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[ transatlantic flight ]

In a Piper Cherokee 140 (PA-28) - July, 2019 I believe, my first really cool flight, as a licensed pilot, was from West Palm Beach (KLNA) Florida to Freeport, Grand Bahamas (MYGF), with my brother and father. At that time I had only about 60 or so hours, with a fresh VFR license. I think about a year or two later I flew, with my brother, again, to the Bimini Islands (MYBS). It was just a day trip, but it was still a memorable adventure. The longest trip I flew was with with my brother again, from KLNA Florida, to KVNY Van Nuys California and back. We are both pilots; for a week we were just flying all over the country and enjoying every minute of it. Still, I kept dreaming of flying to Europe, or just to fly around the Mediterranean Sea, around Europe and the north African coast. Finally, after two years of serious technical preparations I believe I am only a few months away from wheels up time. The information I had to find for this trip are scarce, scattered all over the internet and government agencies, or simply not available at all. What information I found though, generally was not designed for general aviation aircraft. This made me think that perhaps, if I could help other aspiring pilots with the information I compiled here - my experience will not be wasted. So, if I can make somebody else's flight preparation a lot easier than mine was, then I win. So, the purpose of this site is to give pilots the nuts and bolts, behind the scenes, information that is necessary for a successful north atlantic general aviation trip. There are a lot of information - but for such an long journey the details are enormous. This page attempts to organize the technical details how I do it, not how you should be doing it. All my gear, equipment, airplane are simple, and minimalist. Simple things don't often break, and if they do, they are easier to fix. I have no sponsors for this trip. So far, everything I bought or created was coming out of my savings. Whether someone will sponsor this information or not, I am still going on this trip and I am still going to make the information available to all. Although, I gladly accept contributions for a few gallons of fuel. Once in a while people ask me what is the scariest, most dangerous part of this flight is. The only thing I can think of is:

... the scariest part of this trip - is not doing it, and wishing for the rest of my life that I had done it - which is a danger I can not live with.

[ tracks ] The north atlantic aviation crossing is dividing into separate flight routes, called tracks. The tracks change twice a day, to my recollection, once for west bound traffic and once for east bound traffic. Those are mostly for airlines and other flights at very high altitudes. My Cherokee 140 cannot fly those altitudes or tracks, but I still call my route a "track" just becasuse I am still tracking a bearing/route. For general planning and an overview if the routes I used http://www.skyvector.com. Fantastic, awesome program, that not only calculates distances, but shows winds aloft, radar (for the US) and SIGMETS. north atlantic track

1G1 CYXU CYVO CYGW CYFB BGSF BGKK BIKF EKVG ENZV EDAZ LHBP LHNY An alternative crossing route I looked at, though I don't think I will fly it. azores track

1G1 KBGR CYYT LPFL LPAZ LPPS GMMT GMFF GEML LEMH LIRQ LHBP LHNY Picking the right track: I considered the Azores islands track but there are a few reasons I am not going to fly it: even though the weather reports are really good nowadays in 7 - 9 hours of flight time the weather can change and I would have no way of knowing about it

if the wind picks up I don't have the fuel range or it would be very close, eating into my fuel reserves

I don't have an HF radio - and don't want to buy one either - for now

the distance flown would be a lot longer than the atlantic track On the atlantic track I can land around every 4-5 hours. The point of the trip is ** fun ** not labor. So landing after 5 hours, refueling, bathroom break, relaxing and refocusing is a good idea. The discovery of a new place, people, culture and area is the essence of the journey. At Iqaluit (CYFB) is the northern boundary of the Gander oceanic area. In the Gander FIR (flight information region) an HF radio, to my knowledge is mandatory. North of Igaluit (CYFB) to Kangerlussuaq (BGSF) the flight passes through the Montreal and then the Sonderstrom FIR where a regular aviation VHF radio will work for position reports. In fact, starting this year - 2019, ADS-B traffic is now being received in that region too. Which bring me to the position reports. Either every hour or at fixed points, which ever comes first an airplane has to make a position report. The report is picked up by a "radio" similar to a Flight Service Station in the US or can be picked up by an airline flying above and relay the information to the radio. That is a really nice assurance, not to mention to be able to chat with the airlines especially about weather conditions ahead. Fuel management is a lot easier for shorter distances. Ferry tank may not even be necessary, but I still have a 25 gallon reserve for peace of mind. The winds are FIERCE up north. I visited Iceland in August 2017, and from one minute to the other the weather changed and the windspeed picked up. My airplane's performance at best is 114KTS TAS, fighting against a 25kts headwind would make a long trip a lot longer.

