It was an early wake up call and I headed straight to the iPad to review the weather.
Well, our concerns at bedtime were confirmed. The appeal of south Greenland, with its good weather conditions initially, is no longer the case and the TAF for Narsarsuaq calls for a ceiling at 1200 feet, this is below the minimum on the approach.
We are not going there, the alternate is 200NM away and not in the range for the Mustang.
So a new brief is created showing an added fuel stop in Kuujjuaq and then on to Iqaluit, Canada - our original plan.
The PC12 launches first followed by us in the Citation Mustang.
Tail winds are expected and we are climbing to FL370 in blue skies.
Good communication along the whole route.
Great approach to the airport, a little icing on the way down and a welcoming runway.
There is no taxiway in CYVP, so you have to back taxi. As we did so, we came face to face with aCanadian Citation CJ waiting for us to "vacate" the runway. The extreme temperature changes can be seen on the markings of the runway....or is it the heat in the windshield?
The fuel is readily available....no fuel card...only Visa or Mastercard and at a price of about $8.00 a gallon, it's hard to swallow. This is supposed to be the most expensive cost of fuel along our Journey's flight route....it must be to pay the artist who created their new logo: looks great!
A quick visit to the tower to make sure all is in order for our next leg of only 385NM to Frobisher Bay, Canada.
Well, our concerns at bedtime were confirmed. The appeal of south Greenland, with its good weather conditions initially, is no longer the case and the TAF for Narsarsuaq calls for a ceiling at 1200 feet, this is below the minimum on the approach.
We are not going there, the alternate is 200NM away and not in the range for the Mustang.
So a new brief is created showing an added fuel stop in Kuujjuaq and then on to Iqaluit, Canada - our original plan.
The PC12 launches first followed by us in the Citation Mustang.
Tail winds are expected and we are climbing to FL370 in blue skies.
Good communication along the whole route.
Great approach to the airport, a little icing on the way down and a welcoming runway.
There is no taxiway in CYVP, so you have to back taxi. As we did so, we came face to face with aCanadian Citation CJ waiting for us to "vacate" the runway. The extreme temperature changes can be seen on the markings of the runway....or is it the heat in the windshield?
The PC 12 was soon to follow:
A quick visit to the tower to make sure all is in order for our next leg of only 385NM to Frobisher Bay, Canada.
The rain was on and off, but visibility was great.
After a very fast turn around we were on our way to Iqaluit, also known as Frobisher Bay. A few words on the destination:
Iqaluit was called Frobisher Bay until 1987, although it is still occasionally used, and is located on the south coast of Baffin Island at the head of Frobisher Bay. It is the territorial capital and the largest community of the Canadian territory of Nunavut, with a population of under 7,000. Its inhabitants are called Iqalummiut.
The area was founded in 1942 as an American air base, to be used as a stop-over and refueling site for short range aircraft being ferried across the Atlantic to support the war efforts in Europe. The wartime airstrip was known as Crystal Two and was part of the Crimson Route. Used by the Intuit as a campsite and fishing spot, this area was traditionally named Iqaluit - "place of many fish" in Inuktitut - but Canadian and American authorities called it Frobisher Bay, after the body of water that surrounds it.
The American military left Iqaluit in 1963, as intercontinental ballistic missiles (ICBM) diminished the strategic value of the DEW line and Arctic airbases, but Frobisher Bay remained the government's administrative and logistical center for much of the eastern Arctic.
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