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Adventures to Alaska 阿拉斯加之旅 June 5th -- June 27, 2010

Track my location via SPOT 

(doesn't support after 7 days from the last day of journey) 

Total flight time: 111.3 Hours (Tach: 96.0)

Total fuel used: 678 Gallons

Total distance travelled: over 10,000 nautical miles

Total landings: 63

Total attempted landings: 7 (some finally landed some gave up, either too tight or too risky)

Total departure attempts: 5 (endup turning back)

Total out of control: 0

Total fears: 1 ton

Total Joy and challenge: 10,000 tons

Remark

Yesterday (July 1st, 2010) was the first time I opened the cowling after return from Alaska. I took a closer look at the power plant, everything looks normal, no baffle crack, no oil leak, all nuts and bolts are tight, no trace of any loose connection, no wear and tear on the air box butterfly hinge. And the brake system and tires are as good as the day I left.

I then changed the engine oil and replaced the oil filter, also replaced airbox filter. I checked all the spark plugs, they all look dry with normal lead deposit, I cleaned all the lead out of the spark plug, vacuumed spark plug surroundings area (with a special nuzzle). Oil filler tube didn't touch the engine mount, no oil leak at the bottom, the gasket I replaced before the trip has solved the problem. Everything has turned out to be in perfect conditon.

I can takeoff to Alaska today if I have another month of vacation time.

I have done everything right for this long solo cross country (maintenance wise) and mostly right with the trip planning and decision making (otherwise I wouldn't be here to tell the story), I'm proud of myself.

Day 1, June 5, 2010 (Saturday)

Torrance -- Orroville -- Red Bluff

(See diary on the upper right hand column if you have more time to read)

Departing Los Angeles basin (Lake Casitas)

 flying through central California, stopped at Orroville for fuel, over night at Red Bluff, CA

Day 2, June 6, 2010 (Sunday)

Red Bluff, CA -- Cottage Grove -- Eugene -- Albany, Oregon

via Redding, flying through Mt. Shasta area 

Catch a good Wx at Reb Bluff, takeoff early, plan to go as far as I can, the ceiling is 6000 -7000 feet in most of the area, but after Cottage Grove, the ceiling dropped below 1000', shower comes and goes.

Catch a break at Cottage Grove and takeoff to the north, quite a challenge to reach Eugene. After Eugene the Wx turns VFR.

 Mt. Shasta

Day 3, June 7, 2010 (Monday)

Albany, OR -- Bremerton, WA -- Bellingham, WA -- Abbotsford, B.C. -- Chilliwack, B.C. -- Williams Lake, B.C.

Albany is a good place for fuel, $3.99 a gallen, city sponsored. The restaurant and lodging are at the south end of the runway, but I have some concern about the security for tie down over there. The location is far away from the terminal, no body to watch my stuff during the night, I'm fully loaded with the equipment. I only see a short fense with the gate constantly open, the restaurant parking is next to the fense and the street traffic is heavy.

I continue flying toward Seattle area on Day 3, got into a little bit of situation with low clouds when entering Olympia area, I decent gradually when the clouds got lower and lower, until I was down to 1500 feet, the ATC advise me that they have the concern about me losing altitude, they ask me if I am still able to maintain VFR clearance, I answered yes, because my bottom limit is 500 feet, I was flying on top of un-populated area, I know some where down the road the clouds are going to clear up. A minute later, ATC calls me again with more concern, advise me if I consider to change my destination from Bellingham to Bremerton which is 8 miles NE from my present position, I accepted their advise, filed a special VFR and fly directly toward Bremerton, until they are sure that I have the runway in sight, they terminated my radar service, I was deeply appreciated with their help.

(lesson 2: when clouds are forcing me going lower and lower, then it's time to turn around).

Bremerton Airport, WA, this is actually a good airport to stop for breakfast and a good town to walk around, very nice little town, feel like Vectoria.