[ weather planning ] www.windy.com

+ wind speed at flight level

+ isobars

+ soundings

+ wind at altitude

+ temperature/dew point spread

+ low clouds

+ wind speed at flight level+ isobars+ soundings+ wind at altitude+ temperature/dew point spread+ low clouds www.aviationweather.gov/progchart

+ prognosys charts (USA only)

+ significant weather - global

+ prognosys charts (USA only)+ significant weather - global www.aviationweather.gov/metar

+ METAR - for any airport on the planet (that reports)

+ TAF - for airports that report it

+ satellite over global map

+ METAR - for any airport on the planet (that reports)+ TAF - for airports that report it+ satellite over global map www.weather.com

+ click on "Maps" menu - shows global radar images - gives at least some idea where the storms are + click on "Maps" menu - shows global radar images - gives at least some idea where the storms are https://rucsoundings.noaa.gov/

+ sounding information for a lot of airports. I have been watching the weather for the route for nearly two years now. I noticed, that especially the east coast of Greenland is notorius for severe turbulence and severe mountain waves. If heavy wind is expected - this can pose serious danger. As mentioned above, in Iceland, in the middle of summer, I experienced very heavy winds. Another interesting phenomena I noticed is that the ceiling was very low whenever we had clouds. Those ceilings easily qualify for low IFR weather. I have some weather related tips, and mental calculations descriptions on the tips page here.

[ regulation ] USA the aircraft needs to be registered with Customs and Border Protection (CBP)

the pilot needs the be registered too

annual validation, and user fee decal (sticker), is mandatory for all US aircraft leaving/entering the country. Request them at DTOPS

an eAPIS needs to be filed no later than 2 hours before leaving the coutry - this is a passenger manifest, and mandatory even if there is only the pilot on board

the eAPIS also needs to be file abroad, before entering the US

obvious, but I still put it in here, first landing in Canada and USA needs to be at an airport of entry (AOE)

ICAO flight plan needed to be filed for leaving/entering the US and Canada USA Canada requires pilots that fly over open water beyond the gliding distance of the airplane to before entering Canada, a US pilot must call the Canadian customs and have an appointment at which time the plane is going to land at CANPASS by phone (888) 226-7277 or (204) 983-3500

need to have a number from the canadians that they give out when the call is made. This number has to be given to customes when landing

fly suited up in a protective immersion suit. I purchased this immersion suite from amazon.com for $290, by searching for "immersion suit".

Canada also requires to have survival food of 2000 calories for each passenger - though I am not sure for how many days.

A life raft is mandatory in Canada, Greendland and perhaps other places too, plus it is a good idea. The raft, that is approved, has to have a roof, and has survival provisions for each occupant. I think I would like to rent one from somewhere, because they are prohibitively expensive for a private pilot: about $3000.

Although for US pilots for years now, it has not been an iaviation_tipsssue, Canada requires a radio operator license on board the aircraft. I believe I paid the FCC about $150 for this about a year or so ago.

