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!