Are there any range limitation ?
Of course. There is a technical side to this question: all depends on the type of your aircraft and it's flexibility for modifications, such as ferry fuel tank installations, anti/de icing equipment installations, HF radio, 100LL availability en route and so on. There is also an administrative side to the question: over-fly permits, landing permits, and simple visa limitations.
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Good news are, where most companies fail, we succeed! if you have a challenging project, like flying over Russian airspace or Iran, etc, we can help by using regional pilots. In addition, we may need to modify your aircraft in order to extend its endurance thus solving the 100LL fuel availability problem at small GA airports in most developing countries.
Please review below our route difficulty rating:
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medium |
difficult |
very difficult |
not possible |
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Domestic flights inside contiguous Unites States
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During the summer time, flying within the US does not present any major problems. Most airport have 100LL fuel and are open 24/7 |
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During the winter months, flying within the US does not present any major problems. Most airport have 100LL fuel and are open 24/7. However, on the northern territories of the US some limitations may apply die to extreme weather and icing conditions. |
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US - to - Mexico or Canada
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During the summer time, we can fly from the United States to most remote airports in Canada. Most types of aircrafts are possible to fly there, even ultra-lights. |
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During the winter months, most routes to Mexico are ok. Some routes to Northern Canada may be problematic for light aircrafts due to extreme icing conditions and 100LL availability. |
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Trans-Atlantic routes
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During the summer time, we can fly from the United States to Labrador, Canada. Over-fly the Atlantic to Tasiilaq, Greenland, continue to Reykjavik, Iceland and end the crossing in Copenhagen, Denmark, thus taking advantage of the Danish tax breaks on imports. |
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During the winter months, crossing via Greenland and Iceland may be extremely uneconomical and simply dangerous. Hence, we can only ferry larger aircrafts certified for flight into known icing conditions. Despite this, we can still make no guarantees. A lot of inner Arctic circle airports run out of fuel and close due to weather without much warning. Please bare these factors in mind when calculating your ferry budget. Expect delays and fuel availability problems. |
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Some aircrafts with a minimum range of 1,500 miles (such as King Air 350) could be ferried via St Pierre (FSP) airport to Corvo (LPCR) and Nordella (PDL) Azores airport and then to Funchal Madeira airport (FNC), proceeding further on either North Africa or Portugal, depending on the final destination. |
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Trans-Pacific routes.
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Most airplanes could be ferried via Alaska and Russia. This route involves tedious prep of paperwork and only the preparation part may take up to 2 months. Flying via Russian airspace is extremely problematic and only local aviator can do this with the least amount of problems. Fortunately, we have local pilots who speak Russian and hold FAVT ATP license. Still, expect delays and fuel availability problems. |
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Some long-range jets could be ferried via Hawaii. It is the most efficient and economical route, since Hawaii is a part of the US and works under the FAA |
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North - to - South American routes.
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These routes could be flown all year around and do not present major logistical problems. |
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We must take additional care in preparation of all the required paperwork, since a lot of South American countries, such as Colombia and Venezuela and Panama may have various anti-drugtrafficing policies, subjecting most light aircraft to searches and potentially delaying our transit. |
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US - to - Caribbean islands.
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Routes from the US to Bahamas, BVI and Bermudas are fairly simply |
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We have pilots working for "Fly BVI" that undertake this sectors all the time and will be happy to ferry your aircraft via the safest route to the final destination |
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Middle Easter routes
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Transition is possible either via EU or Azores, depending on the type and range of your aircraft |
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Some middle-eastern counties, like Iran, are restricted for the US-registered aircrafts, so only EU or other ICAO registrations may land there. Same goes to US-citizens. Fortunately, we have a lot of EU and Russian passport holders, that have no restrictions landing there. Still, expect delays and fuel availability problems. |
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Asian / far Eastern routes
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Transition is possible either via trans-Atlantic or trans-Pacific routes. Since most far-eastern counties are located almost on the opposite side of the planet from the US, these route are most time-consuming and may require a significant investment. In addition, a lot of routes are riddle with bureaucracy and over-fly restrictions (especially mainland China, Indonesia, Malaysia, etc). However, we have a few of pilots on staff that hold local CAAC and DGCA license and can make this transition much easier. Still, expect delays and fuel availability problems. |
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