Clouds

One morning I was gathering supplies to repaint a suite. Each time I would go outside the skies would beckon to me. After the third or forth time I couldn't take it anymore, so I grabbed my flight bag and headed for the airport. ( click on pictures to enlarge! A must if you want to see any details.)


These pics are near Chilliwack. This was one of the most memorable of my flights. Never before, or since have I seen clouds soo perfect for exploring. I was sure glad I went.




The clouds started around 2000' and topped out around 8000'. The puffy whites, ( or cumulus for you more technical folks), were spaced far enough apart that I could fly under, around, or over and still maintain view of the ground. Click on picture to see the city.



The above picture is looking down on Chilliwack. The picture to the right is just east of Chilliwack overlooking the Fraser River.



More holes over the Fraser river.






These clouds are framing the Vedder mountains along the east side of Sumas valley.




I've arrived at the tops of the clouds. You have to click on this picture to see the deep valley.






You can see the mountain tops peaking out above the clouds. Sunny skies from here on up!


Doesn't it just make you want to jump into the puffies? Not recommendd. The darker tips sticking out are quite hard!



Here the altimieter shows that we are at 10,150' above sea level and climbing at 200' pr. min.



It is very peaceful up here. The cares of the earth are long gone.





Mt. Baker stands majestically above the clouds.


Mt. Baker below at 10,800' above sea level. Well time to go back to reality and get that suite painted. Happy flights!!

Long Beach Tofino Vancouver Island

One of my most favorite day trips is to fly to Long Beach. For one to drive to Long Beach from Abbotsford would be a full day trip. However one can fly there in a small plane in about an hour and a half.

Tofino airport was constructed for the war and is situated right between Tofino and Ucluelet. It is located within walking distance of the beach. One can park their plane right beside the fence which has a man gate leading to the adjoining camp ground. There is mini golf, full golf coarse and a restaurant.

Leaving from Chilliwack, where I used to keep my plane, would be the start of the adventure flying along the North Shore Mountain range. We also had a great view of Vancouver city as well as flying directly over the infamous Stanly Park. Crossing the ocean to Vancouver island one would enjoy the ships, small islands, as well as the picturesque shore lines. Arriving at Vancouver Island one must cross the Island which is very mountainous with it's own unique beauty.

I like to go there in time for a late lunch at the restaurant and then walk through the campground and then through a field which then crosses the highway into a provincial park. This park consists of mature forest and has walk ways consisting of wooden walks and stairs all the way down to the beach. There is one tree along the way that I estimate is at least 40' in circumference. A leasurly walk from the restaurant to the beach takes about 30 min.

The sandy beach is never crowded and one can walk for miles if desired. I would love to just sit back against a log and watch the sun set. The only problem with that is that Tofino airport is not equipped with lighting, therefore making it illegal to depart after dark.

On one such trip I was taking a family of three to enjoy the sights. Upon touchdown I blew a main gear tire. I managed to pull as far to the side of the runway as possible. I notified Nannimo and requested a notam be posted for pilots not to use that runway. Tofino airport has three runways so that shouldn't be a problem. Although some pilots didn't follow proceedure and landed anyway. I later overheard, at the restaurant, talk of some idiot who parks in the middle of the runway. I just smiled to myself. Like I would choose to walk 1 mile up the runway as apposed to taxiing with the airplane. How quick some are to judge. A simple observation would have clearly indicated a crippled plane.

I sent the family on ahead to enjoy the sights and I began a search for help. Fortunately I was able to contact the airport care taker, through a worker at the local weather station, who happened to be an aircraft mechanic, as well as the local paramedic and firefighter volunteer. You know it's a small town when.............He came to my rescue and managed to find a near new tire that would fit and I helped him install it on my plane. In the meantime the family got lost and , after walking runways for about an hour, returned to the plane just as we were finishing up. So we piled in and taxied to the restaurant. I apologized profusely but they were really good about it and just considered it as part of their adventure.

