We just got back from our trip to Cancun Mexico and I thought I would
update everyone.
Our aircraft is based in Terrell Texas, just outside Dallas. We planned
to meet some friends flying commercially in Cancun on June 14th and come
back on June 18th. My wife was understandably nervous about flying
straight across the Gulf of Mexico over open water, but she trusted me
and so off we went. I had planned the trip for some time and had
researched everything I could find about flying to Mexico. It turned
out to be even easier than anticipated.
I had already gotten a Mexico package from Jeppesen, as well as updated
the panel and handheld GPS (AV8OR ACE) with the latest nav and VFR/IFR
charts and approaches, and ordered the L-3 IFR chart for the Gulf from
Aeronav. We had also ordered the Customs sticker for the airplane for
the return trip. I had contacted the FBO in Cancun in advance for what
to do and where to go and they were very helpful and wrote/spoke english
very well, communicating via email and phone. We had filed our outbound
and inbound eAPIS requests and the outbound international flight plan
with WxBrief and everything was set. we had life jackets, a raft, plb,
and handheld vhf radio in case something happened.
We wanted to be wheels up by 6 AM on the 14th, since my wife wanted to
be landing in Cancun between 12 and 1 PM. Then we decided to go down one day
early, because we own a plane and could change our plans easily. We got
ready to fly down on the 13th, and the hotel said that would be no
problem. Due to my wife wanting to wear makeup on the flight, that
turned into 7 AM instead. I tried to tell her the Customs guys in
Cancun didn't care whether she fixed her hair or tied it in a ponytail
and covered it with a baseball cap, but it didn't make one little dent.
So we loaded up and were wheels up by 7AM. I contacted FTW Center for
flight following and asked them to update CBP in Beaumont for our time
of landing. The trip to Beaumont was about 1:30 so not a long flight.
We landed in Beaumont and fueled up. We had enough fuel for a straight
flight from Terrell to Cancun, but my wife drew the line at that. She
wanted plenty of fuel. I did too for our first flight over water, so it
was an easy decision. Found out on the way down to Beaumont the XM
Weather wasn't working, so called tech support while waiting for the
fuel truck, but they said they would call back. Too late for us as we
planned to be in the air. We didn't need to go through Customs
outbound, so after fueling up, off we went, across the Gulf.
I had flight-planned a route directly on an airway, A766, and then veer
off when we got close to Cancun. We got in the air and got switched to
Houston Approach. That's when things started going awry. Approach
asked me if i was certified to fly across the Gulf. I had an IFR rating
and was current, as was the aircraft, and we were on an IFR flight plan,
so I said "Affirmative". They chewed on that and then came back and
told me to turn back and asked if I had an HF radio on board. "No I do
not." I was about to tell them something i would probably have
regretted when they came back on and said I could not fly across the
Gulf IFR if i didn't have a HF radio. I researched flying to Mexico for
months and had never once seen anything like that mentioned. And the
charts had VHF frequencies designated for use crossing the Gulf. My
wife is now crying because she is confused and scared and doesn't
understand what they are talking about. Thanks guys! Then they came
back on and said Houston Center had told them my choice was to turn back
or cancel IFR and go VFR. I had already been leaning in that direction
when they called, so I immediately canceled IFR and turned back out.
The lady at Approach who had been doing all the talking, and very
sternly i might add, now proceeded to warn me not to fly across the Gulf
as a single engine aircraft, and they would not talk to me after 50
miles offshore. Then she stated that there was a convective sigment for
the Gulf in effect. Now, I had checked the weather earlier in the
morning and that was not the case then. So i switched frequencies and
asked Flight Watch for an update. They came back and said that there
had been one much earlier but nothing had come of it and it was fine now
and the satellite pictures showed clear skies all the way across the
Gulf. I switched back and was given the frequency for Houston Center.
This controller was great. Very nice and super helpful. He said they
could hear us way farther than 50 miles, and even though were were VFR,
to just stay on his frequency and update him occasionally. No problems.
We were already at altitude and leaned out and set for cruise, so we
just sat back and got comfortable. My wife was still upset, but i
patiently explained to her everything that had gone on, and what it all
meant. She calmed down quite a bit was still as nervous as a cat on a
hotplate.
