mexican army. In most cases, they will spot themselves around your aircraft with their guns “at ready” until the ranking soldier determines that all is correct. He will not speak English; however, all he wants to know is what your name is, the N number of your aircraft, where you live, where you came from and where you are going. He will also want to glance into your aircraft. This is not all bad; however, you should make your passengers aware prior to landing that it is perfectly normal for five 15 year old soldiers with fully loaded automatic weapons to surround your aircraft. They will not shoot you; they are just doing their job. After inspection, it is not unusual to hitch a ride in the back of their Hum-V to wherever you are going. Regarding flight plans: You are only issued flight plans at controlled airports. A flight plan is not what we expect in the US. It seems to be just a way to count the number of aircraft in the sky. If you do not show up, there is no checking or searching. In addition, when you file to an uncontrolled airport, there is no one to close your flight plan with, so, file your plan and depart. The only time that you will be issued a flight plan is when you arrive or depart a controlled airport. The system ignores takeoffs and landings at uncontrolled airports.

If this sounds confusing, it is not. It is just like eating an elephant. Just take a bite at a time and have a good time.

Northbound (Entering USA)


Whenever leaving Mexico, you should exit from an M-AOE. There you will surrender your general declaration. If you have a Multi-Entry Authorization, it is not surrendered. In some cases, immigration will inspect your aircraft as well as Customs. In some locations, they will request the return of your immigration papers.
There you will file a flight plan to your US-AOE and request that they advise Customs. In most cases, you will arrive before your flight plan does however, more about that later so….

1) Land at an M-AOE and surrender your general declaration (not the Multi-Entry).

2) File for a US-AOE and request that they advise US customs.

3) Depart for the United States.

4) Contact US Flight Service as soon as possible via radio to both amend your arrival time and open your flight plan. (remember the second flight plan you filed prior to leaving the US?)

Big rule: You must give US Customs one hour notice prior to landing, however, you can amend a flight plan with thirty minutes notice so…. by filing your return when leaving the US and then amending it in the air, you can cross thirty minutes sooner. It has been said that the fine for breaking the one hour rule can be up to US $5,000 however I have never heard of this being assessed.

5) US Flight Service will give you a squawk code to use until crossing the border.

6) Close your flight plan (in the air is ok) prior to landing at your US-AOE.

7) Taxi to Customs and all must stand by your aircraft until directed otherwise by a US Customs agent (bathroom trips must wait and it can be tough).

If you bring prohibited food, like fruit, bread, etc., this is an excellent time to eat up because if you don’t, there is a good chance you will have to toss it.

9) To speed things up and look like someone who knows what they are doing, it is best to have your Private Aircraft Enforcement System Arrival Report (CBP Form 178) filled out prior to landing.

This article was written by
Gordon Matthews,
President
Shoreline Flying Club, LLC  
http://www.shorelineflyingclub.com/
and reprinted with their permission – Feb 8/08

