Axel_Flying

This guideline should answer some repeatedly asked questions on the Abaco Board regarding certain aspects when it comes to flying to and from The Bahamas. It will deal with:

Reservation process/tickets/confirmations

Personal data for manifest purposes

Weights (passenger/luggage/other)

Cargo

Hazardous Material

Rates and fees

Boarding locations (with/without TSA screening)

Transfers & connections at FLL/PBI etc.

Required documents

10.

Scheduled and non-scheduled air carriers

11.

Pre-clearing at Nassau and Freeport

Part 1: Reservation process

The objective of the reservation process is to

establish a line of communication between customer and air carrier

agree to a commitment of the air carrier to transport a passenger and his belongings from A to B at an agreed rate and an agreed date & time in compliance with all national and international regulations

obtain all the required information (see chapter 2) to perform this transport

agree upon the modalities of payment

advise the customer about options in case of delays & cancellations

obtain contact information (especially for contact in The Bahamas) in case of adjustments of the flight due to weather, emergencies, etc.

Part 2: Personal data for manifest purposes

Any air carrier, conducting commercial flights between Florida and The Bahamas (and elsewhere) is required to submit a passenger manifest by means of established electronic communications (the so-called APIS manifest) for both outbound and inbound legs. The timing of this submission is currently (as of October 4, 2005) up to 15 minutes before departure for outbound flights (19 CFR 122.75 b(2) and 15 minutes after departure from the foreign airport for inbound flights (19 CFR 122.49 a(2)(i)), more changes can be expected over the next few months.

Data required are (as they appear in the identifying document):

Last name

First name

Initial (if any)

Date of birth

Identifying document type (Passport/Birth certificate/ Alien registration card/other)

Number of passport/alien registration number

Nationality

Gender

Even as per the latest published rule, the home address of a US citizen or Legal Permanent Resident is not required to be entered into the upcoming new form of the passenger manifest. (However charter companies and airlines may still ask for it). For everybody else, the US contact address is required (it is a MUST), unless the passenger is in transit to another foreign destination within 8 hours of his arrival in the US.

Here is an extract from the cbp.gob website (http://cbp.gov/xp/cgov/travel/id_visa/apis_final_rule_reqs.xml) regarding the address in the USA issue:

“Address

CBP is required to collect address information by the Enhanced Border Security and Visa Entry Reform Act of 2002.

Address information, in the larger context of passenger information, is central to risk assessment and targeting.

Carriers should make every effort to ensure the address information they collect and submit to CBP via APIS, is identical to the U.S. destination address declared to CBP by the passenger upon application for entry (for I-94 purposes). Carriers should also make every effort to ensure the address submitted in the APIS manifest appears to be a valid address.

Below is clarification on what information should be included on the manifest for those passengers who are: (1) visiting the US; (2) joining a cruise ship; (3) picking up a rental car or; (4) those not knowing their address while in the United States:

Visiting the U.S., and the passenger has a known address.

Example:

Street Address: 1300 Pennsylvania Ave

City: Washington

State: D.C.

ZIP Code: 20229

Transit to a cruise ship: CBP will accept, “transit to Cruise Line and Vessel/Cruise Name” in the address field. The city of cruise embarkation should be included.

Example:

Street Address: Transit to MV Princess of the Seas

City: Miami

State: FL

ZIP Code: 99999

Rental car pickup: CBP will accept if the first night stay is NOT known, the general itinerary of the traveler. If for example the traveler will be touring, the general itinerary city, state and zip code (if known).

Example:

Street address: Touring the Grand Canyon

City: Grand Canyon

State: AZ

ZIP Code: 99999

Hotel: For those passengers who are destined to a hotel and do not know the street address for the hotel, CBP will accept, Hotel name (if known), City (of first night stay), State. ZIP Code should be provided if known.

Example:

Street Address: Downtown Hotel Hilton – (be as specific as possible)

City: Houston

State: Texas

ZIP Code: 99999

Currently US citizens are not required to present passports upon their return from The Bahamas. However there is a legal mandate to change this ( and a Proposed Rule has been made public)), so passports are the easiest and most accepted way of documenting a person. It is strongly recommended to have valid passports, although current US law permits the use of expired passports up to a certain time (currently 5 years).

