155mm

"Blue Spruce Routes", Thanks! I've done my share of HF radio work and position reporting but have never flown a small GA aircraft across the North Atlantic and was curious.

RI830

Believe it or not....this is from the FAA and is actually informative and helpful!!! (USMCFLYR...that's for you!!!)

Page 14 for Blue Spruce Routes
http://www.faa.gov/about/office_org/.../media/NAT.pdf

Looks like what you might do!!

RI830

One other piece of advice.
Get a SAFA Check folder prepared. This is an abroad version of an FAA ramp check.

Maybe someone here has a SAFA checklist.
A SAFA check can be 10 mins if your prepared or half a day if not.

NoSidNoStar

To the OP: That is a good advice, for once.
But for this and for anything else, if nobody in your outfit has previous experience, it is strongly recommendable you guys hired an experience contract pilot to do the crossing with your lead captain, and have him on retainer too during the planning phase. Crossing is really not such a big deal, if you have someone next to you that did it before, and you have other previous international experience.
At the very least on the way to Europe. A co-captain can be checked out on the way back. And hire some service company for planning and handling. Don't relay only on a public forum, this can save you a buck now, but could cost you more on the long run, especially in headaches.

RI830

On another side note, be prepared for the weather in Gander and St Johns.
There are a few places where the winds blow 30+ and 1/4sm +FG.
Those are two of them.
Sometimes KBOS is your best suitable alternate.

Lucky8888

I would certainly agree that if you haven't done this before, bring someone who has. There are a lot of little things that can bite you in the butt.

Perhaps these might help"

http://easa.europa.eu/system/files/d...sion%202.0.pdf

Here are some sample EASA checklists that may be helpful. In our aircraft, we carry a complete binder (and copies) that contains all of the information (tabbed accordingly) w/pictures where appropriate. We've never had any problems.

http://www.intl-pilot.com/dmdocuments/NBAASAFA.pdf

http://www.intl-pilot.com/dmdocuments/NBAASAFA.pdf

RI830

Another thing to think about when launching out for the tracks out of Gander or St. Johns. You are really close to the coast out fixes and you need to be able to make it to your altitude and on speed by your coast out point.
Both airports are good about working with you as needed.

treetop flyer

I'd start here:

www.scottipc.com

While NAT flying isn't rocket science, there are LOTS of ways to mess things up. A good, thorough Int'l Procedures Course is mandatory (in my opinion). Scott does a GREAT job.

I'm sure the Lear 45 is a very capable plane (I've never flown one) but it certainly wasn't designed with regular oceanic ops in mind. That being said, this trip is absolutely doable with proper planning. Do you normally use a flight planning service? Universal? ARINC Direct? If not, I'd get in touch with them and get the ball rolling. For your first trip, I'd use their services to the fullest extent. Their local agents can help secure parking, catering, etc.

Read and re-read every part of the Atlantic Orientation Chart. The back panels have TONS of good info.

Best of luck! Dublin is one of my favorite cities over there. Great people. And the Guinness ain't half bad

Treetop


Sent from my iPhone using Tapatalk

Astra SPx

He wont be flying the NAT tracks, not with the proposed routing or the likely flight levels of the Lear 45. It'll be a random route, and if times coincide, he will be likely above the tracks.

Read all the panels on the ATL charts, lots of useful information. Also download ICAO doc 4444.

I've done similar trips both ways in an Astra SPx. We hopped out of Houston to Stephensville or somewhere close by, gassed up then headed across. The benefit of joining oceanic from a little further inland is that you are level at your assigned FL prior to oceanic entry point.

BIRK in Iceland is a good fast turn if you need one coming home.

If you go Blue Spruce (Do you have 2 LRN's and HF?) it's a piece of cake. Just done it a few months ago westbound in a B200.

Much easier these days in my new type, CPDLC and direct range westbound.

This is mandatory reading: http://www.icao.int/EURNAT/EUR%20and...02014-2015.pdf

I'm assuming you have MNPS/RVSM approvals etc? Do both pilots have class 1 medicals? Required in some European countries (not Ireland or the UK)

I've had two SAFA checks now. They're pretty thorough. Make sure you carry a signed loadsheet even if you are paperless. If it is your intent to go on to France, make sure you can prove that the aircraft is not European based... The French like to send out VAT inspectors to check if EU VAT has been paid. Just prove to them that the Aircraft is US based, and they will be on their way. I'm Europe based. Let me know if I can help.

PerfInit

Also please ensure you have been issued the appropriate FAA LOA's for Part 91 Oceanic ops- NAT/MNPS, RVSM, MMEL as MEL etc. if you are not sure, check with your FSDO's POI. If he/she does not know, ask them to coordinate with their respective FAA Regional NEXTGEN (220)Branch. The 220 branch has Nav Specialists that can be of tremendous help.