Husky Pilot

Summer Trip 07

2007-08-14T09:12:00.001-07:00

Nothing in aviation goes according to plan. I left Ottawa last weekend thinking I was going to Idaho for a Husky Fly-in. The smoke haze in the air got worse as I headed West, I started to see it in Wisconsin and Iowa. A look at the satellite photos showed smoke plumes from fires in central Idaho and western Montana reaching the mid-west and up into Manitoba. I gradually turned left, starting a diversion (Canadian Private Pilot Air Exercise #23) of major proportions.

I'm not quite sure where I will end up - I will have to stop before I run off the edge of the charts (maps) I brought with me.

Somewhere South West of Ottawa

Landing on Grass

2007-07-02T15:01:00.000-07:00

We found Carleton Place airport after our initial navigation difficulties (see earlier post).

CNR6 has 2200 feet of nice rolling turf, although it can be a little soft and wet in spots, especially in the Spring. Each year I phone before landing there, since it is a "Prior Permission Required" (PPR) airport.

There was an ultralight Challenger on the frequency in-bound when we checked in, but we were closer and travelling faster. I let Lauren fly the approach while I made the radio calls. I pointed out the power lines and the displaced threshold, and she came in low over the hangars and touched down at the threshold. There was no hard bounce and no fighting to keep the aircraft lined up like when we land on asphalt, just a gentle bump and a slide. The grass slowed us down quickly, and we only used a few hundred feet of runway. We turned around and Lauren was surprised by how much power it takes to keep the aircraft rolling on the grass.

CNR6 - Carleton Place, Lauren's first landing on grass and Wonder Woman is still pumped about her landing

CNR6 - Carleton Place, Challenger C-ILPM followed us in

After taking photos to celebrate her best landing yet, and a chat with one of the ultralight pilots, it was time to go again. We did several more "stop and goes" on the grass, hopefully not too many because we don't want to annoy the airport neighbours on a Sunday morning. Lauren experimented with forward slips to lose altitude coming over the trees, and worked on her directional control on the rolling grass runway. Then it was time to leave Carlton Place and go to Gatineau Airport and have lunch at the little restaurant "L'Aileron" in the terminal.

Enroute - Look, it's the Palladium. Wait, it's the Corel Centre. No, it's called Scotiabank Place now. Look for the Ottawa Senators to host another Stanley Cup final series here soon.

Enroute - An eye-catching tennis court in Kanata

Enroute - Canadian suburbia in Kanata

My Aviat Husky has a cousin at Gatineau - this Pitts Special (built by Aviat). He was going up to practise in the aerobatic box as we were getting ready to leave Gatineau. I wanted to tell him that his engine had swallowed a valve but he looked like he was having too much fun.

Pilot Navigation

2007-07-02T11:54:00.000-07:00

Lauren has been working on her landings at Rockliffe and Gatineau airports. They have paved runways, fairly long, wide, and flat. For a change, I wanted to give her the chance to practise on a nice grass strip - CNR6 Carleton Place, about 10 miles South West of Carp.

First, we did a little navigation exercise to find the field. She flew West from Carp, at 1,200 ft above the ground. We overflew a small town and I passed her the map and asked her to identify the town. Her first guess was "Carleton Place", simply because she remembered where I said we would be going.

Dad: "How do you know this is Carleton Place?"

Lauren: "I don't know ... it has a road, and a railway, and a river ... ???"

Dad: "Check the map. Is Carleton Place on a river?"

Lauren: "No, it's near a lake on the map. So this is Almonte, it has a road, and a railway, and a river."

Dad: "It seems a little small to be Almonte. Does Almonte have a ski hill - do you see those ski trails and lifts over there?"

Lauren: "Umm. I Dunno."

Dad: "Do you see Mount Pakenham over there? With the ski trails?"

Lauren: "So this is Pakenham? Pakenham has a road, and a railway, and a river too?"

Dad: "Yeeeesss. Now where should we be heading to go to Carleton Place?"

Lauren: "I don't know. I thought you knew where it was."

And this is how pilots learn to navigate. My daughter inherited her map reading skills from her mother. I think I will show her how to program the GPS before she does her solo cross country trips.

This is Almonte - a nice little Ontario town with a road, and a railway, and a river too.

Flying with Lauren

2007-05-21T17:30:00.000-07:00

Lauren Spots the Traffic First

Probably the hardest job for a flight instructor is teaching family. My daughter started taking flying lessons with me in January. On one level, it makes sense. Learn from Dad. I own a plane, I am an instructor, my daughter is bright and an aeronautical engineering student too. What could go wrong?

She has the demands of fourth year engineering courses and two part-time jobs, I have my work and a part-time instructing job on weekends. There are extra demands that come with airplane ownership. She started a new job, the airplane had an annual this month, and I started working on Saturdays at Ottawa Flying Club. Suddenly, we had very little time for her lessons.

Mont Laurier, Quebec in January

Today we went flying together for the first time in a month. It was Victoria Day, the May long week-end. There were several people working in their hangars, but not many people were flying at Carp. We were going to work on takeoffs, circuits and landings, but first we needed a short warm-up flight to shake off the cobwebs. We flew over to Rockliffe (CYRO) to see who was around and grab a burger.

My daughter never eats before leaving the house. Her favourite part of the flying lesson is a ground briefing over brunch at Lachute, Mont Laurier or Gatineau. Dad pays for breakfast, of course. On some marginal weather days, we just leave the airplane in the hangar and discuss flying together over breakfast at Kelseys.

Rockliffe was great - John, my first instructor had dropped by for a burger. He is working in Africa, he gets a month off after two months overseas. Tony had the BBQ running, everyone had a cheeseburger with the works, some drinks and lots of conversation. Grab some napkins for the mustard running down your shirt. Oh well, you are wearing your old flying clothes and no-one from the office can see you here.

After Rockliffe, some pattern work ("circuits" in Canada) over at Gatineau Airport. Gatinau has a wide 6,000 foot strip, there was no other traffic and a friendly voice on the radio. Perfect conditions for a beginner to work on her landings. We did four circuits and stopped for a rest and discussion. We reviewed the lesson on slipping and how that applies with a crosswind. Her takeoffs were fine earlier in the day, but now she is overcontrolling and stomping hard on that right rudder. With the wind coming from the right, the aircraft nose seems to point into the wind when the tail comes up, while she was expecting a yaw to the left. Both the aircraft and the student are pushing hard to the right, and we head for the ditch. Good time for a break.