 Bremerton Airport terminal

Having breakfast and waiting for the cloud to dissipate

While having my breakfast at the Bremerton airport, I see a hole suddenly pops open toward the south of the sky, I paid the bill and rushed to my plane and takeoff to the south immediately, I climb and fly directly into that huge opening, I know this is the chance to get out of this area, and I estimated this is the only place traps with low clouds and fogs. I figure, if I don't leave now, I'll be stuck here forever.

I have seen it earlier, the cloud top was around 6000 feet, nothing was on top of that toward the north, and Bellingham Wx forecast VFR, this is the mid point, my decision is based on the VFR at the destination. If I had climbed on top of these clouds earlier, I wouldn't have run into this awkward situation. I know it's a bad idea to climb on top of the clouds, but some times it's an alternative way to make it to the destiny, if for sure VFR on the other side.

After I pop up on top of the clouds, I could see blue sky and a few patches of clouds toward the south, just like I estimated, and I can turn around and head toward the south if my plan fail. I call ATC for flight following and start turning toward the north --- Bellingham. The ASOS at Bellingham stated 3000 broken, 6000 broken, Wx is perfect in that area (a sea level airport).

As I was climbing out, the clouds got denser and denser, I continue to climb toward 6500 then 8500...my final request to ATC was 10,500 feet. The clouds were rising with the the sun heating up from the top. I touched the edge of Seattle Class B air space twice with ATC's clearance, until I saw an opening on the NW corner of Seattle air space, I dived in right away, descend underneath the clouds and fly toward Bellingham, I had to keep the power up to prevent the engine from shock cooling. Rebel is a "Dragger", has so much drag that easy to keep the speed below the red line. Although my plan has worked, but I was taking a great risk racing with the rising clouds.

(The 3rd lesson: Clouds move up and down with the Sun, can rise faster than the airplnae can catch up, never under estimate the power of Sun).

After cleared with U.S. Customs at Bellingham and acquired the border crossing descrete squawk code from Flight Service, I took off and fly north to Abbotsford. In a few minutes I was in contact with Abbotsford tower, they assign me a new squawk code before I even cross the border.

After landing, I taxi to a designated area for Customs clearance and register my firearm. I have all the information ready for the Customs, including the firearm (barrel length, serial number, make and model. Keep the register number handy when return to Canada, they will ask you again).

Abbotsford has a few taxi way closed due to the construction, "back track" (back taxi) is required for takeoff. I was a bit confused with the ground taxi instruction.

 Heading toward Chilliwack, B.C. (only 10 minutes away) 

 Making a turn for landing at Chilliwach, B.C.

I made 45 degree entry at Chilliwack, a guy on the ground infomed me that it's not the standard way to enter the "circuit" (our term -- pattern), I should cross the midfield and join the downwind. This is actually the first time I was corrected by Canadian (they have flight school here). I have flown through so many airports, and even with control tower facilatated, but non of those guys asked me to fly "Canadian circuit", I have decided to practice their way from now on.

I went to flight school at the terminal to ask for advise crossing  Fraser River Canyon, it's tough under this unstable and windy condition. Jennet gave me several good advises for crossing. She said, at Lytton where two canyon joint together is gusting to 36 Kts (she checked the metar). She asked me how strong my Rebel is, I answered 5/2 (positive 5 and negative 2). She told me a Cessan 172 door was damaged by the turbulance recently, the survival gear was sucked out of the airplane. She also said, the down draft could exceed 1500 feet per minute at Lytton. Run away if I have to.

Flew between 4000 to 6000 feet MSL over Fraser river, moving from one side of the mountain to another, escape from strong down draft

I landed at Williams Lake around 5PM, after topoff the tank, I checked the Wx, filed the flight plan then continue to head toward MacKenzie, the Weather advisory was marginal, I put Prince Geroge as my alternate airport if the Wx gets worse (half way down the road), FSS advised me to check with them again when I am near Prince George. Something happened after I was airborne, I saw a thick layer of clouds directly on my path, I call Williams Lake and turn around to land immediately.

This is what it was coming at me (cumulonimbus), looks like the begining of a tornado.

When I was at the same altitude, it only looked like a dark thick layer of clouds, no way near what I have seen on the ground.

