The Trans Atlantic Flying Expedition 10 days

This is our fourth intercontinental expedition from the UK to the United States via the Faroe Islands, Iceland, Greenland and Canada. From our meeting in Wick (north coast of Scotland), until our arrival in Montreal, we guarantee a fantastic experience. This is the trip all pilots should do once in their lives – but very, very few will.

By making the trip within envelope of our organisation we can reduce (if not remove) the stress and risk of this voyage. The idea is not to simply fly through, it is also to enjoy the beautiful and extremely remote stops on the way. We’ll be concentrating on enjoying the islands as we head towards Canada – and all of this with almost 24 hour daylight.

The journey to USA will be done together, those who want to fly further into the USA (New York, Oshkosh or even California) are encouraged to do so. The return is normally done with our remote support (by that stage, of course, you’ll know how it’s done!), but we can organise an accompanied group return as well

The Prepare2go team is made up of experienced, some ex-military, pilots (with previous trans-Atlantic flights completed). You’re in (extremely) good hands.

Prices

Registration price per aircraft (one or two persons aboard), services included 2.500 Euro 4.000 Euro Code of the trip

TAFE17

Fly with us, you will not be disappointed.

Approximate route

Itinerary

Day 1 Arrival in Wick (Scotland) – The preparations

We will meet this afternoon in Wick (EGPC). Full briefings will be given (and perhaps a couple of beers drunk) before our departure the next morning.

Wick to Vágar (Faeroe Islands) – Our first flight, to the mysterious Viking islands

Our trip starts with a simple and direct line flight of 235nm to the Faroe Islands, with spectacular approach to Vagar between cliffs and waterfalls! We have a hearty supper and go early to bed (you’ll be more tired than you expect!). Dependant on weather, we may go/continue directly to Egilstadir (below).

Vágar to Egilsstaðir (Iceland) – Land of Ice and Fire

Today’s distance is 270nm. When approaching our destination we are ‘welcomed’ by the snow-capped volcanoes that make this island so famous.

Egilsstaðir to Isafjordur – Over ice caps and past volcanoes

This day awaits us with a simple but beautiful ‘internal’ flight of 205nm to the fishing village of Isfjordur (that we have special permission to use).

Ísafjörður to Kulusuk (Greenland) – Greenland, brutally beautiful

We leave Iceland and fly to the Greenland coast. It takes us around 430nm to follow until we reach Kulusuk, a tiny island with amazing landscapes. If you want to, you can try floating in the 2C waters in your survival equipment – you may be surprised! We’ll also organise permission to fly over/to the abandoned WW2 base of Bluie East Two.

Kulusuk to Narsarsuaq – Past glaciers crashing to the ocean

Distance today: 350nm. This leg is arguably one of the most beautiful flights you’ll ever make. We will proceed along the eastern coast, full of Glaciers, high mountains and icebergs to the southern tip of Greenland

Narsarsuaq – No fly day, stepping back in history

From the Vikings to the Americans in WW2 – Greenland’s potted history.

Narsarsuaq to Sisimiut – Up the western coast, and into the arctic circle

We fly 430nm (via Nuuk for additional fuel) over thousands of tiny islands until we reach our destination. A small fishing village, Sisimiut is our departure point for Canada.

Sisimiut to Qikiqtarjuaq – Entering Canada’s barren north

270nm in total, with 180nm over water. Incredibly remote, the village is surrounded by spectacular mountains and fjords. We have to ask special permission to enter Canada via this short gravel strip. En route to ‘Qik’, keep a look out for the remote Cape Dyer Met station, whales and bears!

May 23 Qikiqtarjuaq to Iqaluit (Canada) – between mountains and seas

Today we fly to Iqaluit, the capital city of Nunavut (270nm). We will fly via the Auyuittuq National park and Mount Thor (featuring the Earth’s greatest single vertical drop of 4,101ft). On the route we will also overfly a C47 wreck on the tundra, waiting there since running out of fuel in 1975!

May 24 Iqaluit to Schefferville – No roads, no trains, the vastness of the Canadian North...

From Iqaluit we fly 406nm to Kuujuaq and then further on to Schefferville (240nm). We’re almost there…

May 25 Schefferville to Quebec – Suddenly back to the modern world

Welcome back to traffic lights and people! Quebec is a beautiful and fun city – a real surprise for the first-time visitor. With great food and wine, the Quebecois know how to have a good time. Just don’t worry too much if you don’t understand their spoken “French”, many French don’t.

May 26 Quebec to Bangor – welcome to Uncle Sam! We fly to Bangor, Maine after having arranged all the paperwork and formalities. Here our trip formally ends but we’re on hand to help you continue onwards, or return home again (immediately or later).

Note You want to continue deeper into Canada or the US? You would like to continue with our South American Safari (connects to this one)? Please contact us with any plans or dreams you may have, we can make it work.

Standard Operating Procedures

Daily

Early starts will be the order of the day (0700 breakfast) as we hope to have completed the average 6-7 hours of flying (and messing about at airports) by mid afternoon. We will enjoy 24 hours of light during some of the legs.

