Faroe Islands to Keflavik

Today's flight is westward from the Faroe Islands - the second leg of my trip westward across the North Atlantic - and the logical first stop seems to be Keflavik International airport in Keflavik, Greenland. The direct distance is 434 nautical miles, which should be easily achievable in the SF50, assuming decent winds aloft.

Taxiing out for takeoff, gives me a beautiful view of my planned departure path to the northeast, and also a good look at the heavily downward-sloped runway in that direction.

After back-taxiing on the runway and lining up for takeoff, there's yet another beautiful view, looking toward the rising sun, and a good look at the heavy downward-slope off in that direction. The body of water called "Sørvágsvatn" is visible not far beyond the approach end of the runway. Haha. So close. 

The aircraft began rolling sluggishly, after applying takeoff power, almost as it's having to climb a big hill, which of course, it was. When I changed to an external spot plane view, it was even easier to understand the significant impact of the sloped runway.

I got a nice view while climbing out over the fjord called "Sørvágsfjørður" that's just off the departure end of the runway.

Gorgeous view of the rising sun, while climbing out WNW from Vagar Island. 

One last look back, at some parts of the Faroe Islands that I recently had carefully examined from the viewpoint of a low-flying ultralight aircraft.

The enroute portion was uneventful. Now I'm flying vectors from air traffic control, supposedly for the "visual approach" to runway 1 at Keflavik airport, while descending through the clouds.

Still following headings and altitudes provided by ATC, supposedly for the visual approach, while completely on instruments. It's nice to have the ILS approach to runway 1 programming into the G1000 for reference. In the real world, I would've had better situational awareness, by listening to communications between ATC and other pilots on the frequency, and had a sense of whether or not other aircraft were really able to land visually.

Just broke out of the overcast at 2,000 feet, with the lights of the town and the airport runway visible off in the distance to the right, about 10 miles away. You can't tell from the still picture, but the aircraft is getting bounced around by the 28 knot wind, as it passes over the bumpy ground. The final approach and landing should go well, since the wind is conveniently heading right down the runway.

On short final to runway 1 at Keflavik, with a little bit of a right crosswind, and lots of headwind. Airspeed is 89 knots, and groundspeed is 63 knots.

Down safe at Keflavik airport, sitting quietly on the ramp, while I get gas, and setup the G1000 for the next flight to... where?

I've read so many stories about people having trouble with these next flight legs, and the associated troublesome weather in Greenland, that it all deserves a little extra thought, before leaving the ground. The next potential stop I was considering, at Kangerlussuaq in Greenland, was recommended by Tom Horne at AOPA, in an article about transatlantic crossings by general aviation aircraft. I vaguely remember that his assertion was that Kangerlussuaq is closer to Iqaluit. and has better navigation aids and operating hours, and is therefore a better choice for small aircraft with more limited range. But how to get there? Hmm... The flight from Keflavik to Kangerlussuaq, at 718 NM, is not at all short for the SF50 jet.

I'm also considering the idea of heading from Keflavik to Narsarsuaq first. It may add an extra stop, but at 652 NM, Narsarsuaq is a 66 NM shorter flight from Keflavik. Tom doesn't recommend Narsarsuaq for various reasons but it's closer... Hmm... I think I'll head to Narsarsuaq first, so I'll have more reserve fuel when I arrive. One bonus is that I've heard the approach into Narsarsuaq has a spectacular view, although it is a serious challenge in instrument conditions, with the approach following a long fjord surrounded by high hills. The far end of the runway is also facing high mountains all around, which requires a missed approach to begin early enough, to not pass over the airport.

After Narsarsuaq, according to Tom, the shortest leg from Greenland to Canada, is Kangerlussuaq to Iqaluit, so I guess my plan for the next few flights, should be... Keflavik to Narsarsuaq then up to Kangerlussuaq, and hop over to Iqaluit. Once I get to Narsarsuaq, I'll have to see how weather and winds aloft look, and then perhaps a direct flight to Iqaluit may be possible. Right now, winds aloft look pretty good, with strong tailwinds all the way at my planned altitude.