Going home I like to leave as late as possible without requiring lighting. Flying South along the coast line provides sights unseen on the way in. It is also dark by the time one flys over Victoria which also gives a new perspective. Crossing the ocean one gets a great view of all the lights from the main cities and towns. From one location one can pick out Vancouver, Richmond, Surrey, PitMeadows, Langley, Aldergrove, Abbotsford, Mission, Chilliwack, Bellingham, and Linden.

That makes for one full day. However one that is well worth the adventure. I've done it about 7 times in the last two years and never tire of it.

Prairie Flying

Even before achieving my pilots license I purchased an airplane. Within weeks of receiving my license I flew, on West Jet, from Abbotsford BC to Steinbeck Manitoba to get it. The Smartest thing I did is take my instructor along to get it.

The Airliner we flew was equipped with individual monitors and I chose to watch the GPS display. I observed that, upon descent into Winnipeg airport, we entered cloud at 33000' and didn't break through until we were over the runway apron. The guy I purchased the plane from met us at the airport and drove us to Steinbeck where his mechanic was doing some work on it for me. Driving through Winnipeg we observed that the cloud ceilings were soo low we were unable to see the top floors of the high rises. We wouldn't be leaving that day. As it was the airplane, that was to be completed weeks ago, was not yet completely assembled. Welcome to small town work ethics. We made arrangements for the mechanic to pick us up at the nearest motel the next morning.

It is illegal to carry the technical log book on the aircraft, in case you crash and burn they would be unable to blame you for not maintaining maintenance. So on our way to the mechanic's shop the next morning we dropped these off at a local postal service.

The cloud ceilings had lifted enough to make flying possible, although the wind was gusting at 28km per hr. We pulled the aircraft from the mechanics shop and lined it up down a dirt runway extended from his shop. It was directly cross wind and the plane was only demonstrated for cross winds up to 15 mph. I fired up the aircraft and proceeded to try to get the intercom to work. Unable to figure it out we turned off the engine and consulted with the Mechanic. As it was the portable intercom was missing. We discovered the previous owner had the intercom at home in Morris Manitoba.

We had decided that we would fly, a very short distance, to one of the most world renown flight schools where we would fuel up and work with them establishing a flight plan. Morris was only about a 20 min. flight so we decided to go there instead. The owners neighbors had a private runway. I had flown from it earlier when test flying the airplane. I had the mechanic make an x on my pmap where we wanted to go and off we went. My instructor flew the first leg and I navigated. We flew south west until we intersected with a road that would lead us to our destination. Upon arriving I pointed out the runway to my instructor. He didn't believe it could be it as the runway was only about 15' wide and didn't look like much from the air. It was basicly an extention of a driveway. I assured him it was and he entered a traffic pattern. Once again the winds were gusting at 28km per hr. and was directly cross wind. Our first attempt was all over the place and my instructor aborted and proceeded with a go around. He was unsure if he would be able to land and I encouraged him. His second attempt was better but far from comfortable. The previous owner was watching and complimented us on our landing. My instructor and I looked at each other and laughed. I noted," Obviously that looked better from the ground than the air! " After installing the intercom and fueling up we told the previous owner that we would call him from our next stop just past Regina. That was our flight plan. I didn't have a GPS then yet so we had to fly off our maps. I asked my instructor to take off and then I would pilot the plane while he would navigate. Taking off in the cross wind was tricky. We lifted off slightly and my instructor turned the plane sideways into the wind. The stall buzzer was buzzing and the wheels skipped a few times, sideways, on the runway. But we did get up and I took over the controls.

Because the ceilings were still very low we were unable to climb very high above the earth. This made our visibility quite limited so I literally flew the roads. If the road made a correction ,and I couldn't see where it came out, I followed it. We monitored our radios with frequencies of the nearest airports as we flew but didn't hear one single broadcast as we flew through Manitoba. We began to wonder if they even worked. I flew approximately 30 degrees off course to compensate for the wind.

As we neared Saskatchewan the clouds slowly began to lift and I was able to climb higher and higher until we reached an altitude of 8,500'. From this height ones visibility was greatly improved and we no longer had to literally fly the highway.