We wrap things up and head back to Carp. We didn't want to tire ourselves out with this lesson. It is stressful for a low-time student, and nobody learns much when they are tired. After landing in Carp, we discuss how the day went. It is much more difficult teaching her than flying with a stranger, because we know each other too well. I worry that I overcompensate for some of her weaknesses. I worry that I am not critical enough. I want us to have fun, neither of us wants to ruin it with silly bickering because we are tired or stressed by the lesson and the length of time we are spending together. I hope that we can continue flying together like this for a long time, whether she perseveres and gets her license or not.

Back to Idaho - Summer 2006

2007-04-29T11:39:00.000-07:00

I flew the Husky from Ottawa to Wyoming in two days in 2005 and I now admit that it must have been beginners luck. In 2006, nature threw up all of her General Aviation obstacles to ensure I did not get complacent. Low ceilings, forest fires, heavy rain, thunderstorms, and SNOW. Every leg was a learning experience. I spent an afternoon on the ramp of the Medicine Hat flight school Bar XH waiting for thunderstorms along the Montana border and a snowstorm (!) in Montana to dissipate.

Packed, Ready

I originally planned to leave on Thursday, 20 July 06, but there was lots of convective activity (ie thunderstorms) across Western Ontario and Michigan. I tried leaving Ottawa again on Friday, along with several homebuilt RVs from Carp that were going to Oshkosh for AirVenture. We all got turned around by low ceilings near Peterborough.

Lower Ceilings and Rising Terrain North of Peterborough

I could work around the weather in the Husky, but that is not fun and this was supposed to be a vacation. The prudent thing to do was to return home and try again later.

22 July 06 - Early Saturday morning, I re-packed, re-fuelled and re-filed. I used the route North of Superior again, flying over North Bay, Sudbury and Wawa.

Departing North West out of Ottawa, Skirting the Rain (Green Blobs on the Garmin)

Self Serve Fuel at Marathon

I used the self-serve fuel at Marathon, the cheapest fuel so far this trip. There was lots of smoke near Dryden, and firefighting helos transiting at 500 AGL. Ceilings no higher than 2,500 AGL between Marathon and Dryden.

I had a sore neck when I arrived in Dryden from map reading and constantly looking for traffic. I departed Dryden Sunday morning under a Special VFR clearance, the ceilings were much lower than Saturday and the flying was hard work. I met a gentleman ferrying a Bell Ranger from Marathon to Alberta while refueling at Saint Andrews (CYAV, Winnipeg). We had been travelling together between Dryden and Winnipeg, listening to each other's radio calls. Saint Andrews (Winnipeg) is not the same since the last Winnipeg Flying Club went bankrupt. Harv's Air is now operating the facility, but the restaurant is closed on the weekends, believe it or not. The vending machines at Shell were out of order. I survived by scarfing the granola bars and water from my camping supplies.

The further West I travel, the higher the Avgas prices. In Medicine Hat Alberta, literally within sight of the oil wells, 100LL is $1.67 litre.

For anyone sitting on the fence about buying a new GPS with satellite weather (the Garmin 396, 496 etc), I can tell you that having the weather in front of you in flight really helps flying cross-country. I bought a Garmin 396 when the 496 was announced, taking advantage of the drop in prices on the 396. This has been my first cross-country trip with it. It gives you a strategic overview of the weather, and allows you to understand what Flight Service is talking about while in flight. There are bigger screens and more complex GPS' and PDAs available, but they are too complicated for use in flight in the Husky. I should have bought stock in Garmin, I have bought almost everything they have produced since I got my PPL.

Snow in Montana

Pilot geeks will find many ways to amuse themselves with satellite weather. I looked up the METAR and TAF for Cut Bank Montana, where I planned to clear customs. 2 mile visibility with SNOW - in July. Time to call customs and change the plan.

Montana, "Where the Prairie meets the Mountains"

24 July - I got to Montana just before sunset, after waiting all afternoon in Medicine Hat for thunderstorms to pass. I crossed the border at a little place called Coutts Alberta (CEP4). There is a little grass runway that runs East-West right along the border, the US side of the border is called Sweetgrass Montana (7S8). The highway border crossing is only 100 yards away, so the agent just walks over, like at Piney in Manitoba. I think THY was parked with the tailwheel in Canada and the front tires in the US. The border runs along the side of the runway.

There are several little air strips like this between Chilliwack BC and Piney in Manitoba. Because they are only yards from a customs office, they only require one hour advance notice (to avoid that $5000US fine) and since you land on the Canadian side and take off from the US side after clearing customs, there is no requirement to call Flight Service for a transponder code. Check the AOPA International Operations website or the AOPA Airport Guide for the latest advance notice requirements for the specific airport. Just squawk 1200 and call on their Unicom (CTAF) frequency.

When I phoned to give my one-hour notice, the border agent asked me to confirm I was flying a taildragger and suggested I should not land here if it was wet, since it can be very rough. It took two low overhead passes to identify the strip, check the wind (gusting 20 knots from the North) and set up to land. Remember those precautionary landing practices? I positively identified the strip when I saw the Border Patrol pickup truck parked in the field waiting for me.

CEP4 Coutts Alberta is also serves as K7S8 Sweetgrass Montana

Coutts Alberta - Sweetgrass Montana Grass Strip at Sunset

I landed before sunset, and took off as the sun set. There are no lights at this runway, so if I had been delayed, I would have had to camp at the little grass strip. I flew for another two hours after dark, watching the lightening as the huge thunderstorms moved East into North Dakota. Beautiful flight, followed by a squeaker of a landing in Great Falls. Always a great landing when there are no witnesses.

I spent the night in a Holiday Inn Express in Great Falls Montana, within sight of the Rockies.

Into the Mountains
25 July 06 - I left early in the morning to fly into the Idaho mountains. No wireless internet out there, there are not even any roads into the campsites.

Heading West out of Great Falls Montana

I spent four days in Idaho - I flew from Great Falls (KGTF) to Johnson Creek (3U2) in Idaho. This airport is at the bottom of a mountain valley, but there is over 3,000 feet of immaculate grass runway, 300 feet wide. The caretaker waters this runway daily with water from the creek running beside the camping area. This airstrip caters exclusively to fly-in campers, no other tourists are allowed to camp here. The facilities are provided by the State of Idaho, and are very nice indeed. The facilities include hot showers, firewood and two courtesy vans for driving into the hamlet of Yellow Pine for groceries or a burger. I set up camp in the shade, since the strip is at 5,000 feet and the temperature had been 101F each afternoon for a week.

Tied Down at Johnson Creek

Camping at 3U2 Johnson Creek, Idaho

Check out the local web-cam
http://www.ruralnetwork.net/%7Eyellowpinecm/
The resolution is not great, but you can see the grass strip is always being watered. It looks like a nice long and wide runway, but the field elevation is 5,000 feet and those mountains are 8,000 feet high. There is no specific circuit, since the valley is very tight. I use a dramatic slipping turn to bring the Husky in from 7,500 feet overhead to final in a 270 degree turn. Do NOT try this in the afternoons, when the density altitude can be over 9,000 feet on the field and the winds unpredictable in the valley.

