There have been numerous drug busts between the UK and mainland Europe though I don't recall any from France. Netherlands seems more popular. One well publicised pilot killed himself doing a zero-zero CAT3 approach in a PA28 into a field in SE UK, to make a dropoff before proceeding to his filed destination airport. The pickup was done the same way.

But yes a boat is a lot more effective than GA. GA is very vulnerable to surveillance, and field landings are vulnerable to getting spotted by hikers etc.

"However, once turbine powered, birds are prey for SAFA checks, a lot of people report that the frequency of checks actually has increased considerably in the last 3 - 4 years…one can see that also from the reports which EASA publishes.."

There is a different background to the multi pilot aircraft checks. MP licensing (e.g. the US SIC rating) is not my speciality but there were cases of the RHS of a bizjet not being properly rated. Even though it was N-reg, he was legit for the USA but not legit for Europe. Also jets are much more viable vehicles for "AOC busting" (illegal charter) and every jet pilot I know knows of numerous past cases. Sometimes it comes to light when they crash. If the passengers are not related to the operator but paid for being flown... etc. Bizjet ops in company aircraft but carrying non-company people can be a grey area too.

Another background is 3rd World airlines (the 3rd World is basically most of the earth's surface ) and dodgy maintenance. Celebrated cases include a deemed-unairworthy Thai 747 which sat at EGLL for some years before being sold to pay the parking. Most African airlines are banned from Europe (mostly due to lack of maintenance) but you get cases with the non-banned ones. I think the main drive of the SAFA checks is in that area. I've never heard of it in GA. I have just now asked a friend who has been flying everything, TBMs, KAs, all CJs, Lear45s, ferry work all over the place (USA, Europe, Africa) and he has had only one inspection, at Cannes, France. He thinks they are not at all random and they know exactly who 'needs checking'

It seemed the cost I quoted for Europe insurance was very high, so I checked, and the real cost was $3500 for the trip to Europe in my 441. My first number was wrong...

Max, is that price just for the ferry flight or is it for ferry flight and coverage while in Europe?
Might be basing myself there for the summer... with the Turbo Commander.

That included the ferry flight as well, which was most of the flying. I you are not basing the Turbo Commander in Europe for the summer, you could be buying 2 Turbo Commanders in the fall

I was quoted $2500 for crossings and ~5 months in Europe. The crossings had a requirement for a second pilot, which seemed reasonable to me.

That seems inline with your number given my hull value is probably about half of your 441.

Mike C.

Mike,

a lot of money without doubt, but on the other side, it is worth every penny.

Crossing the pond and to be able to experience the freedom of flying in an other continent and in your own plane is a very special event. Only less are able to do it.

Think about it.
Live today not tomorrow.

Franz

I recommend the approach and landing into Aalesund Norway, ENAL. It is really beautiful over rugged mountains, fjords, ocean. After landing I was given taxi instructions to a regular commercial gate location (as is usual where I landed in Norway), so for sure it makes you feel important! . Landing fee for the 441 was 5000 to 8800 NKR at the various Norway airports, about USD600 to 1050. Contract fuel , normally AEG, is normal to low priced, currently below $2 to $3 where I visited. Nobody had premixed with priest.

Max, which route did you cross via? Did you go Shannon-St Johns?

I was planning on doing that route, but my copilot Allen Gilbert recommended the CYFB route. On the way to Europe we did KSDL to Winnipeg to CYFB to BIRK. On the way back I looked at doing the StJohn route but the winds were 100+ knots south of Greenland so we ended up doing BIRK to CYFB to KTEB. Overall 300 NM longer, but trip time was about exactly the same because the winds ended up being crosswinds, and this route had much more options/alternates, especially from CYFB to Teterboro. This site was a good reference for expected winds:

http://earth.nullschool.net/#current/wi ... ,64.79,431

As you see from it, (selecting earth- winds at 250) by flying the route from BIRK to CYFB instead of BIRK to StJohn the winds become more cross than headwinds

Max

100 knots projected on the nose is a good deterrent. Did you have a HF radio installed?

Maybe so, but the effort and cost wasn't really up to the reward IMO. Spending 28+ hours for the crossings, and coming back in the dark in mid Dec, was a lot of investment.

My primary objective was to travel on 3 day weekends like I do in the US. Alas, just not really possible in Europe.


Well, the "freedom" of flying in Europe is a lot less "free" than here.


Well, now I feel $75K richer today.

I may get an aircraft while in Europe, something for fun flying, not traveling, and then enjoy flying that around instead.

Mike C.

Sure it is. You just might have to pick an airport with a procedure.

Yes, flying in Europe is more expensive, yes it's a little less convenient than here, but by no means insurmountable. People do it everyday, both for business and pleasure. Just to put it in perspective, Europe is probably the second easiest place to fly in after the US and Canada. I can think of about 200 other places where it's a lot worse.

Sure it is.

I had no HF radio. The regular radio seemed to work just fine.

Max

Well, the US is unique in that. But the variety in sights and cultures just 1 hr away in your plane in Europe makes up for much of it.



With all the new auto routers, it's rather easy. Yes, you might get a little circuitous and odd routing, but no big deal. You're on vacation. What's another 10mins?



Yes, that's a possibility in worst case scenario. But you can cancel IFR if your below and go to your local field. Or you could start just a little earlier so you come back at dusk. You have a fast plane.

Only Germany cares about noise certificate - nobody else will even mention it or know what it is.



There has been no accident in IFR in class G in the UK ever, as far as I know. Big sky syndrome. But glass G IFR departures are also great - you can take off and stay in IMC all the way to your destination and fly as direct as you can. You can still ask for flight following (Basic Service or Deconfliction Service they call it there). And you can do homemade approaches - fly to VFR minimums and if you pop out you're good to land.



What especially the UK is good at is vintage stuff. This is the perfect opportunity to fly a Jet Provost, Hawker Hunter, or a Sopwith Camel, or an Auster or perhaps even a Spitfire.

I agree that the general rental fleet is pretty worn. The C152 I used to rent at Lydd Aero Club had 13000hrs on it then. It's still flying! But White Waltham has a few P2006T's and there are a number of newer DA42's around.