The US Department of State and the Department of Homeland Security have recently proposed the "Western Hemisphere Travel Initiative" (which has not yet reached the implementation stage, but will within the next few months). U.S. Citizens and others will require a passport when returning by air or sea from the Bahamas beginning this December 31, 2006. Please check out the www.cbp.gov website for the "official" statement of implementation.

Current US passports have a machine-readable zone (for easy swiping at the US Ports of entry. Older US passports do not have this machine-readable zone, and data have to be entered manually by the US Immigration officer. As long as they are not expired (or even within 5 years after expiry, they will be accepted. Beginning this fall 2005 or later, the new US biometric passports will be issued (with a validity of 10 years). Overall, in order to avoid any problems or denial of boarding, it is STRONGLY recommended to have valid passports, as airlines and charter companies may set their own acceptance rules.

Another important aspect is the weight of the passenger as well as the weight of the luggage (see Part 3).

Part 3: Weights (passenger/luggage/other)

Aircraft are designed to carry a specific maximum amount of weight and a specific maximum number of passengers (plus pilot). When aircraft were designed in the fifties and sixties– which are being used in commerce between Florida and The Bahamas – the average weights of males and females were far lower than today’s actual average weights. Without going into scientific studies, my rule of thumb is the following:

ask the customer in a very polite way to indicate the body weight as good as possible

males weight about 200 lbs or more (yes there are quite a few who know how to keep in shape)

females weigh about 130-140 lbs (and I am fully aware of the lighter ones and far heavier ones, I have seen weights beyond 200 lbs).

as per the NTSB report on the Air Midwest Flight 5481 crash in January 2003 (in which 3 Abaconians perished), the FAA published new average weights for

- Average adult passenger 195.63 lbs (old 175 lbs)

- Average carry-on baggage weight 15.72 lbs (old 10 lbs)

- Average checked baggage weight 28.81 lbs (old 25 lbs)

Total per passenger 240.16 lbs (old 210 lbs)

Now take the ever-present workhorse of the smaller commuters and charter companies in South Florida, a Cessna 402B/C with up to 9 passenger seats installed, which has for simplicity's sake a net lift (which means weight of passengers plus luggage) of 1400 lbs (subject to the empty weight of the aircraft). Using the "old" average weights (210 lbs) you could put up to 6.6 passengers (the 0.6 could be translated into a kid's weight, so you would have 6 average adults plus 1 kid, total of 7 passengers) into this certificated 9-seater. The new average weights will results in a loading with 5.8 passengers (the 0.8 passengers could be translated into the weight of 2 kids, so you have again a total of 7 passengers).

Luggage weights can be far higher than the "average carry-on and checked luggage weight", and there are charter companies, who tell its prospective customers about weights, and do the weight & balance calculation with actual weights (and not with theoretical average weights).

BTW, Air Midwest 5481 was overloaded by about 600 lbs and the Center of Gravity was way aft and outside the envelope. Using approved FAA procedures (contested), the aircraft was on the calculated limits). Lesson from this accident (if not already applied by the smaller air carriers): USE ONLY ACTUAL WEIGHTS.

Luggage weight is very important, especially when it comes to some heavy-weight luggage and some over-sized items like fishing rods. Coolers, filled with provisions and ice, can become more than heavy and can take up quite some space, and it is all part of the weight & balance sheet, and then they still have to be loaded and stowed in the airplane in a safe way. Fishing rods can create a problem due to their length, so it would be wise to indicate, if these rods will fir into the airplane, or if they can be adjusted in length.

The correct placement of these weights (i.e., where do the heavy-weights sit, and where do the light-weights sit) plays a major role in the proper loading of an airplane.

Once all the weights are available, the dispatcher or pilot is able to make his weight & balance sheet and determine, if the aircraft is within limits. In case it is outside limits, then something has to give way, and then comes the discussion, who or what is going to be left behind, who or what of the left-behind reaches the final destination at what time/date, and who can be contacted for a follow-up on the status of the left-behind.