There were a number of lightening strike fires burning in the area this year, and two firefighting TFRs to fly around. Johnson Creek exists to support the fire fighters. There are presently 50 firefighters from Washington State camped at the other end of the field, brought in to fight these fires in Oregon and Idaho. They are supported by up to six helos that drop in to pick up supplies. Everyone talks on the same CTAF frequency in this area of Idaho, so there are no conflicts. The bulk of the firefighting traffic occurs during the afternoon, when sensible pilots are snoozing in the grass or watching the helicopter activity.

There are many small backcountry strips in the area, all described in the "Fly Idaho" series of books by Galen Hanselman www.flyidaho.com . It is possible to fly into these strips, with the appropriate instruction and lots of practise in SLOW FLIGHT at altitude. There are Cessna 170s and 172s here, as well as lots of 180s, SuperCubs and one very nice Husky. It is best to fly at dawn or dusk, when the cooler temperatures and stable air make the winds down the canyons more predictable. I leave the afternoon flying to the professionals in their Cessna 206 sightseeing flights and the firefighting helos.

Cessna Turbo 206 Departing Johnson Creek

26 July - Surprise! The FBO at McCall Idaho (KMYL) had wireless. An opportunity to update my e-mail and ignore all the work-related ones. Fuel at McCall was $4.06 a gallon. The local pilots are complaining. I just pump the gas (half-tanks only at these density altitudes) and think of the price at home. Density altitude at McCall is 9,000 feet this afternoon, I am going for a walk to the lake and I will fly back to the campsite after things cool down.

VINES
28 July - I left Johnson Creek at dawn. I intended to land at Soldier Bar or Cabin Creek, two small strips on the Salmon River. There was a large forest fire burning 60 miles east of Johnson Creek and the smoke had built up in the mountain valleys. There was not a cloud in the sky, but the valleys were IMC with smoke. Flying further East was not possible.

Smoke in the Valleys

I had overflown Vines airstrip on the way out, so I doubled back to examine it closely. It is a very small strip (1100 ft x 30 ft wide) at an elevation of 4,110 feet. It is at the bottom of a winding river canyon with 200 ft tall trees on both sides of the river. I could make an approach from downstream, landing upstream. The visibility was fine, and the sun would be behind me on the approach. I flew a mile further down the canyon, dropped 20 flaps and did a tight turn (a real "canyon turn") to set up.

Vines High Pass

Vines Approach - Heading Upstream

Obviously this is not a regular circuit, it is a long, winding final following the bends in the river to stay between the trees as you descend. Stay on speed all the way down. I was thanking Simon Garrett at Rockliffe for all the slow flight practise we did in June. Because the approach is blind, you have to maintain a steady speed (1.2 Vso) just above the trees, ready to cut the power and drop down when the airstrip comes into sight. Because the strip is short, you want to touchdown within the first 50 feet of runway.

I overflew the strip twice before descending into the canyon (remember the precautionary procedure for an unfamiliar strip) and noted some rock formations to give me clues how far I had to go to the threshold. I also had my GPS counting down the distance, but I wasn't really going to place all my trust in the GPS. The book states that this is a "no go-round" strip, but I knew that if I was too high at the threshold, I could overshoot and climb out along the river at full power. Just follow the river, and avoid the canyon walls while climbing out.

I made the landing, stopping in less than 500 feet from the threshold (I paced it out). I shut down and sat in the plane for a few minutes, listening to the engine cool down and my heart rate decrease. The adrenaline rush from landing for the first time at an extremely challenging strip cannot be described. Better than chocolate.

Vines, Idaho

Landing Spot

Vines - Facing Downstream for Departure

The strip was extremely narrow and partly overgrown. The runway threshold was overgrown, there were many small trees growing on the riverbank and lots of rocks on the runway. The runway is maintained by the Idaho Aviation Association, but they cannot send in a volunteer workparty to all of these strips every year. Since this is in a national wilderness area, there are no roads into the site and the maintenance is all done by manual labour. I did my part, moving a few of the larger stones back under the trees and clearing some fallen branches.

The takeoff should have been anti-climatic, climbing out as steeply as possible to get back up to 7,500 ft. Acceleration was good but the runway was uneven and I was bounced into the air before normal rotation speed. The aircraft does not respond as crisply at 4,000 feet, so my corrections were slow and I felt a little wobbly, but I avoided the trees and quickly settled into a Best Angle (Vx) climb until I was above the canyon walls. I learned a lot and had a truly memorable flight.

DIXIE TOWN
29 July 06 - The town of Dixie is a small Idaho mountain community with a year-round population of 16. It was originally a gold mining community founded in 1862. I was given a tour by the lady who owns and operates the local outfitting lodge. She caters to hunters during the fall, snowmobilers during the winter and pilots, hikers and horseback riders during the spring and summer.

Dixie Town

Dixie Town (no airport ID) has a graciously curved runway that runs through town. The Dixie Town runway is nominally at 5,618 feet elevation, although it dips as it curves. The 3,000 foot runway is 80 feet wide but it also doubles as the main street, so have a good look for ATVs, motorcycles and pedestrians before commencing your approach.

Dixie Town has it all, high elevation, a narrow, curved and uneven runway, high density altitudes and surrounded by tall trees. Verify the condition of the strip, have a careful look for vehicles and set up with a nice long final. Have a good look at the strip, and let the vehicle traffic on the ground see that you are coming in to land. Be prepared to overshoot if things are not perfect.

There is a sign telling people not to drive on the runway, but it is the only road through town!

Looking Back Down the Runway, Dixie Town

Dixie Town, Idaho

The Outfitters Lodge and Restaurant, Dixie Town

Line Up for Departure, Dixie Town

My Husky Panel with Garmin 396 and GNS430

2007-04-18T09:57:00.000-07:00

This post is for anyone who wanted to see my Husky panel setup with 396 (weather, XM Radio, terrain, etc.) plus IFR certified GNS430 in the panel. These photos are from my summer 2006 trip to Montana.

Summer 2006 - Passing South of Moose Jaw, near the Montana border

The photo shows US NEXRAD data superimposed on the 396 moving map. In 2005 & 2006, only US weather radar (NEXRAD) was available with the XM Wx service. This coverage extended into Canada, but only close to the border and was more reliable at higher altitudes. The weather (green blob) is a summer storm building west of CYMJ. I was en-route Coutts Montana. About an hour later I diverted to Medicine Hat because of a series of thunderstorms moving East across Alberta and Montana. You can see that there is no comparison between the map detail on the Garmin 396/496 and the IFR panel mounted GNS 430 below it.

