The flight to Athens, that afternoon was uneventful, we landed at Athens airport, about 17:30 pm, almost dark, and by 20:00 Costas was back ready to fly back to our home airport, his Medical extended. We took off for the two hours flight back to Thessaloniki, and we stayed at 5,000 feet to avoid hypoxia in the unpressurized single. The freezing temperature made us to hit our feet on the floor to keep the blood circulation. An hour later, and all of a sudden, the plane slowed down like someone had hit the brakes. We looked at each other surprised, With the flash light we checked the few instruments. Everything was looking ok, except the airspeed which was down to 80 knots instead of the normal 120 knots cruise. We applied carburetor heat, without any change. We stayed there worried what was the reason of slowing down when I noticed that the Flaps lever was down 10 degrees. One of us has accidentally hit the lever while trying to keep our feet warm. I remembered that event, when I called him to say that I was on board for the trip.

After thirty years my dream was coming true. We met at Athens International the morning of January the 9^th and our departure was set for 09:00. The airplane was a Pilatus PC12 Turbo-prop, two years old, in sound condition. The day was sunny, though cold at a temperature of 6 degrees Centigrade. I was thrilled when I was climbing the stairs to take the right seat in the cockpit. So many feelings was all over me, after waiting for so long time to make my dream true. We completed the prestart checks and we started the engine. The tower cleared us for the 33 left runway departure and soon we were holding short of the runway, making the final checks before take off. Finally we were cleared for take off. Accelerating down the runway, I felt my knees becoming loose. What a decision, to cross the vast Atlantic Ocean on a single engine, The feeling lasted few seconds. I was back again happy that I was on my way to fulfill my long existent dream. Costas brought the plane airborne smoothly, positive rate and gear up, I was busy with the dials to set the departure on the Garmin 480, and the same time reading the after take off check list. We coupled the autopilot short after and we watched the altimeter to increase and the speed to build up. It was one of the best mornings in my life. The sky was clear, no wind and the sun was sparkling on the sea beneath us.

After the departure procedure, we were cleared to our cruise altitude at 28,000 feet (FL280), heading west over the continental Greece. As we gained more altitude, we were able to see the Adriatic see in front. First port of call was Zurich, Switzerland, a mere five hours flight, over the Adriatic Sea and North Italy. Soon we were flying Northbound along the west coast of Greece and we had Corfu Island in front of us. Few bumps now and then and a light head wind. The forecast though was for stronger head winds later on our course. We past Albania and then Montenegro coast, The weather was still beautiful, with some scattered clouds and the sun bright as ever. We past Ancona Italy and then over North Italy we have in front of us the Alps. Snow was all over the place and several scattered clouds above the mountain peaks. We were approximately 80 NM from Zurich when we saw the biggest lendicular cloud in all the 30 years of our flying experience. A true killer sitting above one of the Alpine peaks. We asked form the control to deviate and they approved us to continue at pilots discretion. We started our decent to Zurich, and we landed after 5 hours and 18 minutes since we left Athens International.

We refueled the plane, and we made our plan for the next day. We would fly to Norway, land there for fuel and then continue to Iceland. All in one day. We went straight to hotel, to take some rest. After a light dinner, we headed to sleep as the next day was a very long day. After all we have been in Zurich several times and was nothing new to see there.

This first leg, kept me busy to make myself familiar with the airplane. I had never fly a PC 12 in the past, and although I was familiar with complex airplanes, each one of them has its own hinds. The past 20 years I was flying twins, my first twin the Cessna 310, and another Cessna the 340 which was also pressurized, as well as my last airplane, a Piper Navajo 425P where P stands for pressurized. Pilatus on the other hand, although it a single engine airplane, it has a very powerful power-plant a PT-6 turbo prop made from Pratt and Whitney and a very big cabin, bigger than several twin engine airplanes. Also the Garmin 480 navigator coupled with the sophisticated autopilot, was all new to me and I had to learn fast the various programming hinds. My experience with similar FMS or FMC systems helped me to be able to work with this new system within the first two hours.

The PC 12 has also vast amounts of torque because of the huge propeller. It employees an electric rudder trim button on the power lever to assist the pilot in making corrections during take offs and landings when the autopilot is off. The pressurization system is automatic so you don't have to care a lot unless it starts malfunctioning. The de-ice system it is also simple and I would use it soon as the progress of our trip would bring us in Northern regions. When you are sitting in the cockpit of the PC12, you have the feeling that you are flying a much bigger airplane. This feeling goes away when you are landing and you realize that all you have is a light single engine aircraft vulnerable to the winds as it has not the inertia of the bigger brothers.

The next morning, at 06:00 we are already at the airport, briefing with the weather office and receiving our flight plan from the local FBO. We will fly all over Germany and Denmark later heading North West towards Stavanger (Sola), Norway, where is out next fuel stop. Estimated Flight Time four and a half hours. We took off at 07:00 in mist and low scattered clouds, but soon we are climbing in the clear to reach our assigned altitude of 28,000 feet (FL 280). The Alps are behind us and we see the flat Germany beneath, passing by as we speed at 250 Kt. Approaching Denmark we receive the updated forecast for our destination. Strong winds from the East, at 40 MPH gusting to 55 MPH at Stavanger Airport, not the best environment to land a light single engine airplane. The good news are that the wind is almost on the runway . As we decent to approach Stavanger we see the sea beneath us flagellated by the strong wind, white spray all over the place. We turn East for the final and things turn very tough. We are both on the controls but the gusts are really strong. Costas got a hit on his left hand fingers, from the control. We are struggling to keep the plane in line with runway. We settle the plane on the runway and we proceed cautiously to the ramp. It looks like the wind aims to turn us up side down.

The good people in Stavanger, send a minibus to take us to the hangar, as it was really difficult to walk all the way from the airplane, in such a strong wind. We refuel, we get a coffee and a snack and thirty minutes later we are ready to take off again.

This will be the first part of the Atlantic Crossing. Stavanger, Norway to Reykjavik Iceland. We will cross over 800 Miles of water, and in between there is only a small Island complex the Faroe. The second will be Iceland to Greenland which is another 650 Miles and the third is Greenland to Canada another 650 Miles away. We are going to cross a total of 2,000 miles of Ocean on a single engine. We are mentally prepared and equipped of course, we do have life vests, life raft and special suits in case of ditching, however, the water is at freezing temperature, so that nobody can survive more than five minutes in the water, and rescue at these latitudes is a life time away.

To be continued.......