Entering Regina air space we decided to give them a courtesy call to let them know we would be passing through. We gave our call letters and they gave landing clearance. Regina is an international airport and we didn't even think we would be welcome. We decided we would land for fuel and pee break. They were very helpful guiding us in. There were 5 runways to chose from and they had us come in on one that was directly cross wind. Seems to be the way they do things in the East. We were given royal treatment with free coffee and computer access as they fueled up our aircraft for us. No landing fees were imposed. After stretching our legs we headed back to the Sky's.

The sky's were now clear and we climbed back to 8,500'. and enjoyed our flight towards home. Nearing Lethbridge Alberta it was clear some kind of front was moving in. The shear winds and mechanical turbulence tossed us about like some kind of amusement ride gone bad. At one point I continued to push on the control in order to maintain straight and level flight only to notice we were climbing 1,500' per min. Then we would drop like there was no support below us. We finally arrived at Lethbridge and again the winds were directly cross wind. I lined the aircraft up for landing and had my instructor take over.

Again we received Royal treatment. Checking the computer it was clear that we wouldn't be crossing the Rockies that day. However the forecast was good for morning. Not only was our aircraft fueled for us, a taxi was called and reservations were made for us at a local motel. We were even assisted in fastening down the aircraft.

The next morning we woke to clear calm skies. After Break-fast we called for a taxi and headed for the airport and departed into blue skys. Nearing the Rockies cumulus clouds began forming and I climbed to 10,ooo' flying over, under, and beside puffy white clouds. It was at this point that I first wished I had brought my camera. Any picture before would have fit anywhere along our last 7 hrs. of flight. One section of land pretty much looks like the next. However if one were ever to have engine trouble you wouldn't have any difficulties finding a suitable place to land. Flying amungst the puffy whites was the highlight of my flight. I have enjoyed that many times since. We climbed to 10,500' to clear the clouds which were now becoming quite dense and the openings to look through were becoming less and less. My instructor informed me that we should, perhaps, be going under. We dropped back down to 10,000' and I really didn't like what I saw. I suggested we stay on top as we knew it was clear behind us and could always go back. My instructor agreed. As we neared Abbotsford the cloud cover appeared as a sea ahead of us. My instructor navigated me more to the right and suddenly pointed out a hole in the clouds. In the centre of the hole I recognized Hope airport. We descended through the hole and followed the Fraser river right to Chilliwack airport where we landed.

My instructor never charged me anything for helping me get my plane. One day I hope to pay him for his services. With the lack of experience that I had, and the flight conditions we flew in, I don't know how i would have gotten home. I know it wouldn't have been the great experience that it was. Flying in adverse conditions with an instructor helps to establish what's "normal". I've since flown in winds gusting over 80km per hr. and wasn't concerned. Although I made that flight as short as possible. One thing my instructor told me, that has stuck with me, is: "If you have time to spare; go by air!"

By the way: My technical log book beat me home!

Mountain Flying

For my first post I thought I might share my last flight from Dawson Creek to Chilliwack. This flight consists of flying over two mountain ranges. Two options exist: Flying the Pine Pass or directly over the top. Clearly the optimum choice would be to fly direct, however, weather does not always permit this.

During my weather briefing, I was told that there were no weather systems in place and ceilings topped at 14,000 ft. I fly a small Beechcraft Musketeer sport 4 passenger airplane and do not carry oxygen. Max flying height without oxygen is 13,000 ft. for a max. of 30 min. I don't particularly like flying below cloud as I get a "closed in" feeling. Also mechanical turbulance can be considerably worse, and it's a waste of time as you have to fly where the valleys go.

There are no continual valleys through the rockies when flying direct. Choosing the Pine Pass would consist of flying 30min. to the west to Chetwynd, then up the valley to Prince George; Quesnell; Williams Lake; 100 Mile House; Cache Creek; Lytten; Hope; and Chilliwack. Shortly after take off from Dawson Creek I made observations that I could see the Rocky Mountain tops. If I could see the mountain tops then there was a very good chance that I could make it over the top.

There would be the possiblity that I would be, at times, out of sight of the ground. VFR ( visual flight rules) state that you must be in sight of at least 3/8 th of the ground at all time and clear of cloud by 500'. Rules also leave some discretion to the experience and comfort level of the pilot. I have chosen to go over in the past and feel that I did make the decision to do so as the safest possible choice of flight. However, this time it was the wrong choice and I got into trouble because of it.