As of 18 April 2007, Canadian radar data and weather forecasts (METAR/TAFs) are included with the US XM Wx Aviator service, but there is no way for a Canadian subscriber to get that data through their XM Radio Canada subscription. I have e-mailed and called but XM Radio Canada does not seem to understand the issue. A pilot living in Canada has several means to obtain weather data on his Garmin. Having a friend in the US buy a Garmin 496, getting a US XM Wx subscription and then lending you his GPS is one option. Another is to buy the Garmin yourself and get the US XM Wx subscription by using XM Radio gift certificates which do not require an address, or by simply giving XM Radio a US postal address.

The Terrain display - in Montana, just west of Great Falls

With the sensitivity on the terrain warnings turned to "low" - terrain less than 500' below me is yellow, less than 100' below me or above me is red. Here is the same view out the window:

Yes, I do use the XM Radio sometimes ....

And the PIC chooses the tunes.

Headset discussion - I still own a pair of both BoseX and LightSpeed 20XL ANRs but my clear favourite in the noisy environment of the Husky is the Telex Stratus 50D (below)

Telex Stratus 50D Headset

Last Day - Grand Forks ND to Carp Ontario

2007-04-17T12:06:00.000-07:00

LAST DAY: 31 July 2005:

Grand Forks was not very memorable. Relatively expensive gas, an unremarkable hotel and not much to see downtown. The next morning, I was eager to get back on my way. Airborne at sunrise, there were fairly extensive low stratus clouds so I was forced to fly on top for most of the morning, and a slightly circuitous route across Northern Minnesota to avoid the rain. I could have made it all the way to Thunder Bay, but I wanted a weather update and I needed to provide Canadian Customs (1-800-CANPASS) with an updated ETA.

KORB Orr Regional, Minnesota

KORB Orr Regional

I stopped at Orr Regional for fuel and to call CANPASS. Very quiet airport and a nice looking area but I couldn’t wait long because I had to make that ETA in Thunder Bay. The weather had cleared up, it was sunny blue skies north toward the Canadian border, although the route South of Lake Superior was again getting lousy weather. It was still early, but it looked like there would be thunderstorms along that route in the afternoon.

I left for Thunder Bay, opening my Flight Plan with Flight Services and setting the assigned transponder code for crossing the border. On arrival in Thunder Bay, I was directed to the customs ramp. Although I had met my ETA exactly, I waited a good five minutes before getting out of the airplane and walking inside. There was no-one around, and I used the courtesy phone to contact Canadian customs. “You have a clearance number, thanks for checking in, have a nice day.” I was free to proceed. I like this CANPASS system, I hope no-one abuses it.

Approaching CYQT Thunder Bay, slowing down to make my ETA, what a lot of bugs!

I was ahead of schedule and I could probably make it back to Ottawa that evening if I hurried. I filed a VFR flight plan for Wawa, (Since I was back in Canada, I have to file a flight plan or an itinerary for a flight of more than 25nm.).

Enroute along the North shore of Lake Superior, I could see thunderstorms on the US side of the lake. Sault Ste Marie had reduced visibility, wind but no rain, while Wawa and Elliot Lake were both clear. I had a good tailwind, so I continued past Wawa to Elliot Lake. An hour on the ground at Elliot Lake allowed me to check the weather, have a chat with the airport manager about organising a taildragger fly-in, and top-up on fuel.

Homeward Bound, somewhere north of Lake Superior

CYEL Elliot Lake, Ontario

Departing Elliot Lake, I kept a good lookout for traffic. I had not encountered any other aircraft since leaving Idaho, but descending into Elliot Lake, I was surprised by several floatplanes flying in the opposite direction at my VFR altitude and not making reports on 126.7 nor on the Elliot Lake CTAF. I doubt that they even saw me, they certainly didn’t take any avoiding action.

The sun was setting as I continued along the shore of Georgian Bay. Heading direct toward Ottawa, I could avoid the convective activity that extended over Lake Huron. It had been a long day, and as much as I wanted to admire the lightening over the lakes, I was looking for the lights of Ottawa. It was just after 10PM when I landed at Carp and put the aircraft back into the hangar. I was tired but felt very satisfied at how my first major trip in the Husky had gone.

Weeks later, I was still pumped about my trip but I was already thinking about next year. I saw lots of places in Idaho and Montana that would be interesting to visit. John & Trish told me about flying in Northern Labrador. Bob Hoff told me stories about ferrying Huskies to BC and Alaska. And my teenage son is interested in going across Canada with me next year. Life is great.

Recommended Reading:

• Fly Idaho, by Galen L. Hanselman (press) Q.E.I. Publishing, Box 1236, Hailey, Idaho 83333

• Guide to Bush Flying, by F.E. Potts (press) www.fepco.com Aviation Book Company, 7201 Perimeter Rd South, Suite C Seattle, WA 98108

• Mountain Flying Bible, by Sparky Emerson (press) Aurora Publications, P.O. Box 573, Jackson Wyoming 83001-0573 www.mountainflying.com

Backcountry Flying Associations:

• The Idaho Aviation Association: http://www.flyidaho.org/

• The Montana Pilot's Association (MPA): http://www.montanapilots.org/

• Idaho Aviation Association: www.flyidaho.org

• McCall Mountain Flying Seminars: www.mountaincanyonflying.com/

Idaho Airport and Mountain Pass Webcams:
http://511.idaho.gov/staticMap.asp?display=cams

Johnson Creek Webcam:
http://www.ruralnetwork.net/johnsoncreek/

The Husky Taildragger.info Website:
http://husky.taildragger.info/index.php

Helena MT to Grand Forks ND

2007-04-17T11:24:00.000-07:00

DAY NINE (Continued) 30 July 2005:

Heading East from Helena

Departing Helena, the weather ahead was clear all the way through to Minnesota. I didn’t want to miss the scenery, I was flying about 1,000 ft AGL. I had a friendly tailwind, so I pulled the power way back but was making good time. At times, I was enjoying a 120-knot ground speed and a smooth ride. With the Oregon Aero seats and a good headset, the Husky is very comfortable going cross-country. Fifty gallons of fuel onboard, and the engine sips less than 6 gallons per hour when leaned out.

Approaching the Missouri Breaks National Monument

I made Grand Forks North Dakota that evening, over 620nm from Helena, including a couple of small diversions to take photos of interesting ranches and rivers. I could have gone further but I was catching up with some weather and it was getting dark.

