Малая авиация России. Обучение на Пилота-любителя. Обсуждение самолётов. Регистрация.

Over the ocean, you'll need reporting points so the controllers can maintain separation. It's surprising how many planes make the route Canada-Greenland-Iceland-U.K. The "standard" is to report every 10 degrees of longitude, but if you're in a slow TBM or PC12, they might ask for a reporting point at 5°.

What's the difference?

There are several differences you encounter flying to Europe, some more important than others. Here are a few:

* You have to request engine start with the local controller or AFIS outside of the U.S. and Canada. This also applies to uncontrolled fields when departing IFR (I or Y flight rules).
* 8.33 mhz channel spacing on your radio is required about FL245 in Europe.
* Altimeter settings are in millibars or hectopascals (hPa).
* When you file an IFR flight plan, it is sent to Brussels and then returned with approval or rejection, and possibly a time slot. You should wait for the approval before you climb into the plane.
* When flying over the ocean, you're required to make position reports at least every 10° longitude. It goes something like this:
"Iceland Radio, N3251E, position"
Then, after a go-ahead,
"N3251E reports 65 North 40 West at 1421, flight level 270, estimate 63 north 30 west at 1523, next is Embla"
I usually set one of the fields on the GPS to keep the current UTC. Then I make a note of the ETA shortly before I pass a waypoint, in case the frequency is busy and I can't report it for a little bit.
* In the U.S. and Canada, the transition altitude from feet to flight levels is always 18000'. In Greenland, Iceland, and Europe, it varies from country to country, and sometimes from airport to airport (at higher altitude airports or airports near mountains). It's usually a surprise the first few times I get assigned something like flight level 80. The transition altitude is on the approach plates and airport information.
* The standard VFR squawk code in most of Europe is 7000. In Germany it's 0021 at 5000' (or 3500' AGL) and below, and 0022 above 5000' (or 3500' AGL). Crossing the Atlantic, you should leave your transponder on and squawk 2000.
* Air-to-Air frequency over the ocean is 123.45.
* On an IFR flight plan in the U.S., you are almost always cleared to your destination. Crossing the Atlantic, the oceanic clearance is separate from your domestic clearance. Make sure you've got clearance before heading out across the ocean.
* Flying between countries in Europe, sometimes you're cleared to a VOR or waypoint near a border, and you get further clearance when you're close. If you don't get further clearance, you should ask for it, and hold if necessary. I think there has been a program underway to provide full clearances at the beginning of the flight.
* Radar Information Service is available in the U.K. This is similar to flight following in the U.S. I'm not sure if it's available in the rest of Europe.
* Magnetic declination can be very high in the north. In Ilulissat, Greenland, for example, it's 39.5°. Some approaches in the Arctic use True headings instead of Magnetic. This can be very important. If you see a capital T on after the degrees in the approach plate, that means True heading instead of Magnetic. Some approaches that use true headings have the word "True" appended to the approach name.


Some Radio Terminology

* CAVOK = Ceilings and visibility OK.
* QNH = Altimeter setting, millibars
* Radar identified = Radar contact
* "Control" and "radar" are used instead of "center" and "approach."
* Line up and wait = Taxi into position and hold.
* I'll call you back = Standby
* 123 decimal 45 = 123 point 45
* Sometimes they abbreviate call signs using 4 digits: "four twenty one echo," instead of "2 1 echo."
* Beginning in Canada, use November instead of or in addition to your plane type: November 8421e, not Pilatus 8421E. November is for U.S. planes. Sometimes the ATIS asks for the aircraft type on initial contact.
* What is your estimate for ??? - When will you be there, UTC.
* Traffic pattern = Circuit
* Backtaxi = Backtrack
* Registration = Tail number
* Runway 08 = Runway 8
* Squawk Ident = Ident (This is trivial, but I have responded "Say again" more than once...)
* Don't forget the universal radio phrase, "Would you please spell the identifier?" Use a pen.

Costs
Flying IFR in Europe costs in the neighborhood of 10 cents a mile for a TBM and 15 cents a mile for a PC12, plus some terminal fees. They'll mail you a bill after you get home. There are landing fees at most airports, and some of them are pretty high. The cost of jet fuel is pretty low, though, sometimes lower than in the U.S.

Jan писал(а):А лететь собираются на R-44.

Mikle писал(а):тема очень заинтересовала, жаль я не видел её раньше. только непонятно, почему не обозначены на картах маршруты из Goos Bay (Canada) на Narsarsuaq (Greenland) и далее на Reykjavik (Iseland). из Рейкьявика тоже напрямую на Берген (Norway) или в Англию долговато лететь. я лично по пути в Исландию из Бергена садился на Фарерских островах (аэродром Вагар), так спокойнее в плане топлива. можно ещё на Шетландских островах садиться. скорее всего это маршруты для более скоростных самолётов. на Цесснах-172, 182, 206, Ан-2 н т.д. летают чаще через южную оконечность Гренландии. через саму Гренландию иногда очень высоко лететь, надо или герметичный самолёт или с кислородным баллоном. а вообще это очень непросто и очень интересно.

Ян, что за вертолёты лететь собираются? каким маршрутом?