It is definitely not recommended to push pilot or airplane beyond the limits (the best known example is the Aaliyah crash in Marsh Harbour). The pilot is in command, and he has to make the proper decision, weighing all the factors. The chain of events leading to above mentioned crash started a long time before the actual accident. The crash - in the end – was the culmination of a long series of mistakes committed by quite a few people. This chain could have been interrupted by, e.g., the baggage handlers in MHH who saw and realized the situation, but the pilot let himself be pushed into a no-win situation, and everybody lost. The baggage handlers had a feeling for the situation, and they were not wrong. One US charter operator refused to take the information of the chartering party regarding weights, and did make a weighing himself, and found a more than significantly different and higher weight than originally claimed (basically double).

When asked about luggage weight, give the best possible estimate during the reservation process. A good air carrier (scheduled and non-scheduled) will weigh the luggage before the flight (as is required in its Operations Specification or Manual).

An airplane will lift off even when it is overweight. It just needs a longer runway. What happens if one of the engines quits during this critical phase of the flight or during cruise? It will come down. It needs a longer runway in summer because the air is thinner (in layman’s terms), and then it is supposed to lift more than it is certified for? What do you expect? What did you pay for? A flight with an unknown outcome or a safe arrival at your planned destination?

Part 4: Cargo

Cargo is basically everything that is not accompanied by the owner. Very specific rules apply to cargo, and US Customs (now Customs and Border Protection CBP) enforce these rules.

Practical example #1: A passenger flies from FLL to MHH, and has one suitcase of personal belongings and one cooler with provisions (food). The suitcase and the cooler is not considered cargo.

Practical example #2: The same passenger flies from FLL to MHH, but his suitcase and cooler do not make the flight (overweight), and follow on another aircraft at a different time. Suitcase and cooler is considered cargo (not accompanied by the owner), and a cargo manifest has to be submitted. The air carrier will do that.

Practical example #3: A passenger flies with his purchased goods (intended for resale and visibly not for his own private consumption) from FLL to MHH. The goods require a cargo manifest with all accompanying documents. The passenger should advise the air carrier well before departure, and submit the necessary documents (copies of invoices, sales slip or pro-forma invoice) to the air carrier well before departure, so that the air carrier can obtain the clearance form US Customs.

Returning cargo:

As of August 2004, rules have changed significantly, and US CBP/Us Customs require an advance electronic manifest for inbound cargo. Only US Customs certificated air carriers can do this. Exceptions are unaccompanied baggage (left behind due to operational reasons, where no advance electronic manifest is required)

Practical example #4: Left-behind luggage for a flight MHH-FLL is considered cargo, but falls under the exemption, and no manifest is required.

Practicval example #6: Somebody takes his defective outboard powerhead “under his arm” (do not forget that this is hazmat), and takes it on a flight MHH-FLL and declares it as his personal baggage. No problems.

Practical example #7: For one reason or another, the same guy asks his boatyard to ship it back to Florida with a friend of his. Either this friend declares it as his own property (no problem as such apart from a mis-declaration and mis-representation), or the air carrier has to make a cargo manifest, has to submit it in advance to US Customs (if they are certified to bring back cargo into the USA, they will get a transaction number to be presented as part of the cargo manifest), has to show a Dangerous Goods Declaration to US Customs (if they do their job properly), and hopefully it is cleared on the spot. If it is not cleared on the spot, then it has to go into a bonded area, a Customs entry has to be made, a Customs broker has to be engaged for clearance purposes, can become quite costly in the end.). This process is not recommended to be done by the smaller air carriers, leave that to vessel operators. Before August 2004, I had to deal a lot with bent props, and bringing them back for repairs. Try to get them repaired out in The Abacos, it is not worth the hassle, or bring them back as accompanied luggage, and claim them in person.

