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Rick Demetrioff

Taming the Tail dragger
Ever wonder what it would be like to step back in time and go back to the
basics of what flying really is about. How about a greater appreciation for
crosswinds, coordination, rudder and airspeed control.

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.

Robert J. Crystal CFI of the year 2007 Simulator & Instrument Training Center Van Nuys, Ca. Ph:. (818) 988-7224 Email: IFRVNY@Aol.com

DANGEROUS HELICOPTER PRINCIPLES OF FLIGHT
This article was written by Becker Helicopters Pty Ltd and reprinted with their permission - Feb 7/08

When a helicopter is lifting off the ground (or a surface) or is hovering with one skid or wheel on the ground, the helicopter may begin a rolling motion, which under certain circumstances cannot be controlled. This is known as Dynamic Roll-over. The rollover can occur in either direction.

In general dynamic roll-over occurs when the pilot is too harsh and quick on the controls, not noticing that one skid is either stuck on the ground or the pilot has over controlled and caused the helicopter to commences a roll about the skid.

To understand dynamic rollover it helps to have an understanding of static rollover.

Static rollover

Consider a helicopter on the ground with the blades not turning and therefore no rotor thrust is being produced anywhere. For all intents and purposes then the helicopter is a lump of metal, plastic and fibreglass with the weight of all its parts bearing down towards the centre of the earth about its centre of gravity.

If we were to come along with a bottle jack (the type used to jack up a car when you have a flat tyre) and place it under the skid, you could lift the helicopter up off the ground. One skid would raise, the other would act as a pivot point about which the helicopter would be rotating.

The interesting thing here is, the helicopter will not roll over onto its side until the centre of gravity of the helicopter passes a line running vertically upwards from the pivot point. At any time prior to reaching that point the jack could be removed and weight would cause the helicopter to settle back onto its skids.

Once the centre of gravity of the helicopter has reached the vertical line it would be balancing on the one skid. Once the centre of gravity goes slightly over the vertical line the helicopter will roll onto its side.

Weight Pull heli to ground	Balance Point	Weight Pulls heli over

In an R22 the helicopter can reach a critical angle of 42° before it reaches the point where it will roll over. What has been described is static rollover where the helicopter is not under power.

Why then can a helicopter experience dynamic rollover where the critical angle may be as low as 3° before control is lost and the helicopter rolls over onto its side.

Dynamic rollover

Consider a helicopter lifting off the ground and one skid becomes stuck. The pilot continues to increase rotor thrust by raising the collective and the helicopter tries to lift off but now commences a roll towards the stuck skid. (the pivot point) Assuming the pilot does not move the cyclic the rotor disc will now be tilted slightly towards the stuck skid. This will give a horizontal component of rotor thrust. This horizontal component acts from the rotor head along the length of the arm to the pivot point. You have effectively created a moment or a lever that is also trying to roll the helicopter over.

Increasing Rotor Thrust	Roll Begins

The helicopter as it starts to roll experiences an increase in momentum and will want to continue to roll unless another force is applied to stop it.

In normal free flight (both skids off the ground) the pilot is able to use the cyclic to counter any roll. Use of the cyclic produces a couple between the horizontal component of rotor thrust and the centre of gravity of the helicopter. The cyclic is only able to handle a certain amount of roll rate. If you exceed the designer’s limit to the roll rate then opposite cyclic will have no effect. Now I do not know the particular numbers for each helicopter but lets assume for our hypothetical helicopter the cyclic is designed to handle no more than a roll rate of 10° per second or 10000 units of roll momentum which ever comes first. Lets go back to our helicopter that is just starting to experience a roll and put some numbers into a calculation.

