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.

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.

www.windy.com
  + 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

www.aviationweather.gov/metar
  + 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

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.

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

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.

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
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.

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.

ICAO - North Atlantic Operations And Airspace Manual - V.2918-1. Very important document - every time I read it I find new info I missed before.
https://pilotweb.nas.faa.gov/common/nat.html
http://www.navcanada.ca/en/Pages/default.aspx
https://xpda.com/flyingtoeurope/

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.

http://peter2000.co.uk/aviation/ifr-flying/index.html. A bit dated trans-atlantic flight information, but still a lot of good information

** 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.

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.

N7017R is a PA-28 Piper Cherokee 140 with 160hp engine that was built in 1966. The engine is a Lycoming O-320 E2A, and currently has about 650 hrs SMOH (since major overhaul). The airframe has about 4500 hrs

The airplane has very limited, but adequate instumentation: a Garmin GNS 430 WAAS and and a King KX 155 radio with a localizer/glide slope indicator. My flaps are manual - which I love - since they will never blow a fuse. The airplane has no autopilot or wing leveler.

I have a small Raspberry Pi 3B computer in the airplane. I built years ago, running Stratux with the 978Mhz UAT and the 1090Mhz USB antennas. In addition I have a "Stratux GPYes" receiver attached to the Raspberry Pi. This mini-computer is powered from the power outlet of the airplane. The purpose of this set up is to provide ADS-B in and weather information / radar within the USA. I set my tablet and phone to airplane mode, turn WiFi on and then connect them to the Raspberry Pi - as it shows up as "stratux" under the available WiFi networks. It has been working great for youear now.

I purchased a Yaesu FTA750L Handheld VHF Transceiver with built in GPS. From Amazon it cost $370. This is part of my insurance and part of pre flight planning. I call it insurance, because if I have to make an emergency landing anywhere, I can still communicate with over flying airlines on 123.45 frequency or the 121.5 emergency frequency, and this radio has built in GPS, so I can relay my position. Second, in Europe you have to have clearance for engine start. I have no idea why, but they do require that. So, I don't want to wear down my battery before engine start with a lot of radio work (ATIS, clearances), and that is why I think it is a good idea to have such a radio on hand.

I also purchased an emergency flare gun with an extra pack from the boating supply section of Walmart. I don't think, you need explanation for this.

Although I planned all my trips to be 4 hours 30 minutes, give and take, I still purchased a 25 gallon collapsible fuel drum tank from https://www.turtlepac.com. Turtlepac was very easy to deal with, shipping took place promptly and I received my tanks in less than a week. I don't need a ferry tank, according to my calculations, but the weather is very unpredictable up north, therefore this tank will serve only for peace of mind. Also, should I have to divert, I don't have to calculate how much I have to swimm to my destination.

I also purchase an Ortlieb 22 liter dry bag from www.amazon.com for about $54. This is a bag that I will place next to me and will hold survival stuff, plus my hand held radio, phone, passport, etc.

My trip is planned for July, probably the hottest part of the year, yet I still have to fly north of the arctic circle to cross over to Greenland. So warm cloths are essentials. Not really necessary, but I don't want to carry a huge bag all the clothing, so I purchased a pack of vacuum storage bags with a hand pump from www.amazon.com. This greatly shrinks the size of my cloths. Not to mention that a plastic bag, and a pump is always an asset in a survival situation.

Ziplock bags are a great asset. Put in a few sheets of papre towel folded, and they hold moisture really well. A large mouth ice tea container is another good idea if a bio-break (#1) is inevitable. These type of containers are designed to hold liquid and they do it well.

Many small Canadian airports have limited infrastructure, so fuel pumps may not exist. In fact many places the pilot has to provide a pump to fuel the plane. So I bought a hand fuel pump kit from amazon.com for about $13. Come to think of it, I could have bought the same from a local boating supply store.

Not really equipment, but I mention it here anyway. I bought two Dragon Touch 4K Vision 3 action camera ($50/each on amazon.com) and a SmilePowo Gopro camera accessories. Even though these accessories are made for GoPro cameras, they work great with the Dragon Touch. The GoPro cameras are way too expensive for me with their $300+ price range. I hope I can have some videos too, although I have ZERO experience with video editing.

I purchased a 1/4" audio cable splitter from a guitar store. That is basically a headset headphone splitter. Then I purchased a 1/4" headphone jack from www.aircraftspruce.com. I had an old earphones with mic for an older smart phone, but these now can be purcased for $5 the cheapest. Anyway, I salvaged the TRRS male connector with a long line, tested out with a Volt/Ohm meter what wire goes where and built a line to my smartphone where I can video and record ATC and all intercom communications. The nuts and bolts of this came from here: https://www.rivetbangers.com/forums/viewtopic.php?t=4753

From amazon.com I also purchased a single sheet .3 neutral density lighting filter for about $9. A piece of this in front of your phone lens or camera lense, and it will filter out the ugly multiple prop blades that show up in your pictures.

*** Content on this page changes as I find out more informatin and correct and delete some

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