Johnson Creek Idaho – Grand Forks North Dakota with a fuel stop in Helena Montana – 820nm total, 8.6 hr Flight Time

KHLN Helena Montana

2007-04-17T10:11:00.000-07:00

DAY NINE (Continued) 30 July 2005:

Climbing out of Elk City, I set a course for Helena. There were several mountain ranges to cross leaving Idaho, but the winds were light and the air was clear. I had much more confidence in selecting a route through the valleys and following the highways into Montana. It seems like a step back, with two or three GPS in the aircraft, to be planning a cross-country flight following the highway, but it really is the safer way to traverse the mountains and foothills.

En-route Helena - that is 1U1 Moose Creek below my wing

Simulated Engine Failure - Where Will You Land?

Helena was a curious place. It has regional airline service, huge runways and a tower, but I was there for 90 minutes and did not see a soul. The FBO “Mustang Mickeys” is an institution amongst pilots who pass through. A local dentist owns and operates this FBO, but everything is based on the honour system.

Helena - Mustang Mickey's

The fuel is self serve, and you cannot miss the pump – there is a P51 Mustang providing top-cover! There is a kitchenette and bunk facilities inside the FBO, a stocked refrigerator, and one or two cars with keys sitting outside.

Fuel Pumps - Helena

There was no-one around, but as long as pilots respect the owner and follow the few simple rules posted in the kitchen, everything runs smoothly. The fuel was cheap, too!

S90 Elk City, Idaho

2007-04-17T09:43:00.000-07:00

DAY NINE, 30 July 2005:

After several days of camping and flying around Johnson Creek, I loaded up my gear and prepared to fly home. The morning of my departure, we all flew up to Elk City (S90) for breakfast.

S90 Elk City, Idaho

There is one narrow, curved grass runway at Elk City, designated as 14 and 35. Yes, it has a kink in the middle. It is shaped like a hockey stick, and it is narrow, with trees and brush on both sides.

I could see Darryl’s Cessna 206 already parked, so I figured there was room for the Husky.

The Curved Runway, Elk City

Transient Parking

We walked about 100 metres into town, a sleepy but friendly little place that probably sees lots more activity during the hunting season. We found most of the local population was having breakfast at the general store. As we walked in, someone asked who was the Canadian and how I liked my Husky. Everyone had been watching when we flew over the town on final.

The General Store

The couple at the next table leaned over and introduced themselves, it was John and Trish McKenna from Bozeman, Montana. I had read some of John's writing on the Recreational Aviation Foundation. John and Trish were travelling through the area in their Jeep after having flown into the area many times. John told me “if you are Canadian and you fly a Husky, then you know Paul”. Of course, he was talking about Paul Nopper, who wrote the articles that got me interested in this kind of flying. John told me that I was now part of the "Husky Cult".

Following breakfast, it was time to say goodbye to the guys and start heading home. We promised to do something similar next year. Dave told me about a couple of good fuel stops in Montana and North Dakota with self-serve fuel pumps and overnight facilities for transients. Dave recommended Helena Montana for my first fuel stop. “It’s more than just a fuel stop, you’ll see”, he said.

Johnson Creek - Elk City (S90) Idaho, 30 Jul 05 (officially listed as Runway 14-35, runway curves like a Bobby Hull hockey stick)

Breakfast at Big Creek

2007-04-16T17:06:00.000-07:00

DAY SEVEN:
On our second day at Johnson Creek, we decided to fly out to Big Creek (U60) for breakfast. This could easily become my favourite place to fly for breakfast in Idaho. This is a beautiful spot in the mountains, about 18nm from Johnson Creek. Big Creek airstrip has a 3500 x 110 foot turf runway, located in a mountain valley at 5740 foot elevation. The surrounding mountains are 8800 to 9300 feet high.

Flying Downwind U60 Big Creek

The Big Creek airstrip serves a local Forest Ranger station and several outfitting lodges. The Big Creek lodge is only steps away from the end of the runway, and serves a large breakfast to guests and fly-in visitors. You can rent a cabin, stay at the lodge or camp beside the airstrip. I chose to fly there from Johnson Creek for breakfast, and then spend the rest of the morning flying around and visiting smaller strips. By 1PM, the air is too hot and unstable for safe flying in the canyons.

Short final Big Creek

Pilots at Big Creek are advised to be alert for moose, deer and elk on or near the strip. It is also a one-way strip, landings on Rwy 19, take offs on Rwy 01 when wind permits. If the wind does not permit a comfortable take off on Rwy 01, do NOT take off!

We arrived early in the day and departed by 11AM. The Husky has lots of power for this kind of strip, as long as you don't try anything foolish. I noticed as I flew the downwind leg that half of the runway was being watered, with a line of orange pylons marking the irrigation hose. I flew a mile downstream before I let down into the valley and reversed course to fly final. The approach is blind, once you descend into the valley, you do not see the runway until short final, like most of these mountain strips.

The runway is not flat. You have a choise of landing downhill, on the flat or uphill. The runway is shaped a little like a ski jump, with the low spot just before mid-field. In the spring, this area can be very soft and muddy, and you can bog down. In July and August it is very dry and firm. Here is the ramp area - at the top of the hill.

Mike Taxis Uphill in the Stinson

It is a short walk to the lodge, where the caretaker and his wife will greet you and sit you at a large table to serve you a hearty breakfast. During this camping trip, breakfast was often my only meal of the day, I simply could not eat anything else. After breakfast, you can sit and watch the hummingbirds at the feeder outside, or watch the deer in the meadow.

The lodge. The hummingbird feeders hanging outside drew a crowd of birds in the mornings.

Departure procedure. Plan to depart before noon, and never with a tailwind. The takeoff roll is downhill, and you have to follow the valley downstream for a couple of miles to gain enough altitude to cross the ridges. Remember to check the density altitude, and calculate the aircraft performance accordingly. It is usually at least 90F by noon in July and August, so the takeoff roll could be at least twice what you are used to, and your climb rate will really suffer while you climb out of the valley.

Camping at Johnson Creek

2007-04-16T16:30:00.000-07:00

DAY SIX - EIGHT:

Tied Down at Johnson Creek

Camp under the trees or under your wing

At Johnson Creek, the State of Idaho has provided facilities including showers, toilets and a telephone. Just bring a tent, sleeping bag and food. You must arrive by airplane, you are not allowed to camp if you arrive by road. There are several vans available to drive into Yellow Pine. There is even a webcam on the field (http://www.ruralnetwork.net/johnsoncreek/) to check conditions.

Johnson Creek - Extreme Camping for Pilots

It is a good idea to phone ahead and confirm that there isn’t a fly-in scheduled at the same time you plan to visit if you want peace and quiet. Each year type clubs including the Cessna Stationairs, Maules, Supercubs and others organize fly-ins at Johnson Creek. During the weekend of the annual International Harmonica Festival at Yellow Pine, there could be 80 aircraft parked on the field and the camping sites around the perimeter will be full. If you want a quiet time sitting under the trees, you will not find it at Johnson Creek during those fly-in weekends.