Lets assume the helicopter weights 1000kgs all up weight. That the distance from the pivot point (skid) to the rotor head is 3 meters and that the design limitation of the cyclic is 10° of roll per second, which may equate to 10000 units of, roll momentum. As we are lifting off the rotor thrust would be increasing to be equivalent to almost 1000kgs of thrust (wouldn’t get off the ground otherwise)

The helicopter would look like the following

Mathematically it could be described as follows

Horizontal component of rotor thrust x the arm to the pivot point x the roll rate squared = units of roll momentum being experienced by the helicopter

Therefore 100kgs x 3m x 1°2 of roll per second = 300 units of roll momentum (less then 10,000 units) At this point the roll is quite controllable with cyclic and the pilot is not in any danger. Lets say he ignores the early warning signs and continues to pull the collective without arresting the roll. The helicopter now rolls over further, its rate of roll increases and everything starts to happen very quickly.

Mathematically it may look something like 200kgs x 3m x 2°2 of roll per second = 2400 units of roll momentum. Notice that the roll momentum has not just doubled it has increased by a factor of 8. At this point the helicopter is well on its way, it may still be controllable if the helicopters weight is sufficient to overcome the roll momentum, but it is definitely getting scary. The pilot needs to lower the collective and use some opposite cyclic and hope that the reorientation and eradication of some rotor thrust and the weight of the helicopter will allow the helicopter to fall back level to the ground. In most cases though the pilot starts to panic a little here and pulls the collective up more hoping to reef the helicopter off the ground and free the stuck skid.

Mathematically

Mathematically it may progress to something like 300kgs x 3m x 4°2 of roll per second = 14400 units of roll momentum. The helicopter is definitely a goner now and there is no recovery. The helicopter is rolling over due to the excessive roll momentum even though it has only rolled a total say 7° from level. The pilot has experienced Dynamic rollover if the units of roll momentum looked like they were increasing at a very quick exponential rate just wait till you experience it.

Summary

Dynamic rollover may occur at any time a part of the helicopter comes in contact with a solid object. It is particularly relevant when lifting off and landing or at a hover. Experiencing dynamic rollover is really more of a problem with the pilot not recognising the early symptoms and being inattentive. The possibility will always exist and the potential for disaster is only seconds away. Several common scenarios that may induce dynamic rollover include Over use of the cyclic when lifting off or landing on sloping ground. The roll can be amplified either way depending on the pilot’s use of cyclic.

Experiencing tail rotor drift or roll and not compensating

Lifting off close to a refuelling drum and not correcting for any sideways drift

This article was written by Becker Helicopters Pty Ltd and reprinted with their permission - Feb 7/08
Graphics were done by a pilot we trained Capt. Sam Jenkins
Web Site: www.beckerhelicopters.com

This article was written by Becker Helicopters Pty Ltd and reprinted with their permission - March 3/08

All objects are subject to the gravitational pull of the earth relative to their mass. This includes you and me and it includes a helicopter.

As we are standing on the surface of the earth we will feel the weight of our body, which we can count as 1 G force or 1 positive G force. If we were able to conduct a manoeuvre that causes our apparent weight to increase we would increase the G force felt, in effect increasing our weight at that point in time. If we double our weight we double the G force or experience 2 Gs and so on.

If we were able to conduct a manoeuvre that reduced our apparent weight we would decrease the G force felt, in effect decreasing our weight at this time. Any reduction in the standard 1 G force we usually experience is known as a low G or a negative G situation. Reduce our weight by 1 we have experienced 1 negative G, reduced our weight by 2 we have experienced 2 negative G and so on.

In flight we are able to produce both a negative or low G (weightless feeling) and a positive of high G (increasing weight feeling) condition. Because G force deals with the laws of attraction then any manoeuvre that tries to pull us away from the earth (the body with the greatest mass we are closest to therefore the body with the greatest attraction) then we will have a temporary increase in the G force as we experience this acceleration away from the surface. Any manoeuvre that tries to accelerate our movement towards the centre of the earth (in other words assist the attraction) will lead to a temporary reduction in the pull of the earth and we will feel slightly weightless. The faster and harsher these manoeuvres the greater the change in the G force.