Several times aircraft owners and pilots have expressed complaints about their training and have perceived this to be faulty instruction. Unfortunately they have realized it too late. Their comment is always the same, if I had only known. Pilots and students must take charge of their training by pre-screening the instructors and the training facility and watching out for the signs of faulty instruction. First remember advanced training of any type is marketed to educated well-informed people like your self. Pilots love to fly and realize flying presents continual challenges to ones airmanship. Inversely always bear in mind that true aviation educators (CFI’s), love to teach students who are motivated to learn and accept new challenges. This brings a personal comment. When you find an instructor that really takes a personal interest in your learning and goes the extra mile, don’t be afraid to let him or her know that his efforts are appreciated. Personally I have written letters of critique and instructor appreciation to both SimuFlite and Flight Safety after attending initial and recurrent training when an instructor did an outstanding job of instructing, especially those who have gone the extra mile to get the knowledge across. On the other hand if you aren’t satisfied with any of the instruction process at any school, always request to talk to a program manager in order to give them the opportunity to correct the problem to your satisfaction. Schools at all levels are very receptive to customer inputs as they realize as consumers we do have choices for training providers. As with any other business customer loyalty and satisfaction is the best form of repeat business. The key to the educational process is the instructor. Instructing is an art form and isn’t for everyone. Professional aviation educators excel in communication and instructor leadership skills. Additionally instructing involves the ultimate in creativity, patience, aviation knowledge and lastly stick hands on skills. Students shouldn’t classify any professional experienced flight instructor with the simple term “Flight Instructor.” He or she is experienced and deserves the title “Aviation Educator” specializing in flight. Just like any other Professional, who specializes in a particular field. Warning signs of faulty instruction Watch for signs of instructor burn out. Beware of instructor burn out. In some cases an instructor has been instructing for a long time and is burnt out of the instruction game, for one reason or another. One of the signs of instructor burn out is failure to motivate a students learning. Ask about the instructor’s prior aviation work history and future goals. Direct questions such as, how do you like instructing or what else would you rather do in aviation? The responses will tell you a lot about the instructor’s attitude, dedication and professionalism. Many students have been left hanging in the middle of training because their instructor got an airline or corporate job. And worse yet the next instructor fails to keep the continuity in the students learning and pick up where the other instructor left off. This usually occurs when there is lack of standardization. Productive instruction should present a challenge and pilot’s should learn new skills as well as revisit and refresh old skills.  Here comes your first challenge to find and match the right instructor, for you and your airplane. Sounds easy, but only if you know how to find that key instructor to open the doors of knowledge and present the learning as a challenge that only an experienced instructor can do. Begin by asking for at least two references, preferably one student presently working with the instructor and one student who has passed a practical test. Students can give many insights about their instructor and learning experiences. The best compliment an instructor can have is a referral from another student. Always remember instructor’s value students feed back as to how they are doing and how effective they are as instructors. Professional instructors realize that they see themselves through their students. A typical example when a student pick’s a habit that is incorrect a good instructor will ask himself I wonder if I do that or maybe I could have communicated that procedure a little better. This goes along with the old saying Monkey see monkey do theory. Or as one student said, I saw you do it that way so it must be right. When the instructor doesn’t have or use an organized curriculum be aware this a danger sign. Always receive a copy of the training curriculum and review it with the with the instructor. All professional instructors recognize the importance of an organized curriculum. If you are taking recurrent or transition training to a new airplane, be sure that the instructor has a curriculum specifically for that type of training. A well-organized curriculum must contain an orderly flow of instruction and phase checks to review the student’s progress and instructor standardization. If it is recurrent training you are seeking then instructors must use and be able to modify training curriculum to do what is classified as alternate training. Alternate training should be based on areas of instruction that are weak areas of airmanship, plus are geared to the type of flying that a pilot does and additionally are often based on accident scenarios, cause and affect. Pilots be forewarned, If the instructor or school doesn’t have a curriculum, walk away find another instructor and school that does. Curriculum will keep you on track and give direction and objectivity. The instructor doesn’t have the knowledge or specialization. Nothing is worse than an instructor who tries to wing it, students pick up on this very quickly when an instructor doesn’t have the knowledge. Specialization is the key when searching for the right instructor. If one specializes in a particular area he will do a better job and be a pro in the instruction process. Just as you would seek a specialist with extensive experience in any profession, the same should apply to flight instruction. It has been said many times, experience makes the difference. This is one reason way the insurance companies have required pilots of certain high performance pressurized aircraft to attend specialized schools on an annual recurrent bases, because of their specialized training and experience with a specific make and model of aircraft. The flight instructor and school you choose is the single most important key to continued pilot education. Check the instructors experience in your specific make and model of aircraft. Without specific make and model experience it is the blind leading the blind as they say. Always discuss the instructor’s background and experience. Total flight time with emphasis on experience and instruction given in make and model, is always a major concern to insurance companies. If your aircraft is a turbo prop or jet, be sure the instructor is type rated and has been to an insurance approved school and is current in make and model. Warning sign of faulty instructor is when the instructor lacks the knowledge or ability to give instruction in advanced navigation or avionics. Many of the high performance aircraft today including smaller aircraft are being manufactured with glass cockpits and advanced avionics. In the case of the jets and turboprop they are equipped with advanced EFIS/FMS systems and autopilots. The question remains does the instructor know how to use the advanced avionics and teach the operations of advanced equipment?   