X-C from NC to FL over Atlantic ?

Anyone flown X-C down the east coast way out over the Atlantic?

I'm new to the east coast and I'm interested in flying from NC to Florida.
The direct route would take me a good ways out over the Atlantic. I'm not
concerned about flying over way, just curious as to what issues I'm about to
encounter with ATC.

I'd like to file either VFR or IFR depending on the weather and proceed as
direct as I can for fuel. Is ATC going to give me any hassle?

Thanks.

John Doe wrote:

I'm new to the east coast and I'm interested in flying from NC to Florida.
The direct route would take me a good ways out over the Atlantic. I'm not
concerned about flying over way, just curious as to what issues I'm about to
encounter with ATC.

I'd like to file either VFR or IFR depending on the weather and proceed as
direct as I can for fuel. Is ATC going to give me any hassle?

Just out of curiosity, what is the type of aircraft you are using for this
planned trip?

--
Peter
























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"Peter R." wrote in message
...
John Doe wrote:

I'm new to the east coast and I'm interested in flying from NC to
Florida.
The direct route would take me a good ways out over the Atlantic. I'm
not
concerned about flying over way, just curious as to what issues I'm about
to
encounter with ATC.

I'd like to file either VFR or IFR depending on the weather and proceed
as
direct as I can for fuel. Is ATC going to give me any hassle?

Just out of curiosity, what is the type of aircraft you are using for this
planned trip?

Haven't decided yet, probably either a Turbo Arrow or a Twin Commanche.

John Doe wrote:

Haven't decided yet, probably either a Turbo Arrow or a Twin Commanche.

Ok, I apologize for pointing this out, since you mentioned that you were
not concerned about the flight other than what the ATC procedures were, but
because of a few recent high-profile over-water crashes, I have been
fascinated about the time/distance difference between over-water and
over-land routes, when there is a choice.

Using Jepp's FlightStar and a Bonanza V35 aircraft profile, I quickly
flight-planned two routes, one direct and one over land. I assumed KWEN
(Craven Cty, NC) as a departure and KPBI (Palm Beach, Fla) as the
destination to get a large over-water route.

A direct route from KEWN to KPBI, a total distance of 527 nm, results in
about 400nm over water. Using the Bonanza V35's aircraft profile with a
true airspeed of 175 kts (at 10,000 ft), Jepp calculated the route with a
total time of three hours. Of that three hour route, 2hrs 40 minutes of
that would be over water.

The over-land route remained just over the coast, flying from
KEWN to just northwest of the Brunswick (Georgia) VOR and then to KPBI.
Total distance was 621 nm and total time was 3 hours, 30 minutes.

Difference in time between the two routes? Only 30 minutes. Among all of
the concerns I would have about that particular over-water route would be
the thought of getting stuck on the easterly side of a line of tropical
t-storms and having no land options.

Again, sorry for going against your original post, but I thought the time
difference was interesting enough to post.

--
Peter
























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I don't know.

I fly from Durham to Tampa and Miami and sometimes Key West. At first I
thought about the over water route (for reasons that escape me now) when
going to FL.

Since then I discovered
1) Tampa is an over-land flight
2) Flying at max-glide from shore is as far as I want to fly out into
the Atlantic on this route
3) St. Simons Island (KSSI) is a fine fuel and feed stop (loaner cars,
nice FBO building, restaurants, interesting ramp on busy days). Worth
the fuel premium over say, Waycross GA (a good fuel stop).
4) the biggest obstacle to a direct flight and minimum fuel is FL
convection.

Just some thoughts.

John Doe wrote:
Anyone flown X-C down the east coast way out over the Atlantic?

I'm new to the east coast and I'm interested in flying from NC to Florida.
The direct route would take me a good ways out over the Atlantic. I'm not
concerned about flying over way, just curious as to what issues I'm about to
encounter with ATC.

I'd like to file either VFR or IFR depending on the weather and proceed as
direct as I can for fuel. Is ATC going to give me any hassle?

Thanks.

John Doe wrote:
"Peter R." wrote in message
...

John Doe wrote:


I'm new to the east coast and I'm interested in flying from NC to
Florida.
The direct route would take me a good ways out over the Atlantic. I'm
not
concerned about flying over way, just curious as to what issues I'm about
to
encounter with ATC.

I'd like to file either VFR or IFR depending on the weather and proceed
as
direct as I can for fuel. Is ATC going to give me any hassle?

Just out of curiosity, what is the type of aircraft you are using for this
planned trip?


Haven't decided yet, probably either a Turbo Arrow or a Twin Commanche.

I've made the trip many times single-engine from RDU (Raleigh-Durham), but I've
always stayed over land. With the Twinkie the calculation might be different.

Along the airway that goes just off the coast, I think I calculated that I
could, or nearly could, stay within gliding distance of land if the winds were
right and I picked a high-enough altitude. Never done it that way, though.

The overland distance just doesn't seem to be enough longer to make much of a
difference. YMMV

Dave

I fly V1 CHS to CRG regularly in an Single engine aircraft. I do fly
high. 10K or higher. V1 has a dog leg at Savannah (tybee intersection if
I recall correctly). No more than 10 NM off shore. Quite reachable from 10K.
Michelle

John Doe wrote:

Anyone flown X-C down the east coast way out over the Atlantic?

I'm new to the east coast and I'm interested in flying from NC to Florida.
The direct route would take me a good ways out over the Atlantic. I'm not
concerned about flying over way, just curious as to what issues I'm about to
encounter with ATC.

I'd like to file either VFR or IFR depending on the weather and proceed as
direct as I can for fuel. Is ATC going to give me any hassle?

Thanks.

I have flown SSI to PBI.
ATC will try to get you to fly offshore if you file the shoreline route.
With each frequency change, I was given an amended clearance which I
declined. The comments section of my flight plan contained the notice
"NO OVERWATER ROUTING ACCEPTED, NO FLOATATION GEAR ON BOARD".
ATC does not get this information from FSS unless they request it.
ATC personel are not pilots and do not understand that light GA aircraft
cannot glide from offshore routes to the beach.
Do not accept an offshore amended clearance.

jsmith wrote:

Do not accept an offshore amended clearance.


.... unless you want one (as the OP apparently does).

I assume you are referring to V3. V3 is 5 miles max from the shoreline
between SSI and PBI. from 7 or 8k up, that is a 5:1 glide. I fly that
route in my Maule if winds are acceptable.

I think the original poster may have been thinking V437. I don't do
that one.

jsmith wrote:
I have flown SSI to PBI.
ATC will try to get you to fly offshore if you file the shoreline route.
With each frequency change, I was given an amended clearance which I
declined. The comments section of my flight plan contained the notice
"NO OVERWATER ROUTING ACCEPTED, NO FLOATATION GEAR ON BOARD".
ATC does not get this information from FSS unless they request it.
ATC personel are not pilots and do not understand that light GA aircraft
cannot glide from offshore routes to the beach.
Do not accept an offshore amended clearance.