Practical Example 7a: A traveler presents himself for inspection with one piece of luggage, and a cooler which are not his own. Basically it is considered "cargo", and the airline/pilot in command is accountable for it, unless that individual person assumes responsibility for it (by declaring this "cargo" on their own baggage declaration), and will pay duty/tax on all goods found within, and assume any civil and/or criminal liability for any prohibited items found within. If that passenger refuses to claim these two items (as his personal effects, which in itself is a misdeclaration)- then the Pilot in Command assumes responsibility for "3rd party luggage" -aka: cargo. It would be a very wise move of the pilot to make sure before the departure from The Bahamas, that these 2 items do not fall under the category of cargo. In case the pilot claims, that these two items are left-behind unaccompanied luggage for Person B (not being on this flight, but on a prior flight and left behind for reasons of aircraft limitations), then US Customs has the following options:

inspect these two items and determine, if they can be released to the pilot or not

have them shipped in bond to a bonded warehouse, and ask the owner to come and get his stuff and pay for all the proceedings. This can lead to an unpleasant and tricky situation,and I would not go there.

Another aspect of cargo going out to the islands is value, and if it can be exported at all. Only a cargo specialist will be able to give the proper answer. Rule of thumb: What ever is above a value of USD 2.500, ask the specialist on what needs to be done.

For example. Do not try to export night vision goggles out to The Bahamas. Restriction and licenses might apply.

Part 5: Hazardous Material

(Click here for an excellent summary of the regs governing hazardous material)

An innocuous questions “Can I take this golf cart battery along on my charter flight?”.. Another one is: “Can I take some air bags with me for my car in The Bahamas. The old ones are gone.”

A third example: “I have a bottle of LPG for my barbecue. Can I take it along?”

A lot of items which you buy in a retail shop are Hazardous Material. Read the label.

Under normal circumstances, they are not packed nor fit for air transportation.

Many of the smaller scheduled and non-scheduled air carriers are not certificated to carry Hazardous Material in their passenger aircraft. There are however a few HazMat certified air carriers operating in this area. It will take some telephone calls to find out who can carry HazMat and who cannot carry HazMat. Regrettably the level of training is not always up to standards, so do not be surprised, if the voice at the other end will say “I will have to inquire if we can do that”. If they can do that, than the customer has to submit these goods in a form fit for air cargo transportation, including packing, labeling and documentation. And who knows the sometimes very complicated regulations of international air cargo? Only trained personnel.

However not all hope is lost for the ladies. Their beauty cases can contain up to 70 fl. Oz of substances like hairspray aerosol, nail polish, perfume and similar flammable items, and it does not have to be marked, labeled, packed and documented. The only barrier might be the TSA screening process, wherever TSA is doing a screening. Passenger on the smaller charter aircraft are normally not subjected to this screening process, as TSA is not doing this function at the various FBO’s on Florida’s East cost.

It is very important, that during the reservation process, both sides establish, what kind of goods will go into this passenger aircraft, as national and international rules and regulations apply. Rules and regulations within the United States of America are not the same when it comes to flying these dangerous goods over to The Bahamas, as a different set of rules and regulations will apply. It will even come to a situation like this: A supplier will deliver some “consumer commodities” to the airline, and will ask the airline to fly them over to The Bahamas. The goods are packed in accordance with US regulations for Ground transportation, but not for air transportation. Provided the airline personnel has received sufficient training they will refuse this material, as it has not been offered in accordance with international regulations, of which the US vendor may not have been informed, and has no need to comply with, as the vendor is shipping to a US address.

The basic “classic” Dangerous Goods (Hazardous Materials) are

fireworks (class 1)

flammable gas (aerosols such as WD-40, LPG bottle filled with LPG) (class 2.1)

non-flammable gas (class 2.2)

flammable liquid (lighter fuel, starter fluid, paint, paint thinner etc.) (class 3)

flammable solids (charcoal for barbeque is a definite NO GO under any circumstance, adhesives)

oxidizing (pool chlorine) (class 5)

poisonous (insecticides, herbicides in dry, liquid and gaseous forms, weed killer) (class 6 and/or class 2.3))

corrosive items (batteries filled with acid, liquid bleach, “Draino”) (class 8)

matches, lighters, paint, stains, adhesives, camp stoves.

another emerging threat are (spare or extra) lithium batteries (http://www.unzco.com/IndustryNews/hm224e.pdf)

There are many, many more items which are considered Dangerous Goods. TSA has published a fairly good list of what should not go on a passenger aircraft, but in case a passenger is not sure on can it go or not, ask a Hazardous Materials Specialist. A list of “Hidden Shipment Indicators” is attached at the end of this article.