Lesson 4: I can only see two dimentional clouds in the sky, because I am on the same horizontal plane with the clouds, when clouds look really dark in the air, run as fast as I can. I followed this rule along my entire trip. if I couldn't escape from the rain shower, I always pick the lightest color rain cell to penetrate. Dark means "energe", may hold enough energy for a good lightening strike, be aware.

 Monster cloud over Williams Lake Runway

Two hours later, the monster clouds moved away, I could have taken off again to Mackenzie, but I was so tired, I camp out at Williams Lake that night. (Lesson 5, the condition may change within 2 hours, the journey may still be able to proceed).

Day 4, June 8, 2010 (Tuesday)

Williams Lake, BC -- Mackenzie, BC -- Watson Lake, Yukon -- Whitehorse, Yukon

Next morning, I continue to head toward MacKenzie, the clouds were spreading all over the path, some where around 3000 to 4000 AGL. MacKenzie aerodrom reported 1000 feet overcast and light rain. I called flight service at 6AM, it's foggy at Qesneil (1/4 of the way) and Prince George (midway), they advised me to check back at 7:05AM, they should be getting another satellite picture by then, then I called again at 8AM, it is still not good but has improved, and by 8:30AM, I filed the flight plan and headed toward Mckenzie (about two hours of flight). 

After Prince Geroge, the Wx got nasty again, I had to move away from the direct route and stay next to the highway. I wasn't worried at all because I was next to a 100 miles long runway (highway 97). As long as Mackenzie can continue to hold 1000' ceiling, I have no problem to land there.

It was better than the forecast when I arrived at Mackenzie, the Wx north of Mackenzie is better according to Vicki (the fuel pump lady, people call her -- - Queen of the North), she told me, pilot has reported back that the Wx to Ft. Ware is in VFR condition, no report beyond that point, the town is half way up in the Trench, at least I can make my way to Ft. Ware.

I put my life vest on, didn't delay for a moment, take off to the north immediately

This is one of the many rain showers I see in the Trench

I landed at Ft. Ware which is half way up of the Trench, a native villiage out in the no where, they look like Canadian to me, interesting accent. A strange grave yard next to the end of gravel strip, each grave has a "dog house like" structure on top of it, some with flowers attach to it. I thought it's the grave yard for huskies. But the native guy told me it's for the dead people.

The rain starts to fall when a native guy in his pickup came to see me, I didn't have time to chat more, took off to the north immediately, to escape the rain shower coming from the south (I encounted so many rain shower in the Trench, they were all in the form of small and medium size cells).

The picture below --- Ft. Ware, Yukon Trench. Horses next to the gravel runway, didn't seems to be bothered when I taxi by, the rock has put a nick on my prop so far, the scar was expected. Bush pilot said, no big deal, Califonia pilot said, wow got to get it fixed right away! I have a file and different grid of sand papers with me, I'll fix it at the next stop.

Ft. Ware village, rain is coming from the south

The sky north of Ft. Ware is much better than the south

Finally arrived at Watson Lake. Bill who handles the World War II control tower remodeling project at Watson Lake, who is also the tower control operator, the first Canadian I have taken the picture with, he has just bought a Canon T2i Camera, the same cameria I took this picture, I met Bill's son last year, whose name is also Bill, little Bill handled the tower operation while old Bill is out of town, that's Yukon control tower operation. Don't under estimate the little Bill, he is as professional as his Dad.

Again no delay while Wx is still good to go to Whitehorse, it's two hours flight from Watson Lake

Follow the highway, couldn't out climb the terrain and beat the Wx today

Arrived at Whitehorse, Yukon 

Day 5, June 9, 2010 (Wednesday)

Whitehorse, Yukon --- Northway AK --- Gulkana, AK --- Copper Center, AK  

 From Whitehorse to Northway, Alaska

Haines Junction airport, sitting in a very beautiful valley, make you feel home sick for Alaska

These ain't ponds, they are lakes, the grass-like along the lake shore are tall pine trees

Arrival at Northway, Alaska (U.S. Port of Entry)

This Airport was still a gravel runway last year, now it's all paved. my estimated arrival time suppose to be an hour later, I call flight service to ammend my arrival time with U.S. Customs, but I still waited in the plane for 45 minutes, my bladder was tight, anxious to get out of the airplane. but await inside of the airplane is manditory. So, don't drink too much water during the flight.

