4cornerflyer

I suggest Titusville TIX if you're going to visit the Space Center or leave the plane for a while to catch a cruise. This is a great GA airport with good prices, decent hotels close by, and an easy Uber/Lyft ride to Kennedy Space Center or the Port Canaveral cruise terminal. Jon

While details of the Denver Center communications outage are lacking, it sounds like voice com was lost in one sector for a minute or two, but radar displays were not affected. Nor was ADS-B. This is most certainly not an end-of-the-world scenario, as controllers can call from adjacent sectors or on guard frequency and have aircraft move to another frequency. I doubt this would be news if the stuff in Newark weren't going on. This is about the best article I saw...still not very complete: https://www.cnn.com/2025/05/15/us/denver-air-traffic-control-lost-communications Jon

I submitted the following to the docket: I strongly object to the proposal to decommission in entirety the air-to-ground communications network used by pilots to contact Flight Service Stations (FSS). While it is undoubtedly true that the volume of calls has substantially decreased in the past decade, likely due to use of other technologies, the voice capability via Flight Service Remote Communications Outlets remains invaluable. While raw weather data is available by datalink, assistance in interpretation of this data can be critical. One cannot overstate the value of having an experienced professional available to assist in weather-related decision making. This expertise must be accessible by radio. Assistance in obtaining and interpreting Notices to Airman is another essential use of air-to-ground contact. This is so important if any changes need to be made to a planned flight after departure. Questions on temporary flight restrictions need ready answers. Activating, closing and modifying flight plans often cannot be done on the ground using web sites or text messages, and sometimes phone service at remote airports is non-existent. The air-to-ground frequencies allow contact with FSS either shortly after departure or prior to landing for this purpose. If the time on a flight plan needs to be extended, the ability to contact FSS in a timely manner can save search and rescue efforts. While it may be argued that FSS services to airborne aircraft could be provided by Air Traffic Control specialists, that does not fit with the way things work in the real world. Controllers--if they respond at all to a call from an unexpected aircraft--often tell the pilot to contact FSS with requests such as flight plan operations, pilot reports and practically everything else which is not their highest priority. These services will not be simply shifted to ATC; they will be de facto eliminated. It would be reasonable to look at reduction in the total number of air-to-ground outlets by seeing where there is overlap of coverage. The complete dissolution of this network in the name of cost savings is ridiculous at best, dangerous or deadly at worst. Thank you for your consideration. I find it hard to believe that any Mooney pilot would support elimination of ALL air-to-ground FSS frequencies. It's pretty easy to submit a comment on this. Go here: https://www.regulations.gov/docket/FAA-2025-0558 Jon

From the source, NavCanada https://www.navcanada.ca/en/customer-guide-to-charges-jan-2024-en.pdf See page 8, referring to aircraft under 6,614 lbs., ie Mooneys: "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." You should not be subject to a fee for the flight described. Jon

You do need to complete the online course if you fly in or near the DC special flight rules area. Some IFR procedures are different from anywhere else in the country. Jon

I flew into Calgary Springbank a few years ago to visit Banff and Jasper parks. This is a general aviation airport with good services for transients. It is a Customs airport of entry. There is no reason to land short of there. The FBO Springbank Aero can arrange for rental car drop off. It was an easy drive to Banff. I don't remember what the fees were, but it wasn't anything shocking. Fuel prices are in liters, so who knows what I paid. I can't think of any reason to go into Calgary Intl. https://springbank.aero/contact/ Jon

Paid $486 with taxes in Santa Fe NM October 2023. Jon

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

That hefty price is around $1500. This also is not a decision you the owner can make on your own. An avionics shop must be involved. Per Garmin's terms of service: "All certified products must be returned through an authorized Garmin Aviation Service Center for service." (emphasis theirs) Brief loss of GPS is not necessarily a problem It happens to me a few times a year, only for a minute or two. Jon

I would like to believe Dr Northrup will succeed at improving the aeromedical bureaucracy, but I think it is premature to sing her praises. I'm afraid I don't remember the exact publication, maybe AOPA Pilot, but she recently wrote a column in which she took pride in the fact that an astronomical percentage of medical special issuance applications are eventually approved by the FAA. Not sure of the exact number, but it was at least 95%, probably higher. If you subtract the cases which clearly will never qualify, the ones my grandmother could tell you should never be flying, that leaves a pretty small number. Rather than boast about the FAA's high eventual approval rate, I would interpret this to mean they are bothering far too many pilots and delaying issuances for months to years unnecessarily. The bottom line is that if the pilot's own physicians and his AME agree that he is safe to fly, it is very unlikely that the FAA will have any meaningful input in the matter. Instead am FAA physician not of the relevant specialty will practice CYA medicine. When Dr Northrup comes out in favor of reducing the burden on pilots and AMEs rather than boasting about how well they do, I will be more impressed. For now, if they do one thing only, it would be to accept electronic submission of medical records instead of requiring deliver of hard copy by mail, waiting weeks--yes weeks --for a government employee to scan the documents into their computer system. I'm told this is happening...we'll see. I know this won't help the original poster if he flies for the airline, but for the average Mooney pilot, remember that once you get that special issuance, even if it is only good for less than a year, if your operations are within the Basic Med limitations, you can fly under that rule and not deal with renewing the FAA medical. Jon (MD)

Based on personal history, you don't absolutely need an external antenna with a handheld, although it will of course improve your range. I experienced an alternator failure at night flying through the New York TCA (now known as Class B, but this was in the last century) Long Island to NJ. I shut down all the electrical stuff to save the battery for landing. This was in a Cherokee, so at least I didn't have to worry about getting the gear down. I was able to communicate with NY Approach using an Icom handheld for quite a while and landed uneventfully. Would have been at 4500 or 6500 crossing over JFK. That radio lasted me more than 20 years. I replaced it with a smaller and lighter Yaesu when the battery wouldn't hold a charge anymore. No other emergencies, but the radios are useful for listening to Atis, calling for clearance etc before starting the engine. If your primary use is just listening on the ground, you can get a good scanner for about a third of the price of a transceiver. Jon