In another link (see further down) you will be able to see which hazardous material can be flown by a “will-not-carry” operator. Whatever is not mentioned or depicted in this 9-page pamphlet cannot go on an airplane (http://ash.faa.gov/docs/HAZMATByPassenger.pdf).

Part 6: Rates and fees

Every air carrier sets its own rates, for both one-way or return trips (individual tickets or charter), subject to the authority that has been accorded by the US Department of Transportation . What should clearly be established during the reservation process, is what is included and what is not included in the offer.

In order to compare the final rate, you should know what kind of fees, surcharges, taxes are to be paid on top of the ticket or charter rate. This will allow you to compare the rates of the different companies. It comes down to:

cost of ticket/charter plus

added fees/surcharges, taxes

equals total price of transportation.

Do not forget to include the Bahamas Departure Tax (to be paid in cash).

Example: You find an attractive offer from a charter company based in Palm Beach for a flight from FLL Jet Center to MHH. This offer becomes less interesting, once you hear about the added fees which the company has to pay at the Fixed Base Operators (FBO’s) in FLL and charges back to you. Another charter company – based in FXE – makes you a slightly higher offer to fly from FXE to MHH, but does not charge the exorbitant FLL fees.

Fees:

We have:

No US Departure fees when using a charter aircraft with a max. take-off weight of 6000 lbs (Piper Aztec, AeroCommander 500)

Current (as of January 1, 2006) US Departure fees of (currently) USD 14.50 per passenger (International air Travel Facility Fee, and this one goes to the IRS) for aircraft with a max. take-off weight of > 6000 lbs (Islander, Navajo, Chieftain, Cessna 402, Cessna C208B Caravan etc.)

US Arrival fees of USD 12.00 per passenger for aircraft with max. take-off weight of 6000 lbs (USD 7.00 goes to INS, USD 5.00 goes to USDA)

US Arrival fees of USD 26.50 per passenger for aircraft with more than 6000 lbs take-off weight (of which USD 14.50 is for IRS, USD 7.00 is for INS and 5.00 is for USDA).

In an effort to recover some of the manifest transmission costs, charter companies may charge a varying amount for this effort (The new eAPIS program requires more information from outbound and inbound passengers, and changes to the passenger manifest could result in additional delays in the departure of the aircraft).

Landing/Ramp/parking fees in the USA and The Bahamas: variable from airport to airport and in function of type of aircraft

Overtime fees in The Bahamas : Not always the same amount.

Bahamas Departure Tax: The only fixed thing which you have to pay when leaving The Bahamas. It is $15 in cash (either Bahamas or US currency)

Fuel surcharges: vary from air carrier to air carrier

Part 7: Boarding locations (with & without TSA screening)

Miami International Main Terminal (TSA yes)

Miami Internation Signature charter terminal (no TSA screening)

Tamiami (no TSA screening)

Opa Locka (no TSA screening)

Ft. Lauderdale International Main Terminal (TSA screening)

Ft. Lauderdale International Jet Center (no TSA screening)

Ft. Lauderdale Executive (no TSA screening)

Palm Beach International Main Terminal (TSA screening)

Palm Beach International various FBO’s (no TSA screening)

Ft. Pierce (no TSA screening for charter companies)

As of January 1, 2006, The Bahamas have implemented screening procedures (similar to the ones in the USA) for all air travelers (private and commercial) flying to the USA in compliance with ICAO security requirements.

Part 8: Transfer and connections at FLL and PBI

During the reservation process, the customer should be informed from where exactly the plane will leave, and where it will arrive on the way back..

In Ft. Lauderdale International you have the Terminal 4, from where most of the smaller scheduled air carriers will leave, and you have the Jet Center on the West side of the airfield (requires a shuttle or taxi from the main terminal to the Jet Center). Clearing of US Customs is either in Terminal 4 or in the Jet Center building

In Palm Beach International, you have the Main Terminal on the North side of the airfield, and the various FBO’s on the South side of the airfield (Galaxy, Signature, Jet Aviation, etc.). Clearing US Customs is either in the Main Terminal or in the US Customs general Aviation building (all charters) on the South side. There are no scheduled shuttles between the Main Terminal and US Customs on the South side.