A definite sign of faulty instruction is when the instructor fails to provide Pre-and post ground briefings. Quality instruction always provides enough ground time for the pre and post-flight briefing with each lesson. Listen closely to how the instructor critiques the student’s performance. Constructive criticism is probably the most effective learning tool, as long as it’s conducted honestly and in a professional, non-threatening manner. A thorough post briefing always includes not only what needs additional work, but also praise for the performance areas that were done well. Just as a side note, the best instructors are those who disseminate practical knowledge through their personal experiences and think of their students learning first. Lastly always in completion of any lesson, never walk away with questions and be sure that you are briefed about the next block of instruction to be completed? Good communication and leadership skills go hand in hand A good instructor should be patient and exhibit good communication and CRM skills. An example of how critical communications can be at a very critical phase of flight came to my attention, while taking recurrent training and a chief pilot, who absolutely hated his job and most likely never should have been an instructor or chief pilot/check airman, started shouting at a very critical moment after V1 and during rotation. His actions could have easily caused a major accident. My first comment to him after landing was simply, No pilot can be expected to learn any thing from anyone shouting at them, and with out a doubt this is the most ineffective form of crew communication. The disappointing part of it all was when confronted with the issue he couldn’t even apologize or admit his shortcomings. Needless to say respect was lost as well as the desire to train or fly with that instructor/chief pilot again. Be sure the instructor isn’t reluctant to fly in actual instrument weather and is weather wise. Be sure the instructor is weather-wise and isn’t reluctant to train in actual IFR weather. Part of every instrument pilot’s education is to feel comfortable and competent in actual IFR weather. This can be an issue especially if you fly in parts of the country where icing and adverse weather is a major factor during the winter months. Many of you have aircraft that are certified to fly in to known icing conditions. The instructor must have knowledge in how to use the weather tools that your aircraft is equipped with such as de-ice and radar. Or has other priorities that he can not devote enough time to your time schedule to get the task at hand completed in a reasonable time schedule.Instructors and schools must accommodate your schedule. Lessons spread out over long blocks of time only impede learning. If you’re a serious student, reserve the instructor’s time in advance to ensure the time and frequency of instruction you desire. Be aware of instructors that stand you up at the last minute because they are called out on a charter flight. It will not take too long before you will realized where his priorities lye and you will be requesting another instructor. Your time is valuable and training time must be productive. The types of flight instructors seem to fall in to two categories. Warning sign of faulty instruction is when the instructor is so booked   Instructing is an art and isn’t for everyone. As an experienced aviation educator/ instructor, I’ve come to the conclusion that instructors seem to fall into two categories. The first is someone who can fly an airplane with precision and ease, but lack communication skills and patience to get the point across to the student. This doesn’t necessarily mean that they aren’t good aviators, they just are not the right instructor for you. Then there are those who are great communicators armed with knowledge, creativity, discipline, patience and are able to recognize the student’s weaknesses and strengths. Last but not least is the ability to fly well, set an example, and be a mentor. Instructors that fall in to the latter category usually like to teach and find it rewarding. If the flight training center lacks organization this a Warning sign of faulty instruction. The second most important element in the decision-making process is the evaluation of the flight training facility itself. The quality of flight instruction is often a reflection of the management and the school where they work. Schools specializing in a particular area of instruction are usually more structured and tend to have a more business like attitude, with the student’s interest in mind. You should begin by evaluating the teaching environment, the classrooms, and the training aids. Does the school have an audio-visual or interactive self-study learning center to help supplement the course of study? Think of the school not just as a fixed base operator, but as an educational training institute. As with a university or college, there must be personnel who monitor your progress. This is usually the job of an experienced chief pilot, or director of training. Does the training facility have enough well-maintained aircraft available to meet your training needs, if you are not going to use your own aircraft.  Are the aircraft equipped with advanced avionics, flight director, HSI, GPS? Concerns for airplane maintenance records and documentation. A knowledgeable instructor will never fly in a customer owned aircraft without reviewing log books and documentation to determine if the required inspections have been completed. Remember it is the responsibility of the pilot in command to determine if the aircraft is airworthy, to include all AD’s and required inspections. Additionally a responsible instructor will require a proof of insurance. If the instructor fails to meet the open pilot clause in the policy and an incident or damage occurs the insurance company may deny coverage. Watch out for time builders, the instructor only wants to fly in the airplane and doesn’t use a flight simulator.  If the instructor you are considering for your training comes from a flight school with a simulator or flight training device (FTD), Ask what is the instructor’s philosophy regarding its use? Often, many low-time instructors won’t use a simulator/FTD because it doesn’t count as flight time, and his/her primary goal is building time to move up the career ladder. If you encounter a time builder attitude, then most likely he or she isn’t the right instructor for you. Simulators and flight training devices are the modern tools of all training. When it comes to instrument training, one of the most important tools of instruction is a quality simulator or ground training device. This is so important the FAA allows 50 percent (20 hours) of the 40-hour requirement for the instrument rating and the entire instrument proficiency check to be performed in the trainer/simulator. Simulators are probably the best tools to learn and practice emergency procedures such as engine out or other procedures that maybe much too hazardous to aircraft plus the wear and tear on aircraft. Additionally the simulator is extremely cost and time efficient. At the corporate and airline level, entire type ratings are accomplished in the simulator. Any quality training facility utilizes a simulator, as part of their curriculum. Be advised a simulator is only as good as the instructor utilizing it. The instructor must know how to use the Simulator to it’s full potential and is cre­ative to maximize student learning. You will find that in the hands of a skilled instructor, that technology and simulator are the modern tools in flight training. Another important consideration is what you pay for professional instruction. Experience makes the difference and should be compensated appropriately. The old axiom “you get what you pay for” applies when choosing a quality training facility and instructor.