The Airstrip at Johnson Creek

Dave goes to Idaho when everyone else in North America goes to some fly-in near Oshkosh. We had Johnson Creek practically to ourselves. We settled into our camp sites. Darryl had a Turbo Cessna 206, an airplane ideally suited for backcountry camping. Darryl had removed the back seats and outfitted the back as sleeping quarters. He could haul several hundred pounds of camping gear. He had more stuff in the back than that Canadian Tire guy. He pulled a camp fridge, reclining chairs and power tools out of his airplane.

I met Mike from Arizona. Mike is a coffee consultant – he makes his living showing people how to run coffee franchises. Mike had a beautiful Stinson, and it was his first trip into these mountains.

Mike Lands the Stinson

Finally, I met Ward, a friend of Dave’s from his Navy P3 days. He had flown up to Idaho in his Cessna 310. Ward lives in Austin Texas where his wife runs a large company and Michael Dell is his next-door neighbour. Ward brought his twin Cessna in with great style on his first approach.

Our plan for the next few days was to wake up early, pick a destination to fly to for breakfast, fly out, walk around the new strip, eat a great breakfast and fly back to Johnson Creek before noon. In the afternoon, we washed and polished our airplanes and then went hiking around Johnson Creek. We either cooked supper over the grill at the campsite, or drove into Yellow Pine in the van for a healthy burger and ale at the local general store/tavern. This is pilot heaven.

Yellow Pine, Idaho

The International Harmonica Festival is held in Yellow Pine

There were several airstrips nearby that serve outfitting camps. I don’t hunt, but elk hunting is very popular here in the Fall. The local outfitting camps all have their own back-country airstrips and will serve breakfast or lunch to anyone who flies in. Big Creek and Sulpher Creek are two popular resorts, both within 20 minutes flying time of JC.

Hiking Above Johnson Creek

Day Six through Day Eight: Camped at Johnson Creek (3U2) Idaho, 27 Jul

Idaho Falls to Johnson Creek

2007-04-16T15:42:00.000-07:00

DAY FIVE, 27 July 2005:

After my de-brief and new signatures in my logbook, I took off from Idaho Falls for McCall (KMYL), Idaho. I had arranged to meet my friend Dave at McCall. Dave was flying up from Phoenix Arizona, and we would rendezvous at McCall before heading into the mountains for a few days of camping.

I was about an hour late when I landed at McCall. I taxied to the self-serve pumps, but there was no sign of Dave. I checked with the FBO, but they assured me that they had not seen a Piper Dakota nor a Cessna 206 arrive from Arizona that morning. They suggested that my friends had probably stopped somewhere for lunch en-route.

While I was standing beside the Husky, Tim Clifford walked over to introduce himself. Tim is a Husky owner from Florida. He had flown up to Idaho to take mountain flying lessons. Tim introduced me to Lori McNichol, who runs the Mountain Flying School at McCall. The school is housed in a log cabin right on the ramp at McCall. The Mountain Flying School is one of several flying schools that aim their curriculum at pilots who are preparing to fly into mountain or back-country strips such as those in Idaho.

Lori described how pilots get into situations that they are not prepared for when flying in the mountains and canyons. She explained how she flies with each pilot in his own aircraft, or one of the Super Cubs available through the school. The program is extremely popular, the courses are normally sold out at least six months in advance and many pilots come back for recurrent or advanced training. I felt that a mountain flying program would be a sensible and worthwhile investment before my next adventure.

C-GTHY at the Mountain Flying School (background) McCall Idaho

I was sitting in front of the school when Dave taxied in. He knew he had found me when he saw a bright yellow airplane with a funny registration. He and Darryl had stopped in King City, Nevada for some cheap fuel and a free lunch. A casino with it’s own airstrip can be a real bargain if you don’t stay to gamble.

We walked across the road to buy groceries. The stores in McCall sell everything from baked beans to beer and camping gear. This would be a guys-only camping trip, so we bought everything that we needed, which was mostly canned beans and beer.

We loaded up Dave’s Dakota. He had removed the back seats and left them in his hangar to leave lots of room. Dave gave me a briefing on the approach into Johnson Creek, told me to follow him, and we took off in our separate aircraft. Dave is a retired Naval Aviator, a former instructor, currently a South-West Airlines pilot and he has a gazillion flight hours.

I was able to follow Dave’s Dakota until we were overhead Johnson Creek. The strip is relatively long and wide for a mountain strip, but the approach that Dave preferred was to descend over the town of Yellow Pine, downriver from Johnson Creek, and follow the right side of the river upstream to the airstrip.

Following the River to the Airstrip at Johnson Creek

This is not a straight line, Dave warned me that I would not see the strip until short final and that I would have to commit to landing or go-around at that point. Dave’s friend Darryl was on the ground, and described the conditions as “easy, winds calm, no problems”. Darryl is also a South West airline pilot, with a ton of experience in the mountains and a wicked sense of humour.

Dave landed and taxied clear, then I flew over Yellow Pine and descended into the river canyon. I seemed awfully close to the trees, and my ground speed seemed very high. As I rounded the last corner, I was thinking I was low but fast.

Final at Johnson Creek

Actually, I was actually both much higher and faster than I thought I was. I had the throttle at idle, the prop at fine pitch, the flaps out full, and I was looking for an anchor to throw out. A Husky absolutely refuses to land gracefully if too fast on final. I glided on, far past the point where Dave and Darryl assumed I would touch down. Finally, somewhere near the second half of the runway, she settled onto the grass and rolled to a stop. From flying to stopped on the grass only took 200 feet, but I was well past the midway point of the runway when I touched down. I looked at the windsock. There was a seven-knot tailwind at the North end of the field when I landed, and the wind down the canyon took me along for the ride. Why didn’t I notice that when I overflew the field? There were so many things to look for, the conditions that Darryl assumed were benign were obviously quite challenging for me.

Short Final - Come Around the Last Corner, Slow Flight and Configured to Land

The Gang Tied Down at Johnson Creek - Stinson, Husky, Piper Dakota, Cessna T206

Day Five: Departed KIDA Idaho Falls; Fuel at KMYL McCall Idaho; Arrived 3U2 Johnson Creek Idaho

Visit to the Aviat Factory and More Tailwheel Instruction

2007-04-16T13:21:00.000-07:00

DAY FOUR:

Early next morning I met Bob Jones at the Idaho Falls airport. Our first flight would be a short hop over to Afton Wyoming to visit the Aviat factory. There was a small problem with the rigging of my Husky, and Aviat had offered to straighten things out.

