After nearly 4 weeks of incredible frustration and disappointment, we were resuming our trip. Thanks to the great help and encouragement of many friends around the world.
This was a much anticipated leg. The one that would put is on the “launching pad” of our first major oceanic crossing – The North Atlantic.
We said goodbye (again) to my brother and sister in law and departed from Toronto , Buttonville airport around 11:00am . The weather forecast was good all the way; we filed and flew at 9,000'. Just as forecast – it was a nice, smooth and enjoyable ride.
Just past Montreal we were cleared through Bagottville military air space. This is the base my son is posted at and it felt strange to overfly his post – although he is still on course near Winnipeg . None the less, we waggled our wings going over…….
Arriving into Goose Bay was efficient and friendly. Helpful ATC and tower staff got us down and parked at Woodward Aviation without any trouble. It felt super to be there and on the verge of the North Atlantic .
Good sign as we arrived in Goose Bay ……
We were guided to our parking spot beside a nice Cessna 340 twin which we had heard on approach minutes before us. The couple from the Cessna were unloading as we taxied into position. As both “crews” were unpacking and waiting for fuel, a natural conversation began and we admired each others airplanes etc. It turned out that the couple, Peter and Katrin, (remember no last names on the internet) were from Switzerland and had been on a 7 week flying holiday across Canada . They had been across the North; over to Alaska and Whitehorse just like we had done. They too were bound for Reykjavik the next day.
The folks at Woodward Aviation were wonderful. They arranged rooms and drove us over to the hotel – the Labrador Inn. Nothing fancy but fine for a nights sleep before the big day.
Peter, Katrin, Lec and I walked over to a fun little bar/restaurant for dinner. Trappers Cabin specializes in steaks. But you cook them yourself. When you make your reservation (Woodward's did that for us too) they ask what kind of steak you want and get it defrosted while you are on the way. Then while they get the side dishes prepared, you barbeque your steak off in the corner. It was fun……it also gave us a good chance to get to know our new friends from Switzerland .
It was then off to bed and a futile attempt to get a good nights sleep…..pretty exciting day.
We were up at 5:30 planning for departure at 8:00am . We had decided on a direct, non stop, flight to Iceland . This would test the planes performance, on a very long leg, plus the weather forecast for Greenland was not good so why stop there if we did not need to. Considering the 3 hour time difference, between Goose Bay and Reykjavik , and an 8 hour flight we would just get to Iceland at dinner time; so an early departure seemed like a good idea.
Peter and Katrin left the hotel even earlier than we did. Their 340 did not have quite the range of our Mooney and they needed a fuel stop in Greenland .
As Lec and I arrived to begin loading “Nang Fah”, we waved goodbye to our new friends as they taxied out to runway 34 for departure Goose Bay . However, as we watched them take off we notice a fog bank rolling toward the airport from the coast. We needed to get going soon; before that fog engulfed the airport.
Departure formalities were easy. Since we did not have an HF radio we requested what they call the Blue Spruce route and flight planned 17,000' for better VHF reception and airspeed . For those planning a similar flight the routing is:
Goose Bay , LOACH, 58N50W, 61N40W, 63N30W, EMBLA, BIRK (remember this takes you to Iceland – not Greenland )
Woodward faxed our flight plan to Gander FSS and that was it…….Gander will notify Iceland customs that you are coming – not necessary to contact them yourself.
Nang Fah – arrival in Reykjavik …………
We were in the plane, engine started, clearance received and watching as the fog continued to cover the area. In just 25 minutes since Peter departed conditions had gone from low overcast to fog. I debated cancelling the departure but noticed the runway, 100 meters away, was clearer than where we sat on the apron and we decided to take a look – if it was OK for the ground roll we were OK for the take off.
We were lucky. The runway visibility was acceptable. Lights were cranked up and it was actually very pretty accelerating down the runway. Up into the fog and at 200' eyes onto the instruments……... Keep everything where it should be on those instruments. Gear up, flaps up, accelerate, climb, airspeed, heading, wings level – kind of fun but don't lose your concentration for a moment. Nice departure and at only 1,500 feet we broke into beautiful blue sky. Never to be in the clouds again for 1343 miles!!!!!
As we climbed away from Goose Bay we heard approaching aircraft being advised that runway visibility had deteriorated below landing minimums and the airport was, at least for now, closed to arriving traffic.
The rest of the flight was very pleasant. We had a tail wind, as expected. With a TAS of 155 to 160 and 20 to 25 knots wind assist we arrived in Reykjavik 30 minutes early – 7 ½ hours – from Goose to Reykjavik . Total distance covered was 1343 nm and we used 86 gallons of fuel. We landed with enough fuel that we could have continued on the Scotland . Not bad for a plane with no ferry tanks!!!!
NOTE ON RANGE: Mooney Airplane Company publicize a range (with reserve and no wind) of 2400nm for the Ovation 3 – don't believe it!!! I have never been able to substantiate this claim with any Mooney representatives although I have tried. From my own experience, I would say it is impossible to achieve anything close to the published Mooney claim in real flight. My practical estimate for the Ovation 3 with 130 gallon tanks would be 1800 to 1900 nm; with minimal reserve. Still, pretty fabulous performance. Mooney lose credibility with me when the stick by these published range numbers.
During the flight, we did lose radio contact several times but helpful pilots at higher altitudes relayed our position reports and other information.
Weather at Reykjavik was great for arrival except for the wind – 25 to 30knots slightly right of the runway heading. We got down OK and over to Birk Aviation for customs and Immigration clearance. Procedures were simple and efficient. Ten minutes after leaving the airplane we were clear and free to go.
As we unloaded and were getting organized to leave the FBO, we heard that Peter and Katrin were just 45 minutes out. Pretty good considering they had to land at Sondrestrom, Greenland for fuel. They also had to fight their way down through solid cloud, re file a flight plan and get back up to altitude to continue their flight. So we waited for them and shared a taxi to the Borg Hotel in the center of town.
That night, Peter hosted us to a lovely dinner to “celebrate” our first Atlantic crossing. It was very kind of them and a special moment for us. Crossing is a challenging event and I'm sure no matter how many times you do it, every one remains in your memory. 1,200 miles of ocean is a daunting task for a pilot and crew in a small aircraft!!!!
Our celebration with Peter and Katrin…..
In closing, a few words about Iceland . Our impressions are very positive. The city is beautiful, a mix of European with Atlantic architecture and colors. The country side is volcanic rock with many of natures assets. Geysers, glaciers, rivers, waterfalls and plenty of green farmland once you leave the city. Icelandic people are friendly, speak excellent English and are kind and helpful. It is an expensive place to visit however so bring your wallet. Rooms in nice downtown hotels will cost $500 per night and average rooms in the country $300. I paid $50 for a quick haircut – no wash. Rental cars start at $150 day and restaurant meals $75 to $100 per head with wine. Probably if you planned a holiday carefully you could do better – but Iceland remains in my mind beautiful and expensive.
Toronto to Goose Bay to Reykjavik.
Nang Fah – arrival in Reykjavik ………… 