The cruise across the Gulf was very smooth. we just kept a watch for
boats or oil platforms in case we had engine problems. We updated
Center at every reporting point. There was about 30 minutes before we
hit Mexican airspace that we couldn't hear Center talking to us, but
they could hear us and we relayed messages back and forth though the
petroleum helicopters and airlines. Everyone was super helpful and
friendly.
We had already been given the frequency to contact for Merida Center by
Houston, so at the changeover point (KEHLI), we radioed our position.
Same thing again. They could hear us, but we couldn't hear them.
Airlines came in and helped transmit our position reports and Merida's
replies. After a few minutes, we could hear them and they could hear us.
Cruised on in and then got switched to Approach. That's when things got
awry again. It took them 7-8 frequency changes back and forth for us to
get Approach. We went from Merida Center to Cancun Approach to Tower to
Approach to Departure to Approach. We finally got the right frequency
and got a reply. It took about 10 minutes but was very confusing. ATC
didn't seem to be nearly as smooth as in the US, but they were very nice
and super helpful.
Approach had us descend at pilot's discretion for us to be at 1500 at 20
miles out. We descended slowly as we had plenty of time. At 1500 about
22 miles out, Approach soon vectored us around incoming traffic, a Piper
twin that had flown in out of Roatan Honduras on it's way to Naples
Florida. I know because i met the pilot after landing. Anyway, we got
vectored around and told to "fly this vector for 4 minutes, and then
turn in direct Cancun." We did just that and then got cleared for the
approach to 12R. The landing was normal, the winds were right down the
runway and about 8 knots. I flew the ILS even though it was great
visibility and we touched down very smoothly (1 out of 1000, hey
everyone gets lucky sometimes!). My wife was very happy, she had gotten
happier and happier the closer we got to Mexico, and was doing great
about 150 miles out, but she was glad to be there and ready to hit the
beach. 5.0 hours of flying and we are there.
We landed and taxied back to the FBO. In Cancun, the FBO handles
everything. They have Customs, Commandancia for flight documents,
Immigration, and the normal FBO stuff, fuel, etcetera. We had several
people meet us at the plane. Soldiers with automatic rifles, Customs,
and FBO persons. Everyone was very nice. We grabbed our bags and they
loaded them on the golf cart. Customs looked at the plane and said it
was okay. we went into the FBO and took care of the paperwork. Roberto
was very nice and they had all the paperwork already filled out. I just
needed to sign my name. My wife filled out her Immigration declaration,
they put our bags through x-ray and then i went to the Commandancia and
I closed my flight plan. and paid the fee, $70. We already had a van
from the hotel waiting for us, thanks to Monica Gonzalez at the Omni
hotel.
We had a great time in Cancun, as we had been there many times before,
and the friends we met had a great time as well.
For the flight back, it was pretty easy. We had to cancel on the 18th
due to bad weather in Beaumont. It cleared up later in the day, but too
late for us to launch, so we watched the weather and flew out the next
day. We had already gotten our XM Weather working, so off we went to the
airport after checking weather at the hotel.
Going through the FBO and Customs and Immigration was very easy again.
They had all the paperwork filled out. I filed my flight plan and
checked weather and then we went through the x-ray and out to the
airplane. We loaded our bags up. I had called ahead to have them fuel
the plane that morning. Did my preflight and checked fuel. Everything
looked great. They already had our aircraft pulled upfront ahead of the
three business jets and the King Air so loading was easy.
Called for our clearance, and started up, got taxi instructions and
taxied out. Did the runup and took off. This is where things went awry
again, but this time it was my fault. Had been told to turn left and
climb to 1500. I mistakenly turned right instead. The tower didn't
catch it and neither did I for several seconds. I didn't want to cut
across the runway so I called the tower, admitted my mistake and asked
what to do. The tower wasn't very specific. They basically said go
right or left. I continued right for several more seconds and then they
called back and told me to turn left and fly a direct heading on course
for Beaumont. Then they transferred me to Approach. Approach
immediately asked me what i was doing, as i was now in the approach
corridor. I said i was flying the vector i was given (319), and they
told me to immediately turn north and fly heading 360 until 20 miles
out, and expect higher then. I was now getting pretty nervous and very
embarrassed. But there was no other traffic around, so it wasn't an
immediate issue, but i definitely felt under a cloud for the start of
the trip.
