I have had no issues flying into Canada or Mexico because I haven't done it.

When comparing 501 to V, there are two primary aspects which affect your ability. to fly internationally, single pilot and TCAS equipment.

In the USA, you can get the SPE, single pilot exemption, which allows you to fly the V single pilot. You need sufficient experience (500 hours turbine is the usual catch), and a little extra training, but otherwise is straightforward.

The SPE is only a USA thing. But I hear that Canada has some similar means. I have not researched this thoroughly, though. Mexico doesn't recognize the SPE as far as I know, but I hear rumblings they might. Some countries DO recognize the SPE, like the Bahamas I think. I'm not an expect here, so this will require further research.

There is some effort at the FAA to create a single pilot type rating for the 500 series, a CE-500S type rating, which I think would make a lot of sense. I don't know where that stands today and it would clarify a lot of things.

As for TCAS, my plane doesn't have TCAS II 7.1 since it doesn't need it by rule in the USA. I believe Canada also doesn't require it for my plane. Mexico starting requiring TCAS II 7.1 for all planes over 12,500 lbs. The V is over, the 501 is not.

I elected not to install Garmin's TCAS II 7.1 option (GTX-8000 and other stuff). It was kind of expensive. I'm okay with being limited to USA only for now. My needs to travel internationally are low. With my equipment and license, I think I can go into Canada (maybe two pilot?) and I can fly to Alaska. The developments in Mexico make me never want to go there (they just announce an intensive ramp check program).

Sorry I could not be more definitive. Others know a lot more about international flying than I do.

Mike C.

The MU2 is the cheapest way to fly 300 knots.

If money is not a limiting factor, the 501 is a better choice. Safer, easier to fly, more comfortable. Not a fantastic performer in speed and range, but good enough. Certified single pilot and under 12,500 lbs have advantages.

My V is really pretty close to the 501 in terms of cost per mile, but being over 12,500 lbs and being a 2 pilot airplane have to be dealt with for international flying.


There's that, but you also have more issues with RVSM LOA and other stuff when you fly internationally.

The one time I wanted to go to Canada, I landed in the USA and drove in. The time that cost was less than getting all the international stuff figured out, and it was substantially less costly.

Mike C.

Thanks for the response Mike. MU2 is next on my list but the 501 and V are interesting options. I fly to Mexico in my Baron a fair bit. Last time I was there I had a big ramp check in MMLT and didn’t have original copies of documents I knew I was supposed to have (we had just moved house and I had no idea what box they were in). The government guy gave me a bit of crap but playing dumb worked in the end. Was my first ramp check going there and wouldn’t go there without all my docs in order again.[/quote]

Nicholas,

What paperwork were the folks at Loreto asking for? I"m there a lot and never have been asked for much.

All correct, except that the applicant can do it through IACRA (yes, a non instructor can endorse via IACRA) and a DPE can sign off on it. No need to go to a FSDO.

Robert

[quote
The details are in one of these threads but you don't need a DPE. Someone who holds a full type rating can sign off the SIC type rating in IACRA.[/quote]

Still need a DPE or Fed to approve the paperwork.

Thanks for the response Mike. MU2 is next on my list but the 501 and V are interesting options. I fly to Mexico in my Baron a fair bit. Last time I was there I had a big ramp check in MMLT and didn’t have original copies of documents I knew I was supposed to have (we had just moved house and I had no idea what box they were in). The government guy gave me a bit of crap but playing dumb worked in the end. Was my first ramp check going there and wouldn’t go there without all my docs in order again.

Yes.

To be fair, that would get you violated in an FAA ramp check too. All the documents you list, other than insurance of course, are required to be the original hard copies.

Anyone with a type can sign off a 61.55. That signature in the logbook is good enough for domestic flights.

However, the pilot who signed the 61.55 would need to sign the SIC applicant’s IACRA and then a DPE or fed would have to authorize it for the actual SIC to be put on their certificate.

Robert

To be fair, that would get you violated in an FAA ramp check too. All the documents you list, other than insurance of course, are required to be the original hard copies.

To be fair, that would get you violated in an FAA ramp check too. All the documents you list, other than insurance of course, are required to be the original hard copies.

Anyone with a type can sign off a 61.55. That signature in the logbook is good enough for domestic flights.

However, the pilot who signed the 61.55 would need to sign the SIC applicant’s IACRA and then a DPE or fed would have to authorize it for the actual SIC to be put on their certificate.

Robert

Still need a DPE or Fed to approve the paperwork.[/quote]

It’s not a Fed or DPE to approve the application, but to process the application in IACRA and issue the temporary. A DPE needs Administrative Authorization on his/her CLOA to do it.

If you can get an FAA inspector to do it it is free. If a DPE does it you will pay.

I don’t know everything, but I do know about this.

Still need a DPE or Fed to approve the paperwork.

I thought the same… when you could buy a Phenom 100 for something close to the price of a Mustang! With the delta and higher mx cost… it’s more airplane in every way.