Before I reached Beaver Creek, a spent a good 15 minutes flying over a river bed, checking out sandbars, killing a little bit time to meet the arrival time at Northway. 

Alex, the young bush pilot ferries a Super Cub from Texas to Alaska for his boss, he was half of an hour ahead of me when flying through Yukon Trench (I heard him talking to Vicki on the radio). I made one stop at Ft. Ware (half way up the Trench) and we arrived at Watson Lake at the same time.

After having a few pictures taken at Northway Airport, I suddenly realized that my physical size is so perfect to be a pilot, look at how much weight and mass I can save for baggage and airplane performance, short guys are blessed. This picture was taken by U.S. Customs.

We decide to fly through Suslota Pass together, it saves about 1 hour of flight time to Gulkana.

After we come out of Suslota pass, several rain storms were waiting for us in the Valley, they blocked the path that we suppose to take, then a big flash of lightening strike drop right in front of us, force us to escape to the east (the opposit direction), very scary! then we flew for a good 30 minutes, still couldn't find a way to turn around to the south west, that storm cell just way too big. Finally we flew near the edge of the storm, Alex followed behind me. I put the paddle to the metal, ran as fast as I can. Poor Alex was stuck in his Super Cub with two giant tundra tires to slow him down, his throttle was fully open, trying to catch up with me, this is the only time you wish you are not flying a Cub.

I finally reached the River with lots of sandbar beneath me, Eventury Alex caught up with me and decide to fly straight to Gulkana, I followed the river and wished him luck for the rest of his journey.

After Gas up the tank at Gulkana, I flew 12 miles south to Copper Center airport, Stay over night at The Copper Center Lodge. The hotel was built in 1896 as a road house at the time. They serve very good food at the restaurant, even local residents come here to eat.

Tom (center) owner, who picked me up at the airport, a 3000 feet gravel strip maintains by the state of Alaska, Tom's dad is also a bush pilot. Every body knows airplane, airplane is part of their lives here.

Day 6, June 10, 2010 (Thursday)

Copper Center -- Gulkana -- Palmer, AK

Matanuska Glacier, next to Glenn Highway

from Gulkana to Palmer, one hour and 25 minutes of flight

Palmer Airport, surrounded by the most beautiful scenery I have ever seen (picture is hard to tell the three dimentional beauty of this Airport)

Day 7, June 11, 2010 (Friday)

Palmer, AK

I was going to take off to Talkeetna, during the preflight, the instrument panel power turns on by itself, all gyros start spinning, a short has activated a solenoid which power up the entire instrument panel. I got the volt meter out and start troubleshoot. I found a pinched wire in the harness, it's the 1st white wire count from the bottom (not the 2nd big white wire on the top), a small pin hole grounded to the brace bar behind the panel. This problem could drain my battery down if I haven't noticed. Very fortunate to catch the problem in time. This is the problem you don't want to see when landed in the desolated area. But I have a 400mA solar panel with me, still, it will take me a month to charge up the Battery.

Since I was delayed for takeoff, I decide to change the engine oil and replace the safety wire on the oil filler tube.  I checked the power plant thoroughly, it's in very good shape.

Since I have the baggage removed to troubleshoot the wire shortage, I took a picture of my folding bike. I made a weight distribution plate at the bottom to even out the weight on the floor, everything is just so pefect. BTW, this is a full size bike with Mountain bike tires, weights about 29 lbs. pretty light weighted consider for it's capability. During the severe tubulance from Kenai to Palmer, this bike didn't even make one scrach to my airplane, everything is just so perfect.

Palmer Colony Day Parade

 This weekend is happen to be Palmer's Colony festival day

Yamaha Road Star, own by a charter service owner at Palmer Airport, another bush pilot I met, highly recommanded the shore line route to Juneau, has to be done with good Wx of course. Wished I could ride this bike in Alaska. I have a similar bike in California, a Yamaha V-Star (1100cc).