The Aviat Aircraft Factory – a new Husky being built

Crossing over a 9,500 foot ridge from Idaho Falls, the town of Afton Wyoming lies in a valley at 6,200 feet elevation. The Aviat Aircraft factory builds certified aircraft, including the Husky and the Pitts aerobatic biplane. Aviat will also re-cover, repair or refurbish older Pitts or Huskies. I was given a tour of the factory, including the hangar where damaged or tired Huskies and Pits were being rebuilt to new specs. I met the factory pilot, Mark Heiner, who showed me the Husky prototype, now a test-bed with a new wing. The 2006 Husky has redesigned ailerons, and no spades on the wings. This is an improvement, since this new Husky will have fewer things hanging off the wings. It also makes the Husky more responsive in roll and the new flaps allow a much steeper descent rate.

Mark gave me a set of rubber bumpers to cover the flap hinges on my aircraft. I usually remember to warn people about those hinges, but I was embarrassed when someone at Rockliffe hurt himself looking at my airplane. I now call these rubber bumpers “Chris Hobbs Head Protectors”.

It was noon when Bob Jones and I left Afton. Jonesy had me practice canyon turns and stalls at 9,500 feet. This looked different to me, since we were only 1,000 ft AGL. We flew over to Rainbow Ranch and did several stop ‘n goes at Bob Hoff’s grass strip. I learned that I had not been aggressive enough with my Husky; I was used to flying nice square circuits in Ottawa, and I was flying the speeds recommended in the POH – speeds that Jonesy assured me were too high for landing a Husky without drama. Instead of using 1.3 VSO, Jonesy had me find the actual stall speed and then use 1.1 of that stall speed on final. The Husky looks like a Super Cub, but it is much cleaner and does not lose speed like a Cub. Too much speed in the flare means that the Husky will float the entire length of a short strip – not a good thing at one-way strips in the mountains.

Rainbow Ranch - Bob Hoff's Grass Strip

After putting a few divots in Bob Hoff’s beautiful grass strip, we flew back to Idaho Falls for more circuits. It was 95’ Fahrenheit and Idaho Falls airport density altitude was over 10,000 feet. Since I normally fly from an airport that is basically at sea-level, I was pretty tired and falling behind the airplane. I was very humble by the time we called it quits and went out for dinner with Bob Hoff.

The next morning, Bob Jones and I met at 0700 and went for a short flight in the cool morning air. What was different? Everything! The airplane responded the way I remembered it should. The landings were nice, three pointers or wheelies with no bounces. No grumbles from Jonesy in the back seat. It was time to quit while everything was working. We talked over what I had learnt during the previous days. I had managed to learn the right way to fly the Husky and corrected several bad habits.

Billings to Idaho Falls, Idaho

2007-04-15T14:35:00.000-07:00

DAY THREE:

July 25th was my introduction to a completely different kind of flying. I had flown over mountains in New Mexico and Arizona in the Baron, but now I would be flying through the mountain passes.

Billings airport is at 3,700 ft., but 40 miles further west the landscape rises abruptly at the eastern edge of the Craz and Absaroka mountain ranges, which rise to 13,000 ft. The ceilings were low, the cloud bases were about 2500 ft AGL in Billings. I filed a flight plan for Idaho Falls, got some technical advice from Flight Service, (“If in doubt, stay VFR and just follow the Interstate”), and climbed into the airplane.

My call to Billings Ground for taxi clearance was met with a curt reply “The airport is now below limits, what are your intentions?” The ceiling had dropped dramatically, and since Billings airport sits on top of a hill, the cloud base was only 150ft AGL. I was not in a hurry and I could wait for the weather to clear, but I listened to a VFR-only Bonanza pilot circle the airport at 9,500 ft looking for a hole to descend. From the sound of the pilot’s voice, he was not having a good day. If you travel cross-country, it is wise to get your IFR rating and stay current, even if you never plan to use it. An extra hour on the ground was all it took for the weather to clear. I am not sure how the Bonanza pilot held up, but he was taxiing in as I lined up for departure.

Heading Into the Mountains

The ground West of Billings rises quickly. I flew all the way to Idaho Falls at 8 – 10000 ft, but I was frequently less than 2000 ft AGL. There was no wind, and visibility was 50+ miles ahead and behind me but limited by granite off both wingtips. The low-level airway follows the interstate, and the interstate follows the pass through the mountains. It was a safe flight, but since it was my first opportunity to fly “through” the mountains, I found it very intense. By the time I reached Idaho Falls, I was ready to take a break.

Enroute Idaho Falls

AeroMark, Idaho Falls

I taxied up to Aeromark at Idaho Falls, the “Best Little FBO in the West”. Bob Hoff was there to greet me. Bob is an Aviat dealer, in fact he sold the very first certified Husky in 1989. Bob Hoff had arranged a hotel room for me in town, and had arranged for Bob Jones, the “world’s best Husky instructor”, to give me some dual instruction the next day.

It was Bob Jones’ 80th birthday, there was going to be a party and I was invited! Bob Jones is a legend, he has given many thousands of hours of tailwheel instruction and he is a former FAA Instructor of the Year. There were 80 people at the party, everyone either owned or had owned a Husky, and Bob Jones had given instruction to almost everyone there! The party was held on the grass strip at the Hoff family farm, “Rainbow Ranch”. Bob gave me a private tour of his hangar before the other guests arrived. Inside the hangar was part of Bob Hoff’s aircraft collection. Two Beech Staggerwings, two Stearman (would that be Stearmen?), and several classic Cessna taildraggers, all in mint condition and flown regularly. There were also antique cars and an amazing collection of vintage Harley Davidson motorcycles. Bob has other aircraft and cars in his collection, but they are elsewhere being restored.

One of Bob Hoff's Hangars

Day Three: Departed KBIL Billings MT; Arrived KIDA Idaho Falls ID. Total Flight Time 3.6 hrs; avg speed 72 kts

Thunder Bay to Billings Montana

2007-04-15T14:04:00.000-07:00

DAY 2:

July 24th was clear and cool. The young lady driving the hotel shuttle complimented me on my “cute” little airplane. I filed a flight plan to Beaudette Minnesota (KBDE) to clear customs. Winds on the nose at over 40 knots, but they seemed to decrease with altitude. At 8500 ft I was making 65 knots groundspeed, and I was concerned about the 30-minute ETA window to meet customs. Winnipeg Radio told me to call US Flight Services for my discrete transponder code to cross the border. The frequency was jammed with dozens of Oshkosh-bound aircraft calling to update flight plans, asking where they could clear customs, asking about their buddies, fuel stops or transponder codes. I quickly asked for my code and revised my ETA for Beaudette.

