Tue Sep 05, 2017 2:54 pm
#1556933
This August, I took my unmodified Piper Lance, N101DW back to its country of origin from its base in Cambridge.
The route was Cambridge - Wick - Reykjavik - Narsarsuaq - Goose Bay - Sept Iles - Bangor - Worcester Mass.
The Lance carries 94 useable USG of fuel and burns 13.3GPH on average at a TAS of 155 knots at my usual cruising level of between FL100 and FL120. For planning purposes, you can think of this as around 0630 to dry tanks or a range from take-off to dry tanks of around 930nm. All of this assumes no wind.
The longest legs on that route are the two Greenland legs and both are around 675nm. Whilst this is well within the aircraft's range, the issue is that having reached Greenland, if unable to land, alternates are few and far between. There is a point of no return, and you need to be absolutely on top of flight planning to make sure you don't pass it without reasonable certainty of landing.
Both the outbound and return flight are split over three flying days.
Outbound, Day 1 consists of Cambridge to Wick to Reykjavik. Day 2 is a big day, consisting of Reykjavik to Narsarsuaq to Goose Bay to Sept Illes. I prefer to continue down into Sept Iles because being in Quebec, the cuisine is rather better than Goose Bay. But it does make for a long day's flying, helped only because you are following the sun and crossing many advantageous time zones. Day 3 then consists of a run down to Bangor Maine to clear into the US, and then a short hop down to Worcester, our destination.
Back home, the route is the same, except that from Worcester, day 1 simply consists of getting to Goose Bay via Bangor. You need to make as much progress as possible on day 1 because on day 2 you the time zones work against you and even leaving Goose Bay early, you still arrive at Reykjavik well into the evening having stopped off at Narsarsuaq en route. Day 3 consists of the run back to Wick and then down to Cambridge and home.
All told the outbound flight clocked up 24:20 hours block to block. With the return assisted by gentle tailwinds coming in at 22:50. The longest day was the outbound day 2 in which I logged 11:55 block to block.
There is loads I could write about the flight, but rather than ramble, here are a few pictures to whet the appetite. I'd be happy to answer any questions either within the thread or via PMs
Departure from Cambridge. 2Donkeys, son and our passenger as far as Reykjavik Rob P
The stop off in Wick allowed not only for fuel, but the opportunity to pick up our rented survival suits from Far North Aviation.
The scenery on approach to Reykjavik is quite stunning
Few things can compare with the beauty of Greenland
Strange stablemates in Goose Bay
Clearing Customs in Bangor Maine
Mission Accomplished - Massachusetts
The route was Cambridge - Wick - Reykjavik - Narsarsuaq - Goose Bay - Sept Iles - Bangor - Worcester Mass.
The Lance carries 94 useable USG of fuel and burns 13.3GPH on average at a TAS of 155 knots at my usual cruising level of between FL100 and FL120. For planning purposes, you can think of this as around 0630 to dry tanks or a range from take-off to dry tanks of around 930nm. All of this assumes no wind.
The longest legs on that route are the two Greenland legs and both are around 675nm. Whilst this is well within the aircraft's range, the issue is that having reached Greenland, if unable to land, alternates are few and far between. There is a point of no return, and you need to be absolutely on top of flight planning to make sure you don't pass it without reasonable certainty of landing.
Both the outbound and return flight are split over three flying days.
Outbound, Day 1 consists of Cambridge to Wick to Reykjavik. Day 2 is a big day, consisting of Reykjavik to Narsarsuaq to Goose Bay to Sept Illes. I prefer to continue down into Sept Iles because being in Quebec, the cuisine is rather better than Goose Bay. But it does make for a long day's flying, helped only because you are following the sun and crossing many advantageous time zones. Day 3 then consists of a run down to Bangor Maine to clear into the US, and then a short hop down to Worcester, our destination.
Back home, the route is the same, except that from Worcester, day 1 simply consists of getting to Goose Bay via Bangor. You need to make as much progress as possible on day 1 because on day 2 you the time zones work against you and even leaving Goose Bay early, you still arrive at Reykjavik well into the evening having stopped off at Narsarsuaq en route. Day 3 consists of the run back to Wick and then down to Cambridge and home.
All told the outbound flight clocked up 24:20 hours block to block. With the return assisted by gentle tailwinds coming in at 22:50. The longest day was the outbound day 2 in which I logged 11:55 block to block.
There is loads I could write about the flight, but rather than ramble, here are a few pictures to whet the appetite. I'd be happy to answer any questions either within the thread or via PMs
Departure from Cambridge. 2Donkeys, son and our passenger as far as Reykjavik Rob P
The stop off in Wick allowed not only for fuel, but the opportunity to pick up our rented survival suits from Far North Aviation.
The scenery on approach to Reykjavik is quite stunning
Few things can compare with the beauty of Greenland
Strange stablemates in Goose Bay
Clearing Customs in Bangor Maine
Mission Accomplished - Massachusetts
Guernsey Based Piper Lance - N101DW