Several Abacoboard members mentioned a very important aspect about missed connections and who pays when for what. Under normal conditions, flights leave and arrive on time, and passengers will make their connections. However, situations arise where the charter company, for one reason or the other, has to deviate from the plan (not always entirely their fault), and the passengers will not be able to make their planned connections with one of the majors/loco carriers (especially if insufficient time was foreseen). As long as the charter company has fulfilled its contractual obligation of flying the passenger from B to A (or A to B), then the charter company is not obliged to pay for any charges incurred due to a missed connection.

In the case of a scheduled commuter with no link/tie-up to a major carrier (or loco carrier), then the smaller air carrier will not assume any obligation due to missed connections. They may assist you with helpful information, or may go even beyond their contractual obligation (depends on the people on the ground, I have heard some very encouraging stories)

In the case of scheduled commuters, having a link/tie-up with a major air carrier, the situation is very different, and the first air carrier is obliged to meet standard demands (like rerouting, accommodation, ground transportation etc.) of the passenger. This is the big advantage of carriers like Continental Express, carriers linked to US Air, American Eagle etc. Another advantage is, that the smaller commuter carriers are flying out of locations / departure gates within the main terminal area (FLL/PBI).

Smaller charter carriers have boarding facilities in a different location of the airport or even at another close-by airfield. The question of shuttle availability arises. This should be settled with the smaller air carrier in order to make a smooth transfer.

Part 9: Required documents

US citizens: currently US citizens are allowed to return to the United States without any documents by verbally claiming that they are US citizens. This will results in some delays until the veracity of this claim is verified.A common practice is the presentation of a US birth certificate and a US Driver’s license. This will also result in some delays, and is still considered legal.

The US Government is in the process of implementing a passport requirement as part of the “Western Hemisphere Travel Initiative”. The plan is that all US citizens returning from a.o. The Bahamas, must present a passport as of December 31, 2005.

Note: This has been amended to December 31, 2006.

A naturalized US citizen with a foreign birth certificate will face problems with this set of documents, especially when the birth certificate is written in a non-English language. This traveler should have at least his certificate of naturalization and a US Driver’s license. The best kind of documents in any case is a US passport.

US Legal Permanent Residents (LPR’s): The “green Card” must be presented upon entry into the USA. The Green Card cannot be expired. It is always good to have a passport on you, especially the one, where the stamp with the “adjustment of Status” is in.

US Legal Permanent Residents (LPR’s): passport and the “green Card” must be presented upon entry into the USA. The Green Card cannot be expired.

Non-US citizens: ask the airline or ask a US CBP officer at a port of entry. Airline personnel may not always have the latest information. I have encountered some real strange situations, and airlines may not accept a non-US citizen, unless he can present a passport and a valid visa.

Tourists from Visa-Waiver countries (I-94W visa): these are travelers, who have arrived in the USA on a flight from a signatory country on a signatory airline, and who have left for The Bahamas for a stay of less than 90 days with a stamp in their passport “good for multiple entries”. This request for multiple entries should be stated upon the initial entry into the United States. Sometimes only single-entries are accorded. These travelers can come back on a non-signatory on-demand air carrier from The Bahamas within the 90 days accorded to them by the CBP officer. Once the 90 days are gone, this tourists needs a visa from the US Embassy in Nassau for re-entry into the USA (even when it is just for a 2 hour transit to catch his plane back to Europe or elsewhere), as his 90 day I-94 W has expired. In case a tourist has an expired I-94W visa, then the only way to get back into the USA (in order to catch his/her flight to Europe, is to use one of the signatory airlines out of Freeport or Nassau, and reclaim a visa waiver (I-94W) upon arrival in the USA. A non-signatory scheduled or non-scheduled air carrier cannot be used for this purpose. In case of non-availability of the proper documents, and the airline has flown this traveler to the United States, this traveler can be denied entry, the airline has to fly him/her back, and the airline gets a “love letter” with a request for a contribution to the Government coffers of at least USD 5.000. This can become very expensive, and not every CBP officer is inclined to pardon this traveler and grant an emergency entry.

Part 10: Scheduled and non-scheduled air carriers.