Bed racing, Palmer colony day festival

 Palmer colony day festival

 Seasonal flower next to Palmer Airport 

Day 8, June 12, 2010 (Saturday)

Palmer -- Kenai -- Homer

Turnagain Arm, crossing the cook inlet to Kenai Penisula

Another view of Turnagain Arm, looking toward Kenai Penisula

Picture below --- Soldotna Airport, 8 miles SE of Kenai Airport, has pilot lounge, but no internet access, I actually practiced 4 landings there, to get used to power-on, high pitch and slow speed approach. I plan to land on Bob Breeden's private strip about 10 minutes east of this airport, his gravel runway is only 1700 feet long, with trees and power line at the either end of the runway. The landing has to be a power on landing with high pitch attitute, fly on the back side of power curve. Bob knew I was a low time pilot, suggested me to lighten the airplane by burning off some of the fuel before landing.

On the way from Kenai to Homer, I dive below the cliff and keep the speed up, then pitch up sharply and pop up on top of the cliff, I can always land on the highway if I have an engine issues. I trade the speed for altitude and altitude for the speed, playing back-and-forth until I was fully satisfied. Had a lot of fun follow the shore line to Homer.

 Homer, AK

Homer Airport (to the left) and Homer Spit

Homer Airport

Cafe Cups Restaurant, two doors away from Pioneer Inn, where I have the dinner

Pioneer Inn, Rich and Amy tel: 907-235-5670, 800-782-9655, nice place to stay over night at Homer, recommanded by Steve Mckenley who I met at Soldotna Airport, he attended a aeronotical school in Inglewood, CA. 30 years ago.

Day 9, June 13, 2010 (Sunday)

Homer, AK

I was going to fly to Lake Clark National Park to chase bears today, but it's too windy, no California birds are flying today, only Alaskan birds are still flying. So I stay in the town enjoy a day of peacefulness and bike riding, I visited wildlife refuge center, Museum, chatted with street artist, Musician and finally rode the bike to Homer Spit, a 4 miles stretch into the center of Kachemak Bay.

I met an English couple in the middle of Homer Spit, they travel mostly on foot in Alaska, they have walked almost 8 miles today and trying to get to the ferry terminal at the Homer SPIT here. I came across them earlier this morning while riding my bike across the town, they look older than me, teased me that riding the bike is much easier for the foot.

In Alaska, you do meet people coming from all over the States, for example, the fire fighter couple I met at Palmer, the Pioneer Inn owner couple -- a retired airline pilot, the Moose Pass restaurant bar tender, the lady bush pilot I met at Ft. Nelson, FSS operator Jeff at Homer Airport, street Artist, Musician.....and our Darlene CFI from El Monte. If you ask them why they come here, they will all give you the same answer ---- It's the magnificent beauty of Alaska and breathtaking scenery brought them here, the wildlife refuge, the hunting and fishing sports, and the freedom to choose a better life. They all have similar dream to fulfill.

Bill Kitzmiller and his solar wind Art Studio, the instrument holding in his hand is something he design and built from of a drift wood, he is truely an artist, an enviromentalist and wildlife refuge protector, lives a minimum life, sell artifact he made for living, he is a buddhist.

Wifelife refuge center, Homer

Kids catching little fish for their aquarium at home

Mike Glasgow, the spoon guy, travel with his wife Elindianne on a tandem bicycle, he sell hand made wood spoons for living, his wife a street musician, plays violin, wish to establish a life in Alaska by teaching piano and violin, she plays beautiful violin at the Cafe where I have my breakfast. She is also the author of the book "Greensleeves" An historical novel of the first Irish diaspora.