Accommodation will vary. We will be staying in relatively basic accommodation – as there is little else for most of our route. It will be organised and coordinated by us.

We will mostly be landing at main airports for fuel, with both JET A1 and 100LL available (in some cases this will have been brought in by boat or helicopter especially for us). Whilst we will make our best efforts to ensure fuel availability, there may be circumstances outside of our control, which means fuel not being immediately available. We will find a solution, but it may take a little time and involve an increased fuel cost.

Emergencies

We will travel as aircraft buddy pairs, maintaining radio contact (VHF 123.475) at all times. The buddy will be first call responsible for problem noting and solving. The fastest aircraft will, normally, depart last each time (with good procedures for collision avoidance).

In the case of a forced landing, the buddy will note location and remain above as long as fuel permits – also passing all information to local SAR by airborne means. Assuming a successful landing, communications can be established by Yellowbrick (obligatory in every aircraft, supplied by us at no charge), aircraft systems or handheld VHF (also an obligatory item).

Extra Passengers

We may need to carry members of the Prepare2go-team (perhaps 2 additional pax across the aircraft). To achieve this we reserve the right to place a passenger in your aircraft. Dependant on your aircraft limits this could result in your personal luggage travelling in another aircraft (to free up a seat) or taking luggage for another aircraft so that they can carry a passenger.

They are with us to make the trip go as smoothly and safely as possible, so this should not be seen in a negative light. All of the Prepare2go team are experienced, have good stories and don’t smell.

Please advise if you are not happy to help in this regard and we can explain exactly how it works (or if it is not required in your particular case).

Base Information

Our role

 We request all the permissions (aircraft and people) for all countries on the route: flight- permissions, airspace clearances, flight plans, landing (up to 2T GTOW) and overnight fees, immigration requirements (visas), police and customs.  All fees and charges for these items are paid by the PIC of the aircraft.  Whilst we will try to organise the availability of AVGAS the purchase of fuel is not included.  We will have a set of maps, IFR charts and airfield data for our route and planned airfields for the pre-flight briefings – you are expected to have up to date GPS navigation equipment.  You will receive a flight-pack with all information (GPS coordinates, flight profile data, airfield information, addresses, phone numbers etc.).  There will be an expedition leader from Prepare2go throughout the expedition. He is your point of contact for any questions at any time. He will also be giving the daily flight briefings.

Accommodation and food

 The price estimate of $200/day for two peoples applies to accommodation in twin-bed rooms. If you prefer single room accommodation (or indeed have any other requests/requirements) please contact us.  We will stay in good hotels if possible. Hotels at some locations may be of a lower standard.  You are responsible for paying your bills on check-out.

Miscellaneous

 Technical issues? We will help you to solve bigger problems with local workshops. Limited aircraft repairs and maintenance may be possible at the overnight fields, but it is preferable to have the aircraft checked completely before the trip, and any causes for concern attended to before departure. Maintenance costs are not included in the expedition registration.  US dollars in cash are the best form of payment for fuel. You should have good reserves in addition to your planned expenditure. Euros are also a popular hard currency.  You will find ATMs in Iceland and Canada.  Between the big cities supermarkets as we know them in Europe do not really exist, their stock is limited to the most basic items.

Insurance

 Every aircraft must have full civil responsibility insurance with specific coverage for all the countries to be crossed.  Every participant must have travel insurance with a repatriation service in case of accident or illness – the insurance company must have been informed about the full nature of the expedition.

Minimum Pilot requirements

 A combined total of 200 logged hours amongst the crew, preferably more.  Experience, and competence, in simple cruise manoeuvres in actual IMC (for transitioning between layers etc.).  An international ICAO licence, appropriate to the aircraft to be flown.  Experience in the type of aircraft to be used (if not with the actual aircraft).  You should have some long navigation experience to new, unfamiliar aerodromes.  Language skills: the pilot must be capable of communicating with ATC in English.  We recommend that each pilot has a fly-buddy (not necessarily a pilot), who can help out on the Expedition (sorting maps, programming GPS, taking photos etc.).  All legally required paperwork, documents, certificates and licences (originals).

Minimum equipment requirements

 Aircraft requires a zero wind range of 400nm, with additional 30 minute reserve (see note below)  Aviation GPS, with current database  All legally required registration paperwork, documents, certificates etc. (originals)  2L of water and cereal bars, nuts and dried fruits – an assortment of snacks for the longer flying days  Fuel containers sufficient for 2 hours cruise (for on-ground top-ups)  One handheld VHF airband transceiver  One sleeping bag per person, for emergency use only (not required normally)  One first aid kit  One handheld GPS (does not need to be aviation style)  One yellow hi-visibility vest per person  One manually-operated, gas-inflating, life vest per person  Mini toolkit  Sufficient oils etc. for 30 flying hours

Additional for the water crossing stages:

 Immersion suits (obligatory)  Life raft (obligatory)

Note

If you don’t wish to buy some of the above equipment, then it can of course be rented for the duration of the Safari. OR if your aircraft does not satisfy the range requirements, please contact us. Additional refuel points can be arranged for any of the flight legs (possibly at additional cost).