ICAO flight plan is needed to enter/leave Canada

a flight longer than 50 kilometers, a VFR flight plan needs to be filed Eurocontrol won't allow VFR flight above 5000'

all IFR flights are GPS based flights

Also, even though you are flying within the European Union and under Eurocontrol, crossing borders requires an active flight plan. Flight plan submission can happen through multiple programs: Garmin Pilot or Rocket Route, as an example Greenland requires you have to pick an alternate airport for an IFR trip then you have to have enough fuel to destination, then alternate then one more hour of fuel, plus the required IFR 45 minutes reserves. That is a lot of fuel for a small airplane. Best strategy is to take a long vacation and wait out the weather for a VFR weaather on destination. On the east coast, there is only one airport: BGKK, Kulusuk, and it is 384 nm from BGSF Kangerlussuaq on the west coast, so the only viable alternate is returning to the departure point - or if that weather is bad, to another airport, which may be another hundred mile away. Considering the enormous distances, I find this regulation very reasonable. Although you can't beat flying IFR in VFR weather all the way. Good to remember that if the destination is forecasted VFR, then there is no need to pick an IFR alternate.

[ flight planning ] What I am used to, in the USA, is opening a website (DUATS the old days) and now www.1800wxbrief.com (Leidos) and enter the relevant flight information - then with a click of a button I get a route returned. If I like it, I can submit it instantly. That is not the case with Eurocontrol for european general aviation flight planning. I corresponded with Eurocontrol about 20+ different times about flight planning. At the end of the day, what it comes down to is that only corporations can have access to route information - which they kindly evaluate first, then, if they qualify your company to access the secured data, then $200 euros will get a deal. I am still not 100% convinced that this information is the auto generated route that I would like to have. Nevertheless, that was their response. I tried to convince them, that since after a free registration I can have access to all airports approach plates, SIDs / STARs, I already have half the necessary route information - so what is the big secret about the route itself ? I never got a reply for that question. In any case, pretty much all the information I found on the Eurocontrol website were regulatory and procedural information.

www.eurofpl.eu // have to register here, but it is free



Europe - SIDs/STARs, approach plates





other downloadable plates / charts

Marocco siamaroc.onda.ma/eAIP/GEN/index.htm Greenland / Denmark aim.naviair.dk Iceland eaip.samgongustofa.is Canada navcanada.ca

Unlike the USA, all canadian controlled airports have a SID. Anyway. it is a worthwhile effort to look at the SIDs and STARs of the trip while you are in the comfort of your home or the hotel room.

www.eurofpl.eu // have to register here, but it is free www.ead.eurocontrol.int // have to register here separately then click on the "Prepare my Flight" menu item. There each airport can be added to a menu, and at the end it will bring up all appproach plates, SIDs, STARs in a pdf file format.Unlike the USA, all canadianairports have a SID. Anyway. it is a worthwhile effort to look at the SIDs and STARs of the trip while you are in the comfort of your home or the hotel room.

[ airport hours of operations ] BGSF hours of operations:

M-Sa 1100-2000Z,

O/T 9 hr PNR (with fee)



BGKK hours of operations:

S M-Sa 1000-1900Z;

W Tu-Sa 1100-2000Z



This is a very important logistical issue. after the airport closes - they open it only for a hefty fee - Greenland lists their airport fees on their aviation site

Sunday the airports are closed - though it is obvious looking at the hours above - I still have to mention it

flying between Iqualuit (CYFB) and Kangerlussuaq (BGSF), two time zones are crossed - so plan accordingly

crossing to Greenland, the arrival has to be timed so the airport is still open. Flying from Canada to Greenland is where we lose two hours It is probably worth staying at least a day+night in Greenland just because of the time difference so the trip is not rushed to Kulusuk, not to mention that it is a fantastic and beautiful place. I checked a lot of places with Google street view in the planning phase. BGSF hours of operations:M-Sa 1100-2000Z,O/T 9 hr PNR (with fee)BGKK hours of operations:S M-Sa 1000-1900Z;W Tu-Sa 1100-2000ZThis is a very important logistical issue.It is probably worth staying at least a day+night in Greenland just because of the time difference so the trip is not rushed to Kulusuk, not to mention that it is a fantastic and beautiful place. I checked a lot of places with Google street view in the planning phase. http://peter2000.co.uk/aviation/ifr-flying/index.html. A bit dated trans-atlantic flight information, but still a lot of good information

[ charts and data pricing ] ** This is information that I got from Jeppesen and Garmin in 2017