Caution signs of lack of attention to safety as well as how the instructor treats your aircraft.

Other traits to look for when choosing the right flight instructor are.

Attention to safety, stemming from the pre-flight to how he goes about simulating emergency procedures. Typical example, instructors must be cognitive of how and when to do an engine cut with a multiengine airplane. One can crack cylinders or shock cool engines if they are not shut down correctly. Or cutting engines on the takeoff roll or V1cuts at the wrong time can lead to dangerous situations. A pilot should be thoroughly briefed on what to expect and how to handle V1 cuts before any are practiced.

V1 cuts are best accomplished in the simulator.

Signs of Quality instruction to be considered.

Quality instruction teaches team building, leadership and fosters decision making through communication.

Instructors set the pace and by example, they are our mentors. Good instructors know how to bring out the best in their students and help them achieve their full potential airmanship.

Effective instructors have camaraderie with their students and learn from them as well. The time spent choosing the right instructor can make all the difference a positive learning ex­perience. The instructor’s communication skills, experience, dedication and professionalism are just a few of the attributes of the professional instructor. If you begin instruction and in the early stages you feel that you are not in sync or there is conflict with the instructor, always discuss the situation with the director or chief pilot and request another instructor By watching for the early signs of faulty instruction and taking the time to search for the right instrument instructor and training facil­ity will pay off with you gaining more knowledge, increased flying skills and a positive learning experience.