For example

You are travelling along in your new Mad Max Charger doing 300kph when you come to a small hump in the road. As you hit the hump you are forced away from the earth so you experience an increase in the G force and you temporarily feel heavy. Very quickly though the earth pulls the Charger back towards it and you start to fall towards the road again and now feel a reduction in the G force and you feel lighter.

Another example of G force is a typical giant drop rollercoaster. You experience a positive G force as you are propelled away from the surface, and you experience a negative G force as you fall back towards the earth.

Playing around with G force is great as a teenager and great in an aerobatic aircraft but in a helicopter with a two bladed teetering type rotor head it can have serious consequences.

Mast bumping

Mast bumping is generally a result of pilot induced over controlling of the cyclic leading to a negative G situation, however the negative G can also be caused by other factors without input by the pilot such as severe turbulence or a rapid lowering of the collective. It is a condition applicable to two bladed helicopters with a teetering rotor head such as the R22/R44, Bell47, Bell 206 Bell205/212 series and other similar designs. Mast bumping is a result of the helicopters main rotor hub (head) making contact with the main rotor mast. The head literally ‘bumps’ the mast and can damage or snap it off. For this to happen excessive flapping of the disc must occur and this is impossible if the helicopter is flown within its designed tolerances.

Excessive flapping may be the result of

• Flight resulting in a negative or low G situation, this may be due to manoeuvring, turbulence or similar
• Sudden, abrupt and large changes made to the cyclic, especially in the fore/aft direction
• Sudden and unanticipated lowering (or dropping) of the collective
• Strong gusty winds (especially updraughts associated with hovering or landing on a cliff edge)
• Excessive sideways flight beyond the maximum allowable limits
• Landings on an excessive slope beyond the design limits of the helicopter

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

In normal powered flight the rotor disc in a conventional helicopter will always be displaced slightly to the left to counter the effects of tail rotor drift.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

If the helicopter for some reason is put into a negative G situation, then several things happen.

 

 

The angle of attack on the rotor blades changes and the amount of total rotor thrust at that moment reduces The apparent weight of the helicopter reduces therefore the moment required between the horizontal component of rotor thrust and the centre of gravity of the helicopter is temporarily no longer there. At this stage the pilot still has control of the rotor disc by use of the cyclic but he no longer has control of the fuselage because there is no moment and therefore no force to make it follow the disc. At this point the fuselage will be influenced by other forces.

In a negative G situation the total rotor thrust is reduced however the torque produced by the engine and the amount of tail rotor thrust being produced is unaffected, therefore the fuselage while still moving forward will also want to drift to the right and yaw to the left. This right drift and left yaw will cause an airflow to act against the fuselage, which will then cause it to roll to the right without any input from the pilot.

 

 

 

 

 

 

 

 

 

 

 

 

 

The pilot will instinctively use left cyclic to counter the unanticipated right roll. With the small amount of rotor thrust still being produced by the disc the rotors will flap to follow the cyclic pitch change and the rotor disc will start to tilt left but the fuselage, not being influenced by the moment between the horizontal component of rotor thrust and the centre of gravity (because there is no apparent weight) will not follow and continue to roll right. At this point it is still recoverable. All the pilot needs to do is take away the negative G and replace it with a positive G and the moment will be restored.

Lets assume though that this does not happen and the pilot continues to use left cyclic to counter the continuing right roll of the fuselage. There will now come a point where the rotor head strikes the mast. The severity of the striking will determine whether the mast separates from the helicopter or is just damaged.

 

 

 

 

 

 

 

 

 

 

 

Below is the end result of a Robinson R22 that suffered mast bumping several years ago. The picture is compliments of Greg Whyte who wrote the book “Fatal Traps” for helicopter pilots and is a definite must read. http://www.fataltraps.com

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Recovery action

 

 

 

 

 

Prevention is the best rule. Never get into a negative G situation in a two bladed helicopter system by intentionally using abrupt control inputs. If you do experience a negative G for any reason then the obvious solution is to reload the rotor disc so that you are experiencing positive G. This can be done by

• Using aft cyclic to increase the G force and use right cyclic to follow the roll
• Raise collective to increase the total rotor thrust and help increase the G force
• Once the G force has been restored then you can recover to straight and level flight.