Mobile navigational data for tablets ----------------------------- ----------------------------- JEPPESEN CHARTS ----------------------------- ----------------------------- OPTION #1 ADDITIONAL COSTS TO PUT THE ABOVE CHARTS ON GARMIN 796 IN ADDITION TO A Eastern US.................$178 ONE TIME GARMIN DEVICE UNLOCK FEE Eastern Canada.............$128 Atlantic...................$211 Atlantic...................$15 Europe.....................$749 Europe.....................$50 Easter Europe..............$413 Eastern Europe.............$29 ------ ----- TOTAL.....................$1679 TOTAL......................$94 ----------------------------- ----------------------------- GARMIN CHARTS ----------------------------- ----------------------------- OPTION #0 Purchased almost entire Europe for Garmin Pilot iPad for $330 - july, 2018 OPTION #1 OPTION #2 USA.............................$150 EU VFR+IFR......................$679 North American bundle..........$200 Navigational Data Atlantic.......$49 EU bundle......................$299 Airport Directory WIrldwide..... $75 VFR map enhance EU..............$40 Flight Charts North America.....$125 Navigation Data Atlantic........$50 Flight Charts EU................$125 EU IFR+VFR.....................$680 ------ ------ TOTAL ..........................$1204 TOTAL.........................$1270

*** Neither Garmin, nor Jeppesen sells charts, plates for Android based tables - as of now - 2018-2019. That forced me to buy an iPad mini tablet. Well it works; however when it decides that it needs an update - NOTHING - can start that tablet until it is updated. I just hope Apple won't push down an upgrade while I am somwhere up north with very limited internet speed.



Eventually, I will take my iPad mini tablet and my Samsung Galaxy S9 phone for situational awareness. The iPad mini will be running two programs depending where I am: FltPlan Go for USA and Canada navigation. This is a good program, free, and the charts and plates are free for both countries.

for flying the rest of the trip, I have Garmin Pilot installed that will have the above Garmin data - VFR+IFR European charts and plates - I purchased them last year fro around $350.

interestingly Garmin Pilot has no Iceland or Greenland approach plates, SIDs, STARs - none with the Europe data I purchased. So, either I will have to download and print them from Iceland and fly it like we used to in the old days or I would have to dish out the $780 for Jeppesen charts, since the two most critical, and most likely low IFR locations, Greenland and Iceland, plates are missing. I corresponded, last year, with Iceland regarding their missing charts from Garmin pilot.

** This is information that I got from Jeppesen and Garmin in 2017*** Neither Garmin, nor Jeppesen sells charts, plates for Android based tables - as of now - 2018-2019. That forced me to buy an iPad mini tablet. Well it works; however when it decides that it needs an update - NOTHING - can start that tablet until it is updated. I just hope Apple won't push down an upgrade while I am somwhere up north with very limited internet speed.Eventually, I will take my iPad mini tablet and my Samsung Galaxy S9 phone for situational awareness. The iPad mini will be running two programs depending where I am: My Galaxy S9 phone has a program "Avia Maps", I think it was only a $10 one time purchase fee. The program is very good for situational awareness. Very typical european chart, predominantly looking like a road map, but I guess it has it's advantage too - for example, should you be driving around in Europe - the roads are on this chart. In any case, Andreas, the creator of this program is very responsive and created a very useful app by allowing you to download any charts, for the ENTIRE PLANET. The chart managing area looks like a huge mosaic transposed on the planet, so any area you need is just a tap away. For VFR - it is a very good program, as it has frequencies, runways, everything. March 1, 2019: just talked to Garmin regarding European IFR navigational data for my Garmin GNS 430W. Garmin does not sell any more dabases for the GNS430W other than the USA and Canada databases. So no worlwide or Europe charts, plates - nothing. Don't really understand why Garmin rebuilds old GNS 430 units to WAAS, if they no longer support it with their databases. Seems that the only option left for the GNS430W is Jeppesen. I talked to Jeppesen, in march 2019, and their price for entire Europe navigation data was $450.