224.8 Lbs Halibut caught at Homer Spit, this fish is actually on the news paper next day

At Homer Spit, 4 miles stretch into kachemak bay

 Homer Spit

Day 10 Monday (June 14, 2010)

Homer -- Kenai -- Moose Pass -- landed at Lawing gravel airport

I Still plan to go west, crossing the channel (Cook Inlet) to Lake Clark National Park, but the Wx has been deteriorated from the west, so I decide to head toward Moose Pass to the east, I'll land at Kenai airport for fuel, then turn east to Moose pass and land at Lawing gravel strip (9Z9). A charter Cessna-206 took off at 8AM for bear watching flight this morning, they endup turning back to Homer due to the Wx, they have saved me a trip trying to head west.

Jeff, the flight service operator/airport controller at Homer airport, he gave me weather briefing early this morning, a dedicated and professioal briefer, enjoy his work every day. He owns an experimental airplane "Glastar", infact I was just checking his airplane early this morning.

Another shot of Homer Spit while departing Homer Airport. For people travel with vehicle on the ground will never see a picture like this.

Departing Homer, heading to Kenai then Moose Pass, too windy to fly over Harding Ice field today.

C-46 Radial engine at Kenai Airport

Ross has flown this C-46 Air tanker for 11 years, delivers 2000 gallons of Diesel, mobil Gas or Aviation Fuel all over Alaska. I ask him how he cleans the diesel off the tank before loading the Av Gas, he said, he deliver mobil gas in between. Well, I'm not very satisfied with the answer but Hey! this is Alaska, a lot of places the Av Gas is as valuable as gold. I saw a picture of DC-3 on ski, that airplane is based at Palmer airport.

This country is wild, people will do anything for everything. They have a lot of freedom to test their creativities, to experiment and to get the job accomplished. I think I can fit into this environment very well except for the "COLD".

I pointed out a nick on the propeller, it was a good one to me, but both of them said it's nothing. Is it really nothing? or they just don't care.

Two 1000 Gal tanks installed in the C-46, there are still a lot of room toward the back of the tail, the C.G. is kept in the front mostly.

They do carry cargo in the back some times, depends on the gross weight and Weight-and-balance.

 Future Co-pilot of C-46, that's a huge cockpit and big wheel, the flight controls are stick-and-rudder, no hydraulic, need big arm to turn the wheel.

See, I even shaved my head to save the weight to carry more payload.

C-46 is testing its right engine, it back-fired a couple times, big flame shot out of the exhaust, wish some day I can fly and land something like this 

From Kenai to Moose Pass

Lawing airport, gravel strip, 6 miles south of Moose Pass

Lower trail lake, Moose Pass, where I took my float rating 4 years ago

I flew with Darlene today, she is a very good instructor, I wish I had flown with her 4 years ago when getting my float rating. Experience really counts. She has logged more than 1500 hours of float time already. Her teaching is very precise, patient and professional. 
 
A guy lives next to Lawing gravel strip, loaned me his stick-shift pickup truck, so I was able to drive to float school in Moose Pass 6 miles away, it's quite a distance if paddling the bike. I have learned that at Homer, no wonder some people put motorized motor on their bike. But if it's not windy and not in a hurry, paddling the bike in Alaska is a great joy. I thought about buying a motorized bike, but it's too heavy, I rather save the weight for survival equipment, you can never have enough survival gear in the Airplane.
 
I will follow the highway to Turnagain Bay tomorrow (When Capt. Cook sail into this bay, it's always too windy, so he Turn-Again). The bay divides Anchorage and Kenai. The Scenery coming to Moose Pass was magnificent, the pictures I took really couldn't reveal the three dimensional beauty of Alaska.
 
I have been travelled for 11 days, really rich in learning and enjoying exploring the State of Alaska, I have four more places to visit before leaving to Juneau, they are Wrangell St. Elias, Denali, Lake Clark National forest and Valdez, I carefully check the route that I flew to Valdez the other day, I almost made it to Valdez, the place I returned was Thompson Pass, with a sharp S-turn, because I couldn't see the other side of the pass and the clouds were moving in, I got scared and turn back to Gulkana. After talking to pilot Ron (a school principle, building a 4 person cub at Gulkana), he said it's pretty easy to fly through Thompson Pass. I just didn't have the guts to challenge the unknown and rather be safe. Next time I'll make it up there.
 
