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Steamchicken

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  1. File you eapis; file a flight plan; make sure you have a discreet transponder code for crossing the border (this will typically be provided by the FSS or the ATC agency you are departing with); phone CanPass a minimum of two hours in advance. They will look for an ETA +/- 15 minutes. Advise them about the work done on the aircraft and if possible have the customs broker get the brokerage clearance number in advance. If they don't come to greet you on arrival, make sure you note the customs clearance number should you ever be queried (I always put it in the journey log). Make sure you close your flight plan!
  2. Regardless it is not a commercial flight. To operate commercially into the US as a CDN operator is a whole different kettle of fish outside of NAFTA. And just a little heads up, DO NOT GO THROUGH BELLINGHAM. US operators avoid KBLI like the plague never mind Canadians. Simply apply for a private eapis and you will be fine. If the aircraft is registered commercially I would reccomend a letter from the company authorizing you to ferry the aircraft and the purpose of the flight. If you are having maintenance done you will require a customs broker in Canada on your return. Don't forget that CANPASS requires two hours advance notice.
  3. In addition to a flight plan and customs decal, you have to file a report using the via Private eApis system not to be confused with the commercial eApis system. http://cbp.gov/xp/cgov/travel/pleasure_boats/private_flyers/ This page has all the links including the ability to purchase a decal online. Proof of purchase is all you need otherwise you will be buying it on arrival. eApis requires prior registration of the user and the aircraft and it will not happen in a matter of hours. I think I turned mine around in a couple of days. It's a pain initially, but once you are set up you can use it for any private aircraft you drive across the line. Don't forget you require a flight plan and discreet transponder code when crossing the border. Also never assume eApis transmission. Call the customs port of entry and advise them (actually ask them if you can come visit) of ETA etc. and confirmation of eApis. eApis is required inbound AND outbound.
  4. Billy Hill and old dog nailed it as far as I'm concerned. Still got mine along with the extra liners and spare screens. Don't ever remember having cold feet in the Beaufort. Unlike the Sorels though they won't tolerate anything wet as they have a very limited upper rubber sole. But then when is it "wet" in the winter in that part of the world. Don't miss it a whole bunch.
  5. I kinda liked knowin it was always in my George Castanza sized wallet....which I always have with me. Don't think the new one is going to fit.
  6. We just had this discussion within our company. While we all agreed that it would be almost impossible to come up with an industry standard, we did agree that standardizing the fleet would go a long way to enhancing safety. On the issue of the belly hook being armed.....a lot of that depends on the accesibility of the manual release and/or number of drivers in the front. In my former life at a large orange organziation we did engine failure training from a hover with a long line on. Using the manual release in some aircraft (like a JetBox) when you are stuffing the collective down is not an easy feat, especially considering that you have to pull it up AND slightly forward. I recall being asked by a relatively new pilot one time if I would fly with the belly hook armed working in trees with a 200 foot line. I suggested that I would given my prior experiences. A few days later the same pilot likely survived disaster by instinctively punching the belly hook at the frst recognition of a problem. Any hesitation would have likely precluded the release of the belly hook (manually or otherwise) due to preloading of the hook. Regardless of switch or emergency release positions, there is no substitute for being fammilliar with the equipment that you fly and the controls required for normal and emergency situations. Mitigating the risk is the name of the game.
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