To begin with all the airplanes in the early days were conventional tailwheel airplanes. Even through out World War 2 the largest bomber aircraft such as the B-17 and DC-3, down to the typical basic trainer such as the Stearman or North American T-6 and P-51, served as the backbone of military tail wheel aircraft. In the civilian world, the foundation for pilot training was also the tail dragger. Many pilots learned in J-3 cubs, Aeronca champs, Taylorcrafts and Cessna 120 or a bi-plane, just to mention a few.   Most of the aces from Chuck Yeager to the Red Baron were all trained in and the 1st wars were all fought in taildraggers. When I wanted to learn to fly back in the 70′s, my Father who had only flown in tail dragger airplanes sat me down and said. Son if you really want to learn to fly like a pro ” Learn in a tailwheel airplane” in the end you will have a much better feel, build coordination and rudder control and will never have any problems with landings or directional control . After years of teaching and thousands of hours later, I realized he was right even though most of my flying was done in tricycle gear airplanes. Now you are probably thinking to yourself, what could I possibly derive from learning to fly a tail wheel airplane when I fly higher performance airplanes such as Cirrus or a multiengine airplane? First question should be what do they all have in common and the answer is direction control issues. All pilots that fly props to jets can benefit from training in taildragger airplanes. When pilots fly advanced high performance airplanes whether single or multiengine that have more weight and power they tend to take for granted some of the basics. After not flying a tail dragger for several years I decided to take recurrent training and purchase a Citabria. This little airplane really brought back the basics and fun back to flying for me. Just follow me through (famous words of every flight instructor) as I share some of the skills that the tail dragger helped me revisit. The first step in training is not always easy. Most schools do not rent tail wheel airplanes or have experienced tail wheel instructors, so you may have to spend time finding a location and qualified instructor. Once you find a school and instructor be sure they have some type of curriculum for your training. Your first lesson should consist with of an introduction to tail wheel flying just to get the idea and demo as to what the training is all about. Next comes a ground session, which will lay the foundation of tail wheel aerodynamics, gyroscopic precession, ground looping, and tendencies that lead to directional problems. Like any other airplane all flights begin with ground operations. A tail dragger is directionally unstable on the ground because the center of gravity is behind the main gear. This results in a tendency for the tail to want to swap ends or commonly called ground looping. Last week I landed the Citabria on a strong windy day. After landing I tried to turn left with the control stick back and aileron into the wind, even with using differential braking. I could only turn in one direction. This is known as weather vaining tendency. This is remedied by positive wind and control inputs of aileron rudder and sometimes brakes. With taildraggers this means that you must always be flying the plane from start up to shutdown until you tie it down.   In the first hour of flight a new pilot is introduced to tail wheel transition, with emphasis on ground and taxi operations. A good hour is spent taxing around making turns, figure 8′s, stops and high speed taxi, with the wind coming from all different directions. Learning to handle the airplane on the ground is half the battle to mastering directional control problems. On takeoff one must maintain directional control by keeping the tail wheel on the ground with elevator and rudder. Next skill is a lesson on gyroscopic precession, which occurs on takeoff when the tail rises. As the tail rises, it causes the airplane to yaw to the left due to the gyroscopic precession and the engine torque. This left turn tendency must be corrected with judicious and immediate use of rudder control. A good example of this is, the Twin Beech 18 and DC-3 are so directional control critical on takeoff that they have a tail wheel lock to help keep it aligned on the ground until enough airspeed could be attained and the tail raised. You can just imagine what a directional control problem one can have if an engine failed during the takeoff roll right after the tail was raised. The reverse is challenging landing on a single engine. Yes, I had the challenge or misfortune of landing a Beech 18 single engine at gross weight and the left engine out and a left cross wind once on the Big Island of Hawaii. After takeoff there are still many aerodynamic maneuvers to review, starting with coordination exercise such as dutch rolls to get the hands and feet moving. Next comes steep turns, slow flight and stalls. When reviewing stalls we practice what is called an oscillation stall, where the airplane is held at the critical angle of attack and walked around in a stalling coordinated turn. This type of stall practice allows the pilot to feel the shuttering in the stall; additionally most tail draggers do not have an aerial audible stall warning. At the same time during one of the air work session’s pilots can practice EMT Emergency Maneuver Training, Unusual attitude recoveries, recovery from inverted flight and spin recovery. This is sometimes called upset training. Upset training can only be practiced in an airplane that is certified for aerobatics and with parachutes. This type of training can save your life should you ever get rolled inverted because of wake turbulence. The next phase of tail wheel training presents the biggest challenge of them all. Learning and mastering landings. Everything starts to come together, as landings require the utmost skill in rudder, elevator airspeed control and especially recognition of wind. Tail dragger pilots must always know what direction the wind is coming from as it directly affects directional control. Not too long ago I was watching closely at a new CJ jet pilot attempting to land in a stiff crosswind as he was having a hard time keeping it straight because of lack of aileron and rudder control. I couldn’t help but think that if only he had some crosswind practice in a tail dragger first, he most likely would have solved his problems before getting in to the jet. When it comes to wind correction on approach and landings pilots will need to be proficient in both the crab and slip method. Additionally, most tail draggers do not have flaps so a side slip is used to lose altitude, (another skill that you probably haven’t used since your private pilot days). A good deal of time is spent perfecting Landings or should I say arrivals (a fancy name for not so good landings). The first type of landing is the preverbal three-point full stall landing where all three wheels touch down at once. One of the advantages of the three point landing is the touchdown is the slowest, and not having to transition from the tail wheel (what I call flying the tail) in the air to the tail wheel touching down after the mains touch. Additionally the three point allows immediate ground contact of the tail wheel for positive directional control steering. The next type of landing is termed the wheel landing, and is the preferred technique in a crosswind. The wheel landing’s touchdown is on the mains with the tail in a level flying attitude. The wheel landing seems to require the most practice to perfect. A word of advice if you find yourself porpoising during a wheel landing it’s best to add the power and go around. The last phase of training is usually spent reviewing any deficiencies and completion of the FAR sign off 61.31(I) which is required to fly as Pilot In Command in tail wheel airplanes, and believe me, all the work and fun makes it all worth while. You maybe wondering how long it usually takes before a pilot attains proficiency in the tail wheel. To checkout in the front seat usually takes approximately ten hours. For the rear seat usually takes an additional five hours. The rear seat takes extra training especially in landing as the pilot must use peripheral vision to judge the ground.

Other benefits of tail wheel training
Besides all the basic new and old skills that you have refreshed. Think about the new adventures and places tail wheel airplanes will go that bigger and faster airplanes will not go. In places like the back country and Alaska where the tail wheel airplane is the main mode of transportation. And don’t forget that these airplanes go on skis and floats just as well.

Want a challenge and at the same time build confidence plus improve your overall flying skills and bring back the fun in flying? Then take a lesson in a taildragger, and you too will be hooked and say, taildragger flying is really what flying is all about.