Three aircraft were converging on Beaudette, two Helios on amphibs and myself in the Husky. Beaudette has a grass runway oriented into the wind. Once overhead, I could see the grass runway was littered with large bales of hay. I took the paved runway instead, practising my crosswind technique and taxiing gingerly to the FBO. A friendly lady from US Customs thanked me for revising my ETA and told me that it saved her a trip, since the two amphibs also required clearance and it was nice of us to arrive together. I assured her that it was my plan to make her day easier. Fuelling took some time since the ramp attendant was out with the tractor gathering up hay bales.

Beaudette Minnesota

With a fully fuelled aircraft and pockets stuffed with granola bars, I left Beaudette and set off for Bismark N. Dakota. Threading my way West between active Military Operating Areas (MOAs), looking out for transiting F-16s and listening for weather updates on Flight Watch, I had lots to occupy my time. I heard from Flight Watch that thunderstorms were building around Bismark, and I would make better time staying further north. I pressed on to Minot, arriving at 1630 local. I asked at the FBO if they had any good hotels to recommend, and they laughed. “The big airshow is this weekend, and the State Fair starts tomorrow – good luck finding a bed here tonight.” Well, I had lots of daylight left, good weather ahead and full fuel tanks.

I continued west toward Montana, not realizing that I had just committed a huge blunder. I had not told anyone back home that I was continuing past Minot.

Billings Montana

When I arrived in Billings it was 2000 local (Mountain time) and getting dark. As I walked into the FBO, my cellphone was beeping to tell me that I had three missed calls and two text messages. Uh oh, not good. My daughter had text messaged, telling me to phone home immediately. I should have realized that it would be 2200 back in Ottawa when I landed ….

The phone call home that night was a chilly one.

Day Two: Departed CYQT Thunder Bay; Customs and Fuel at KBDE Beaudette MN; Fuel KMOT Minot ND; Arrived KBIL Billings MT. Total Flight Time 10.7 hrs; avg speed 88 kts

Off to Idaho

2007-04-15T13:46:00.000-07:00

DEPARTURE, 23 July 2005:

I departed Carp CYRP mid-morning 23 July – my birthday. Last minute packing and a late departure, isn’t that always the way? Thunderstorms reported south of Lake Superior led to a change of plans. Instead of clearing customs at Drummond Island MI, and following the south shore of Lake Superior, I opted to follow the North shore of Superior to Thunder Bay.

The air was clear but bumpy with scattered cumulus all the way from Carp to North Bay and Sudbury, and then directly over Chapleau to Wawa for fuel. Lots of radio traffic from firefighting teams working around Chapleau and Wawa, and some smoke, but a nice flight.

Fuel Stop - CYXZ Wawa

On the ground in Wawa, I met Gordon Ross, who had just finished fuelling his very nice Aeronca. He was calling it quits and heading for the hotel. He gave me a quick weather update – thunderstorms now forecast north of the lake – and he told me that we were probably staying in Wawa overnight. His ride into town was waiting and I still had to get fuel. After I paid my bill, I phoned Flight Service and was told that the thunderstorms were intense south of Superior, but the northern route as far as Thunder Bay was forecast to stay clear. I filed for Thunder Bay, and ran back to the Husky. I knew that my weather window might be closed tomorrow.

I made Thunder Bay late that afternoon, a smooth flight along the north shore, maintaining 2000 ft over the islands and admiring the scenery that used to pass far below my wing when I flew the Baron. Every hotel room in Wisconsin and Minnesota would be filled that night by pilots heading for Oshkosh. I held up short in Thunder Bay that evening, to give myself an opportunity for a good night’s rest, since I knew the next day would be a long flight and into a headwind all the way. That night I had a quiet supper and planned the next day’s flight.

Tied down in CYQT Thunder Bay

One final thought before drifting off to sleep, why do I always pick that hotel with the indoor water park that is hosting a soccer tournament?

Day One – CYRP Carp – CYXZ Wawa – CYQT Thunder Bay; Total Flight Time 7.0 hrs; avg speed 95 kts

Learning to fly tailwheel

2007-04-15T13:17:00.000-07:00

Bob Jones Delivered My Husky From Idaho

I had zero hours tailwheel time, and my last 300 flight hours had been spent flying my Baron with both feet flat on the floor. Gord Aust in Toronto had lots of Super Cub time, and he agreed to spend a day in the back seat of the Husky while I flew several hours of grass and asphalt landings. When I had three hours under my belt with Gord, I turned myself loose and brought the airplane back to Ottawa solo. I know that Gord and Bruce Musgrave were on the ramp at Buttonville shaking their heads as I departed on my first tailwheel solo. I landed back at Carp at dusk. My first solo landing had a couple of small bounces but there was no damage and no witnesses.

I told my friend Dave in Arizona about my new airplane. Dave and I met three years ago in Australia, when we each flew Cessna 172s on a GOANA Air Safari. Dave flew P3C Orions (aka Auroras) in the US Navy and now flies for South West airlines. Dave flies to Colorado and Idaho every year to camp in the backcountry. He suggested that I fly the Husky out to Idaho and join him and a few buddies for some camping at Johnson Creek.

The most experienced Husky instructor in the world is probably Bob Jones in Idaho Falls, so why not fly the new airplane back out there? It would give me a week or two of intensive flying in the plane to realy get acquainted with the aircraft. I had four weeks to study the charts, order the “Fly Idaho” book, and find as much as I could about the area on the internet.

First Flight - CPW3 Nobleton, on the grass

Importing an Aircraft

2007-03-16T11:33:00.000-07:00

Flashback to early April 2005 - almost two years ago! .... I had been waiting about six months for someone to buy my aircraft. My wife very wisely forbid me owning two aircraft at once. The sale of my Beech Baron would close in a few days, the new buyer's pre-purchase inspection had been completed, and I would just have to fly the Baron to Buttonville on 18 April and sign some papers.

I had resolved that my next airplane would be more fun to fly, less complex, a newer airframe with fewer hours and easier on the wallet at the gas pump. With the children at university, I no longer needed 5 or 6 seats.

I had wanted an Aviat Husky for about a year. I made a conditional offer on a used Husky in Idaho in February 2005, and expected to complete the purchase between 18 and 22 April. That Husky would be flown up to Toronto for an inspection, and then I would have to leave it there until it was re-registered as Canadian.

I learnt to fly at Rockliffe Flying Club (Ottawa) in 2000 and by 2005 I had just over 500 hours. This would be my third airplane purchase, and I was more excited this time than when I bought my first airplane. I was also working toward my instructor rating because that would give me a good reason to fly regularly and perhaps one day I could teach others to fly. The Husky would be both fun to fly and a great airplane to instruct in.

It seemed like I had about 20 balls in the air, with all of the money committed, inspections to coordinate and aircraft to move around.