 

 

Common scenario

 

 

 

One of the most common scenarios causing mast bumping, is that of a middle aged person who has some fixed wing experience converting over to a helicopter. Fixed wing being much more stable allows the pilot to look longer and more often at maps, and generally allows the fixed wing to fly itself. Also most emergencies in a fixed wing required that the pilot push the control column forward to maintain airspeed.

In a helicopter if the pilots attention is not on flying it is very common for the helicopter to be slowly pitching up, when the pilot does eventually look out side and sees a nose high attitude the natural response is to push the cyclic forward. But as we know this can cause a negative G situation and lead to catastrophe.

 

 

 

 

 

Dropping of the collective

 

 

 

 

 

This is more common in a Bell47 with no hydraulic collective but can be possible in any helicopter if the collective is not rigged correctly although the dropping collective only leads to a mast bump in two bladed helicopters.

If the pilot releases his hold on the collective and does not secure it (by putting on some friction or placing his leg against it) then the collective has the potential to move. The movement may be caused by aerodynamic forces on the rotor blades overcoming the collective setting by the pilot and this can happen suddenly and without warning. If the collective drops rapidly to the floor there will be an instant reduction in the flapback of the main rotor disc. Because the pilot has forward cyclic to counter this flapback the helicopter will instantly dive towards the ground and cause a negative G situation. This can have two catastrophic results. First of all mast bumping as described above and secondly the pilots natural response will be to use a large aft cyclic input to correct the dive, at this point the tail is going up, the disc starts to come back and the potential is there for the disc to strike the tail boom.

Never let go of the collective without first ensuring it is secured and not able to inadvertently move.

 

 

 

 

Turbulence

 

 

 

 

Although negative G can be caused by turbulence and in extreme cases lead to some form of mast bumping, the negative G usually experienced is not catastrophic. This is because the turbulence is fast acting. Often a negative G is very quickly followed by a positive G therefore there are no ‘prolonged’ effects.

If it is that turbulent you probably shouldn’t be flying anyway!! If you are flying in turbulent conditions and experience a negative G then hold the controls steady and wait for the turbulence to subside. It is also best in these situations to slow down (reduce IAS) so that you not hit the turbulence so fast and also bring the RPM down to the mid green to help reduce RPM overspeeds.

 

Summary

 

Negative G is commonly caused by pilots inducing a pull up followed by a harsh push over (harsh use of the cyclic) resulting in a negative G situation and the fuselage rolling to the right with no input form the pilot. This roll causes an immediate response by the pilot who uses opposite cyclic (left) this in turn leads to the rotor head striking the mast and may cause it to separate.

 

This article was written by Becker Helicopters Pty Ltd and reprinted with their permission - March 3/08
Graphics were done by a pilot we trained Capt. Sam Jenkins
Web Site: www.beckerhelicopters.com
 

 

PDF Documents

CBP Form 178 *

Multiple Entry Authorization *

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

Required Documents - Mexico & United States - Article 6 of 6

Information current as of January 20, 2008

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

Notes from Volando a Mexico - Article 5 of 6

(Flying to Mexico)
By SENEAM and DGAC
February 1, 2007

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).

You should call the tower when 10 miles out and when over flying the airport.

A 4096 code transponder with mode C is required at all times.

A position report shall contain radio call sign, type of aircraft, departure point, destination and ETA.

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

Mexico Frequencies & Phone Numbers  - Article 4 of 6

 Frequencies & Phone Numbers
(ATT and T-Mobil cell phones work best in Baja)

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

International Flights to Mexico  - Article 3 of 6

By D. Gordon Matthews, C.F.I. January 20, 2008

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 h