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4cornerflyer

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    M20K 252

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  1. You can read all about NavCanada fees here: https://www.navcanada.ca/en/corporate/service-charges.aspx The pertinent passage for your question is, on page 7: "A foreign-registered aircraft is charged on the basis of the first recorded arrival into a Canadian aerodrome or entry into Canadian airspace, excluding flights between two points in the U.S., during each quarter of the annual fee period." Jon
  2. Prior replies are NOT correct. A US registered noncommercial small airplane will not be charged an overflight fee by NavCanada for transiting Canadian airspace unless you have a point of departure or landing in Canada. Jon
  3. Leadville shouldn't be a problem for you in the morning that time of year. Their fuel price is generally pretty good. I hate to make extra stops on such a long flight, so hope you aren't too heavily loaded to take on a decent amount of fuel. You can borrow the car to grab a good breakfast in town. There really aren't obstacles close to the airport, so all you need to do is to get airborne by end end of the runway. Yes, there are big mountains all around, but you have plenty of time to climb. Jon
  4. One would indeed think the money is there, but the owner/operator of the airports has to want them to be repaired. It is not clear that this is a desire of the National Park Service. Jon
  5. Actually there was no geopolitical plot to make US pilots use ICAO flight plans. The whole point was to be able to enter specific aircraft equipment information for ATC purposes, more than the /G etc the domestic form allowed. Jon
  6. You can download and print a copy of the ICAO flight plan form, and keep it with you for reference. Copy the info from what you have stored with Foreflight. The form is available on Foreflight documents. Once suggestion I have would be to set up an account with Leidos (1800WXBRIEF.COM). You can save pilot and aircraft information with them, so that when you call to file a flight plan either by phone or radio, the FSS personnel will already have that information, and they can prompt you to fill in the blanks if needed. Flight plan filing with Leidos gives you the advantage of being able to activate and close by replying to a text message sent 30 minutes prior to your departure or arrival time. I find this much simpler than the Foreflight method. Jon
  7. Robert, I had a rotator cuff repair April 2021 after a (snow) skiing injury. The first couple weeks after surgery is pretty miserable, especially in regard to sleeping. They will probably have you wear the shoulder immobilizer for about a month, which greatly limits your activity. It was about three months before I could safely fly on my own. Until then every week or two I had local pilot friends fly my plane, while I rode as a passenger. Can't let it sit too long without use. This would be a good time to have major work done on the plane, if anything is coming due, like an engine overhaul or paint job, if you have the need and time to arrange it. Jon
  8. This left off what is probably the most common disqualifying condition: A cardiovascular condition, limited to a one-time special issuance for each diagnosis of the following: Myocardial infarction; Coronary heart disease that has required treatment; Cardiac valve replacement; or Heart replacement. Jon
  9. To answer your question, what the FAA shows on its pilot certification website has no bearing on whether you can fly under Basic Med. In my case it was updated quickly, within days, but you need not wait for that. You can have a valid FAA medical and Basic Med at the same time. A flight can be made using either, but you cannot change mid-flight. Jon
  10. Just to be sure there is no misinformation on this point, one cannot use Basic Med after a disqualifying event without going through a special issuance for an FAA medical. The regulation lists those exclusions, and heart disease which requires treatment is one of them. So even if he had a valid Class III medical the day before the cardiac event, he could not fly on Basic Med without getting a special issuance. The current time frame for a non-revenue pilot to get a special issuance is approaching a year, and it isn't going to get better anytime soon. The one thing you can do is engage an aviation medical examiner who is well versed in the special issuance process and can make sure everything is submitted properly and in entirety the first time. If they have to ask for anything more, it will add months to the process. I would suggest not buying any airplane until you have the medical issued. The FAA medical will likely be valid for only one year (from the date of the exam), and may have requirements for testing which your cardiologist may or may not feel are appropriate. As soon as you get the special issuance, you can go to any physician that day and get a Basic Med exam, which will give you four years and not have any ongoing requirements, as long as your doctor believes you are fit to fly. Jon
  11. Not technically correct. Basic Med was enacted as legislation by Congress, and went into effect exactly as written. Bureaucrats were not involved. The legislation allows for operating privileges as pilot in command only. It isn't that safety pilots were deliberately excluded, just that the legislation did not address second-in-command or required crewmember status. Generally when technical corrections to a law are needed, this can be done in under six years. There are current proposals for rulemaking to address this and other issues. Why the FAA has taken so long I cannot answer. Jon
  12. I can't speak to whether they have avgas available today at Spanish Peaks, but they generally do. I have stopped there for 100LL several times, as it is always among the lowest prices in the region. There's a building you can access with clean restrooms and internet. Jon
  13. Assuming you can afford it, I come down on the side of the closer more expensive hangar. I am fortunate to live about 3 miles from my airport. When I have a trip planned that is more important than just flying around or a $100 hamburger, I generally go to the airport and preflight the plane the day before. This avoids surprises like low tires or a weak battery that would delay my departure. Or I can plug in the engine heater if it's really cold. You didn't mention other factors which should go into the decision. You've only mentioned cost of the hangar and distance. You have not addressed quality of the hangars or their amenities. Nor have you discussed the various airports. Is there maintenance on the field? A good FBO? Secure? Runway condition, and is there more than one runway? All these things are important. If all else is truly equal, it is worth paying more to be closer, unless you so rarely use your plane that it won't matter. Jon
  14. I would strongly suggest that for an international flight--especially if you are not experienced at it--that you make the phone call to FSS for a briefing and to file the flight plan, and activate with them by radio. The FSS can give you a transponder code for the ADIZ too. Jon
  15. It's the opposite for me, although I do live in mountain country and not on the coast. The most common site where I have lost GPS signal over the past decade has been on departure from Eagle, CO airport EGE runway 25, elevation 6500', with mountains up to 14,000 all around. Again, only a handful of times over years. It did happen to me once in FL, I think either out of Lantana or Ft Myers. Jon
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