Anyway, we got about 18 miles out and they said climb at our discretion.
We climbed up to 8500 and set the plane for cruise. we had a good
tailwind, about 20 knots. We were making good time and reporting at each
reporting point. We hit US airspace at KEHLI and tried contacting
Houston Center. I transmitted our position in the blind, and did so at
every reporting point, until about 180 miles offshore, when we started
getting a reply. Houston Center was again very nice and easy to work
with.
Scattered thunderstorms had grown up all around Beaumont during the
flight over, but we were prepared, and had been watching them on XM.
There was supposed to be a broken layer at 2800 and one at 5000
according to the current metar. We had scattered clouds below us that
seemed to be getting thicker and some sizable buildups in front of us.
We stayed at 8500 until probably about 60 miles out and then i radioed
Houston and told them we were going to descend down to 2500 to get below
the clouds and to get ready for Beaumont. We got down to about 4500 and
i could tell the clouds were probably at about 1500-2000 so we leveled
off at 4500 and told Houston. We actually should have stayed at 8500,
because now we had to pick our way though the clouds much more than if
we had stayed high. Center sent us over to Approach and they were super
helpful and told us to maneuver and descend at our direction since no
one was around us. I was worried, as we were flying in from Mexico and
I didn't want them to think we were drug smugglers dropping our load!
But i stayed in constant contact with them and told them everything we
were doing, and that was all we could have done. I looked at our XM
Weather and figured out the best way in, which was pretty clear. About
that time, Approach called and suggested one of two routes, includign
teh one we had already picked. I told them so and they said that looked
the best to them as well. They said just let them know when we were
through adn turning toward Beaumont. After about 15 minutes of
maneuvering, i let them know and they followed us in and with the field
in site, they switched us to Tower. Beaumont cleared us to land and
were were down with no problems. My wife asked me why we didn't just
fly through the clouds. I told her that she didn't like doing it
anyway, and XM Weather was not really a way to pick your way through
clouds if you couldn't see the thunderstorms, especially with so many in
the area. But we were down safely with no problems and taxied back to
KUSA's hangar to meet the CBP office, Barbar. 4:35 on the flight time.
I had read that CBP was very strict, but Officer Barbar couldn't have
been nicer. He asked to see our passports and looked inside the plane.
He seemed super friendly and i asked about our luggage, he at first said
no need, then decided on searching one bag. I asked which one, and he
said since i had gotten both out, he would go ahead and look at both.
He asked us if we were bringing back meat, plants, etc, and we said no.
We already had the tshirt for our son and the seashells gathered on the
beach ready for his inspection. He just waved and said no problem. He
told us to come inside and fill out the general declaration form, which
we did. Him and the FBO staff wanted to know about the crazy people
flying across the Gulf, so we told them the whole story. They all
thought it was great. About then, Officer Barbar's Supervisor showed
up, Officer Salazar. I saw Barbar talking to him and describing what we
had done and how it was our first time, and Salazar just stood there
shaking his head. I saw that and told him to stop shaking that head. I
walked over to introduce myself and both were again extremely nice.
Salazar wanted to know the whole story about the trip as well. I
mentioned we had canceled the day before and he said he knew all about
it and that the office i spoke to had filled him in fully. He asked
about the weather and i told him about picking our way through. He
laughed and said he was surprised they didn't have a helicopter
following me, as that would look pretty suspicious. I told him i was
very cognizant of that and that's why I didn't go all the way down under
the cloud deck. But he and Office Barbar were really great and got us
right on our way. I think the total time to go though Customs was 15
minutes max. We then loaded up and taxied back out and were on our way.
We had to pick our way though more small thunderstorms going back to
Terrell, but 1:30 hours later, we had landed, having to brave once last
thunderstorm right beside the field at Terrell. I just slowed us down
and lingered the last 10 minutes, and by then it had moved away far
enough for us to land. Trip over and successful. First overwater
flight crossed off the bucket list.
Russell Fletcher
N5262F
'88 Mooney M20J
