Hedley wrote:File a flight plan, and get a squawk code from USA ATC before you enter US airspace.

That's it for overflights.

you transmit on one freq, and receive on the other

tkdowell wrote: I know it would be easier to "skim" the border on the Canada side.

trey kule wrote:

P.S what made it really dumb was I was IFR and ATC made my fly along the border.

I know, I was really pissed at them for only doing the job 1/2 right. They were supposed to make you fly along the border AND report you as a known terrorist to the US folks.

Hedley wrote:

you transmit on one freq, and receive on the other

This is really, really old. Generally you tx on some USA FSS freq like 122.1 and you rx on the VOR ident freq. This dates back to the 1950's and 1960's. I'm amazed there are still any out there, but I don't talk to FSS much. If I legally have to file a flight plan - either VFR or IFR - I do so on the ground over the phone, and then I'm talking to center on the comm. If I don't have to file a flight plan, I turn the comm radio down and don't talk to anyone. I far prefer listening to the music on my phone.

iflyforpie wrote:It depends.

In the Lower Mainland, it is different because Victoria Terminal actually controls the airspace over Whatcom County (Blaine, Sumas, Birch Bay, and nearly south to Bellingham).

Back in the day, I used to dip down all the time. Going across Southern BC, it is way lower to go into Washington than to go over the Anarchist Pass east of Osooyoos--even though it takes you through an MOA. I would only do this because of weather and to get home, I wouldn't plan on doing it.

But any more, you'd better have a flight plan and code. I was doing fire patrol paralleling the border by Creston and we got a call from base giving us a transponder code because of our proximity to US airspace. Somehow, the US found out which plane we were (no air radio transmissions were made since leaving base, only Forestry FM) and tracked down the company. We were a solid mile inside Canada!

Fling Wing wrote: Do you know if one can still do this after 9/11? I live in the area and have always wanted to go sight seeing down there without the hassle of landing oroville. How far can you fly south, or is there a limit? I know that with the drug activity this could be possibly frowned upon.

Hedley wrote:File a flight plan, and get a squawk code from USA ATC before you enter US airspace.

That's it for overflights.

Valid Time
15 August 2009 until further notice

Special Notice
Aircraft with a maximum certificated takeoff gross weight of 100,309 pounds (45,500 KGS) or less that operate to or from or within or transit territorial airspace of the United States (U.S.). This notice, and another separate special notice for aircraft with a maximum certificated takeoff gross weight of more than 100,309 pounds (45,500 KGS) replaces previously issued FDC special notice notams 8/3576 and 9/9922. In addition to the requirements prescribed in 14 CFR Part 99, security control of Air Traffic , the following special security requirements are in effect pursuant to 14 CFR section 99.7 special security instructions.

Part I.
Authorized operations aircraft with a maximum certificated takeoff weight of 100,309 pounds (45,500 KGS) or less, are not authorized to operate to or from or within or transit territorial airspace of the U.S. unless they meet the conditions of one of the following paragraphs. In addition aircraft with a maximum certificated takeoff gross weight of 100,309 pounds (45,500 KGS) or less, are not authorized to enter United States (U.S.) territorial airspace enroute to planned alternates unless the operator meets the requirements listed in this notice prior to listing U.S. airports as alternate landing airports in the aircraft flight plan.

B. Aircraft registered in United States, Mexico, Canada, Bahamas, Bermuda, Cayman Islands, and British Virgin Islands are authorized to operate within the territorial airspace of the U.S. In Accordance with all applicable regulations. Aircraft registered in these countries are also authorized to operate VFR in airport traffic pattern areas of United States airports near the United States border. However, if the aircraft departs the airport VFR pattern at any time and transits Canadian, Mexican, or International airspace enroute to another airport, the requirements of paragraphs F. and G. apply.

G. Aircraft registered in Mexico, Canada, Bahamas, Bermuda, Cayman Islands, and British Virgin Islands are authorized to operate to or from or transit any of these countries and the territorial airspace of the U.S., if in compliance with:
File and are on an active direct flight plan (DVFR included) that enters U.S. territorial airspace directly from any of the countries listed in this paragraph. Flights that include any stop in a non-listed country must comply with all requirements for other foreign registered aircraft in accordance with paragraph I of this notice.

Are equipped with an operations mode C or S transponder and continuously squawk an ATC issued transponder code

Maintain two-way communications with ATC

Comply with all U.S. customs and border protection requirements

Aircraft registered in Mexico, Canada, ... are authorized to operate to or from or transit any of these countries and the territorial airspace of the U.S., if in compliance with:
File and are on an active direct flight plan (DVFR included) that enters U.S. territorial airspace directly from any of the countries listed in this paragraph. ...
Are equipped with an operations mode C or S transponder and continuously squawk an ATC issued transponder code

Maintain two-way communications with ATC

photofly wrote: There's nothing to say who the squawk has to be issued by, and one received from Canadian ATC is fine if they happen to be controlling the airspace you're in.

No requirement to contact US authorities.

photofly wrote:Good lord. Why are we making such heavy weather of this? Just file a flight plan, talk to atc, get flight following, fly across the border. It's a simple as that. Stop worrying about it!

Because some instructors I've talked to make it sound that if you don't get a US transponder code BEFORE entering US airspace you're going to get cadored... I have never had an issue but I also don't want to call an instructor an idiot until I am sure I'm right ... problem is I can't find the answer to support either side.