When I arrived at the Rockies edge, I came across a band of white clouds that seemed to thin slightly to the east. My weather briefing did mention a thining in the cloud inland and again I thought that I could remain under 11,000' and "skip" over the clouds.

Thinking the cloud "band" would not be very deep I chose to climb over it rather than turn around and fly west to Chetwind. As I climbed over the first band I came across another. This is where I should have realized that there was trouble ahead and made the choice to go around and under. However the last time I flew in a similar situation the cloud ceiling dropped with the mountainous terain. So I continued on climbing over, going around, going under the puffy white clouds until I found myself at 13,500' above sea level pulling up to clear the next cloud bank at 70mph, with the stall buzzer buzzing, and cloud beginning to roll over my airplane. Dropping the nose of the airplane to avoid a stall, I circled back to where I entered and flew around the cloud bank.

Observing my predicument I was just above a "bowl" of cloud. Flying so closely to cloud had frost forming on my wings. During my pilot training if was often driven home that if we found ourselves in an undesirable situation one should swallow their pride and request help before it was too late.

I could see that it would even be difficult for me to go back from whenst I came. So I called control and asked if there were any holes close by that I could drop through. I was asked if I desired radar assistance and given a Vancouver frequency to go to. Vancouver found me immediatly on radar and suggested heading towards Prince George.

After approximatly 15 min. of flying around cloud maintaining direction given as close as possible I came upon a large opening in the cloud cover. Notifying control I decended down heading for Prince George airport. Control then notified me that I was above a river and it would lead me right to town. I had my portable gps and knew where I was.

As I neared town I dropped below radar service. Control contacted me requesting my intentions. I informed them that I would be continuing up the pine pass. They informed me that Quesnell was reporting rain and minimal visibility and Williams Lake was clear and that service was terminated.

I continued following the highway until nearing Quesnell. Sure enough it began to rain and visibility diminished rapidly. Concentrating on where I was going, I paid little attention to my gps and suddenly realized I was 50' over the apron of Quesnell airport and I wasn't monitoring their frequency. I comforted myself in the fact that no one else would be stupid enough to be out there flying vfr and I don't believe any ifr ( Instrument flight rules) flew into Quesnell. At least that's what I told myself. Lesson learned. Always pay attention to details of the area you are flying. It's not just your life you put at risk.

The airport was on rivers edge and the highway was at a higher elevation to the left. The clouds appeared to descend right over the highway but the river was clear so I chose to fly the river. There were times when I believe I may have stirred the water a bit. As soon as I got through the town of Quesnell, it stopped raining as quickly as it started. Clouds lifted slightly and I flew as high as I could while staying clear of cloud.

It was at this time I noticed that my electrical was giving out. I no longer had enough power to run my radios and my gyro ( direction guidance instrument) no longer had full spin. I decided to land at Williams Lake and have the problem checked out.

Approximately 10 min. from Williams Lake I noted that I was still flying just below cloud at 2000' above sea level and Williams Lake airport was at 3000'. By now I had been in the air for over 3 hrs. and could use a pee break. I continued on and soon the clouds began to thin until I broke through to see clear sky.

I climbed up to 4000' and came over a ridge perfectly lined up for landing at Williams Lake. Grabing my cell phone I called the emergency number for Williams Lake Airport and received clearance to land.

There appeared to be no service facilities open however I found someone with a battery charger willing to help. So I pulled my battery and put it on the charger for an hour. At 86% charged I replaced my battery and took off for Chilliwack.

Once I was out of the circuit I turned off all electrical and flew the river through the canyon to Chilliwack aproximately a two hour flight.

I believe that the real learning about flying starts after you get your pilots license and I still have lots to learn. However one's foundation for all your decisions come from your training instructors. I was very fortunte to have GREAT instructors at Principal Air http://www.principalair.com/ who worked hard to provide me with the tools one needs to fly outside of ones comfort zones. Thanks Alex & Jennett!