if the wind picks up I don't have the fuel range or it would be very close, eating into my fuel reserves.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.Picking the right track: I considered the Azores islands track but there are a few reasons I am not going to fly it: Fantastic, awesome program, that not only calculates distances, but shows winds aloft, radar (for the US) and SIGMETS.ġG1 CYXU CYVO CYGW CYFB BGSF BGKK BIKF EKVG ENZV EDAZ LHBP LHNYĪn alternative crossing route I looked at, though I don't think I will fly it.ġG1 KBGR CYYT LPFL LPAZ LPPS GMMT GMFF GEML LEMH LIRQ LHBP LHNY 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.įor general planning and an overview if the routes I used. Those are mostly for airlines and other flights at very high altitudes. The tracks change twice a day, to my recollection, once for west bound traffic and once for east bound traffic. The north atlantic aviation crossing is dividing into separate flight routes, called tracks. 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. Once in a while people ask me what is the scariest, most dangerous part of this flight is. Although, I gladly accept contributions for a few gallons of fuel. 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. So far, everything I bought or created was coming out of my savings. Simple things don't often break, and if they do, they are easier to fix. All my gear, equipment, airplane are simple, and minimalist. This page attempts to organize the technical details how I do it, not how you should be doing it. There are a lot of information - but for such an long journey the details are enormous. 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. So, if I can make somebody else's flight preparation a lot easier than mine was, then I win. 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. What information I found though, generally was not designed for general aviation aircraft. 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. Finally, after two years of serious technical preparations I believe I am only a few months away from wheels up time. Still, I kept dreaming of flying to Europe, or just to fly around the Mediterranean Sea, around Europe and the north African coast. We are both pilots for a week we were just flying all over the country and enjoying every minute of it. The longest trip I flew was with with my brother again, from KLNA Florida, to KVNY Van Nuys California and back. It was just a day trip, but it was still a memorable adventure.

I think about a year or two later I flew, with my brother, again, to the Bimini Islands (MYBS). At that time I had only about 60 or so hours, with a fresh VFR license. 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. In a Piper Cherokee 140 (PA-28) - July, 2019

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