Let’s make it simple. Most of the smaller air carriers in South Florida are of the non-scheduled type. They are authorized to publish a schedule for a limited amount of flights to a given destination, and individual seats can be sold on these flights. Mostly they do flights on a charter basis at times when the customer wants to go.

Scheduled air carriers are companies who do publish a schedule to a given destination with no limitations on the frequency to this destination. Scheduled air carriers are authorized to sell seats on an individual basis.

Part 11: Pre-clearance at Nassau and Freeport

Pre-clearance means, that a traveler is being inspected at a facility operated by CBP in the Bahamas, and granted entry into the United States. These facilities exist at Nassau International Airport and Freeport International Airport, and are meant to be used only by scheduled air carriers. Non-scheduled air carriers – under normal circumstances – cannot use them, unless they give an advance notice of 30 days. Once the travelers are pre-cleared they could fly to any airport in the USA, it does not have to be a Port of Entry.

Practical example: Continental Express (a scheduled airline) flies from FPO to FLL. All the passengers went through the pre-clearance in FPO, and this aircraft does not have to pull up at the international terminal (terminal 4), but can be parked at one of the domestic terminals.

Practical example: A charter aircraft from Nassau, flying to FLL, is not pre-cleared in Nassau (remember the 30 days notice), and has to go to the Jet Center, where US Customs has a General Aviation facility. All passengers and crew have to pass through this facility. The Jet Center is charging a Facility Fee of USD 2.50 per person on board the aircraft, which includes the pilot.

Part 12: The next chapters will be on aircraft types and performance data, especially how much load can be carried

Enclosure A :

HIDDEN SHIPMENT INDICATORS

Cargo and baggage offered to an air carrier under a general description may have hazards that are not apparent. The Hazardous Materials Table in 49 CFR Part 172 is not complete and shippers and passengers may not be aware of this. Some of these consignments have caused incidents that could have seriously endangered the safety of the aircraft and/or its passengers.

Air Carrier personnel should be alert to these possible hazards. Items found containing a hazardous material need to be shipped in accordance with the 49 CFR/ICAO Technical Instructions.

Aircraft Parts/COMAT: May indicate the presence of chemical oxygen generators, flammable liquids/solids, corrosives, compressed gases, radioactive materials in aircraft parts and accessories, or general company materials.

Automobile Parts (car, motor, motorcycle): May contain cellulose paints, wet batteries, shocks/struts with nitrogen, air bag inflators/air bag modules, etc.

Breathing Apparatus/SCUBA: May indicate compressed air or oxygen cylinders

Bull (or other animal) Semen: May involve use of refrigerant (e.g., Liquid Nitrogen)

Camping Equipment: May contain flammable liquids, gas or solids

Chemicals: Often found to be hazardous

Consolidated consignments: May contain any of the defined classes of dangerous goods

Cryogenic (Liquid): Indicates low temperature, low pressure, or non- pressurized gas such as Argon, Helium, Neon, and Nitrogen

Consolidated consignments: May contain any of the defined classes of dangerous goods

Construction material / supplies: May contain various kinds of dangerous goods such as explosives (cartridges for power tools), aerosols, adhesives, paint, paint related material, torches, compressed gases, corrosive cleaning material, sealants, solvents etc.

Cylinders: May indicate compressed gas

Dental Apparatus: May contain hazardous chemicals such as resins or solvents

Diagnostic specimens: May contain infectious substances

Diving equipment: May contain cylinders of compressed air, high intensity dive lamps which generate extremely high heat when operated in air. In order to be carried safely, the bulb or battery must be disconnected

Drilling and mining equipment: May contain explosive(s)and/or other dangerous goods

Dry shipper: May contain free liquid nitrogen

Electrical Equipment: May contain magnetized materials or mercury in switch gear and electron tubes

Electrically powered: May contain wet batteries apparatus (wheelchairs, lawn mowers, golf carts, etc.)

Expeditionary equipment: May contain explosives (flares), flammable liquids (gasoline), flammable gas (propane, camping gas) or other dangerous goods

Film crew or media equipment: May contain explosive pyrotechnic devices, generators incorporating internal combustion engines, wet batteries, fuel, heat producing items, etc.

