The risk is real but can be managed. An aircraft could be grounded for not having the proper documentation or if the pilot commits a very serious violation of aviation regulations (especially if safety is compromised). The most probable reasons that come to mind would/could be:

> Failing to have legally required aircraft documents: Airworthiness Certificate, Registration Certificate, valid Insurance Policy, Radio Station License
> Failing to have legally required pilot documents: Airman Certificate (Pilot License), Necessary Type ratings on Pilot License per FAR 61.55 and aircraft Type Certificate, the text "English Proficient" on the back of the Pilot License, Medical Certificate, Restricted Radio Operator Permit
> Using a Temporary Pilot License after it has expired (120 days from issuance)
> Having an expired Medical Certificate
> Using a temporary/expired Registration Certificate "pink slip" instead of a permanent one that has not expired. FAA "Flywires" are valid for International flights.
> Expired Insurance Policy
> Not having a valid Mexico Single/Multiple Entry Permit
> Overstaying 180 days in Mexico
> Tail number of aircraft does not match Airworthiness Certificate, Registration Certificate, Insurance Policy. This can be an issue when changing the registration number of the aircraft.
> Conducting commercial (for hire) operations without the proper USA AND Mexican Charter Permits
> Conducting cabotage
> Operating at airstrips that do not have a current, valid operating permit
> Off-airfield landings (roads, fields, beaches)
> Flying an aircraft Type Certificated for 2 crew with a single pilot trying to exercise a single-pilot waiver from the FAA
> Creating a situation where air traffic safety is compromised and/or aircraft have to be diverted to avoid a collision or loss of separation.

We have intervened on behalf of pilots who have faced some of these situations. The seriousness of the situation and the consequences have varied.

Nonetheless, these situations have been exceptions and are an extremely small percentage of the overall traffic to Mexico. In most cases, the violations were not only an issue in Mexico, the persons were also in violation of US regulations as well. Entering Mexico is pretty mechanical: the documents to be presented are always the same and the procedures are usually the same. The key thing is to be well informed and have those documents in order prior to arrival. You should consider developing a Check List for club members planning to fly to Mexico that spells out what they need to know/do before they go. You can use our Pilot's Guide to Mexico and Central America as a resource for creating such a checklist). We would also recommend that every club member bring a notarized copy of our "Declaration of Private Operations" letter (you can download it from the member website) which documents that the person flying the aircraft has been authorized by the owner (your club) to fly the aircraft to Mexico and that the flight is for private (non-commercial) purposes and that all aboard are friends/relatives of the owner/operator.

If you want to add another layer of certainty, our Pilot's Guide has the telephone numbers of the DGAC office at every airport where the DGAC is located. This way you could contact the appropriate DGAC office and send them a copy of your documents prior to arrival so they can review and advise. For non-controlled airfields, we list the DGAC office that has jurisdiction over each airfield so that you can contact the controlling DGAC office to verify if the planned airfield has all the required permits for lawful use.

We do this every day so if you need to discuss this in more detail, please feel free to call the office.


CST Flight Services (Formerly: Caribbean Sky Tours)
www.cstflightservices.com