Frozen embryos: May contain refrigerated liquefied gas or Carbon dioxide, solid (dry ice)

Frozen Fruit, vegetables: May be packed in Dry Ice (Solid Carbon Dioxide)

Fuels: May contain flammable liquids, flammable solids or flammable gas

Fuel control units: May contain flammable liquids

Household Goods: May contain hazardous materials such as paint, aerosols, bleaching powder, etc.

Insect and pest control material: May contain poisonous dangerous goods

Instruments: May conceal barometers, manometers, mercury switches, rectifier tubes, thermometers containing mercury

Laboratory/Testing: May contain various hazardous chemicals

Machinery Parts: May include hazardous chemicals (adhesives, paints, sealants, solvents, etc.)

Magnets and other items of similar material: May individually or collectively meet the definition of magnetized material

Marine parts / supplies: May contain various hazardous materials such as batteries, paint, paint thinner, engines, engine parts (carburetor), starter fluids, aerosols, adhesives

Medical Supplies/Equipment (Test Kits): May contain various hazardous chemicals, even low-radio-active medication

Metal construction material, metal fencing, metal piping: May contain ferro-magnetic material, which may be subject to special stowage requirements due to the possibility of affecting aircraft instruments

Parts of automobile (car, motorcycle): May contain wet batteries etc.

Passenger baggage: May contain items meeting the requirements of dangerous goods

Pharmaceuticals: May contain various hazardous chemicals

Photo Supplies: May contain various hazardous chemicals

Plant growth material: May contain fertilizer types subject to HazMat regulations

Promotional material: See “Passenger baggage”

Racing car or motorcycle team equipment: May contain engines, carburetors, fuel tanks which contain fuel or residual fuel, flammable aerosols, cylinders of compressed gas, nitromethane, other fuel additives or wet batteries

Refrigerators: May contain restricted gases or liquids

Repair Kits (or Spares or Spare Parts): May contain various hazardous materials (adhesives, solvents, cellulose paints, organic peroxides, etc.)

Samples for Testing: May contain various hazardous materials (including infectious substances)

Show, motion pictures, stage and special effects equipment: May contain flammable substances, explosives or other dangerous goods

Swimming Pool Supplies: May contain acid, chlorine

Switches in Electrical Equipment or Instruments: May contain mercury

Tear Gas Dispensers: Contains irritating material or pepper gas which is forbidden on passenger aircraft

Toys: May be made of celluloid or other flammable material

Tools: May contain power tools driven by engines, internal combustion flammable liquid powered

Tool Boxes: May contain flammable liquids, gases, adhesives, cleaners, corrosives, oxidizers, etc.

Torches: Micro torches and utility lighters may contain flammable gas and be equipped with an electronic starter. Larger torches may consist of a torch head (often with self-igniting switch), attached to a container or cylinder of flammable gas

Unaccompanied Passenger baggage / personal effects: May contain items meeting any of the criteria for dangerous goods

Vaccines: May be packed in Dry Ice (Solid Carbon Dioxide)

Welding equipment: May contain compressed gases (flammable or non-flammable) and torches

(This is a compilation from FAA/DOT documents as well as IATA documents plus some of my own observations. This list is not complete.)

Note 1: Articles which do not fall within the hazardous materials definitions of 49 CFR and which, in the event of leakage, may cause a serious cleanup problems or corrosion to aluminum on a long term basis must be checked by the shipper to at least ensure that the packaging is adequate to prevent leakage during transportation. These may include brine, powered or liquid dyes, pickled foodstuffs, etc. A classic example would be Coca Cola concentrate (highly acidic)

Note 2: Magnetized material, as defined in 49 CFR, with a gauss reading of more than 0.00525 is forbidden for air transportation and a package with a reading of 0.00525 or less is not regulated. The ICAO and IATA Regulations regulate magnetized material with a reading between 0.002 gauss and 0.00525 gauss, thus requiring a magnetized material label.

Note 3:

This list is not complete, as there are more hidden shipment indicators such as

Smaller pieces of luggage, but very heavy (might indicate batteries, wet, filled with acid or similar. Note Gel-cell batteries are not subject to HazMat regulations)

Culinary or camping supplies (charcoal, Sternos, compressed gas such as Butane, Propane)

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