Lake Clark National Forest is west of Kenai, acorss Cook Inlet. So, I'll come back to Kenai airport again and fly west to cross the ocean, that's the shortest distance over water, 7 miles or so, all other places are 25 miles wide over the water, more like from Long Beach to Catalina Island.
 
I'm not going to visit Seward and Whittier, too many tourist according to local pilot Mark Muhio at Homer airport, he has a fishing boat at Egegik Airport (ID: PAII), he invited me to sleep in his boat if I do fly-in.

Lake Clark National forest is on the upper chain of Aleutian Island, can only be reached by small airplane, get to see the real Alaskan culture, fishing, hunting, bear viewing and all other stuff.

 Isn't that pretty with flowers in the back ground! it would be ugly if the damage is in California

This is the damage on my horizontal stablizer during touch down at Lawing airport, I picked up a rock during landing flare (the wheel first touches the ground), it was a slow approach, nose high, carry power, perfect flare and perfect 3-point short field touch down, I wonder, if I should touch down with higher speed and keep the tail up. I'll call Bob Breeden to ask his opinion and talk to Vern Kingsford at the flight school here.

I asked Darlene this morning, she said, should keep the tail high, and I talked to Bob Breeden who I turst and excellent bush pilot, he said, he do Alaskan wheel landing, flare like 3-point then turn into wheel landing, with minimum airspeed possible, means land slow and short, another bush pilot Terry Carter I met at Fairbanks, mention don't use the brake, the brake will pick up rocks, I didn't use brake when landed at Lawing.

My Rebel really looks like a real bush plane now, I have mud and grass on the wheel and brakes, dirt on the structs and underneath the wings and bugs everywhere. now with this dent to prove I have reached Alaska.  I'll fix it when I return to Torrance, I have assessed the structure and how it was assembled, it's not hard to replace the leading edge skin of the horizontal stablizer, everything can be fixed. I didn't feel bad at all when I see this. I did hear a "Konk" though, when the rock hits the tail even with my headset on.

Another charter pilot Don who I met at McCarthy has a brand new Horizontal stablizer installed in his Cessna 185 recently, he has been flyiing in Alaska for 30 years, still pick up a golf ball size rock and hit his horizontal stablizer, more severe than mine.

Wrangell Mountain air, Cessna 185, horizontal stablizer damager by a golf ball size rock 

I have come up with a new axiom today --- " Trees are your friends not your enemy". When approaching a short runway with tall trees on either end of the runway, you really need to clear the tree top within one inch (just joking, a couple feet might be reasonable), you really need to think they are your friends not your enemy, otherwise, the runway may not be long enough for you to land. if you come in 1 foot high, it will take you 10 feet of runway distance to disapate the energy, every foot counts. A 50 feet tall tree will eat you 500 feet of runway distance easily.

Day 11 June 15, 2010 (Tuesday)

Lawing (Moose Pass) -- Palmer

I took a refreshment flight with Darlene on N7862P, the landing/step-Taxi attitude was different from what I had learned 4 years ago, Darlene said, each airplane behaves differently, has it's own personality, I come up with the theory that each float might be mounted slightly different or with different type of float and design.

Lower trail lake, where the flight school  is.

 First time in my life I hitch hiked, point the thumb up at the highway, Tracy who lives in Moose Pass gave me a ride to the airport, the Airport is  6 miles to the south, thank you so much, Tracy!

Picture was taken in front of the Restaurant, John the bartender/waiter took very good care of me for the last few meals, fed me good food and service, John has the right attitude to be success some day, wish him luck. John left Alaska for a couple years, but feel home sick and decided to come back.

The Wx is very bad today, I ask Darlene for advise before leaving Moose pass, she said, give myself plenty of room to turn around in case I have to turn back, turn with minimum airspeed to reduce the radius of turn. I actually turned around before the last turn to Portage Pass, the pass was obscured, I turned around and followed another canyon 5 miles to the west and headed toward Turnagain Bay. The whole trip was flying between 5000 feet mountains with 3000' ceiling, the ground height varies from 1000' to 2500'.

I crossed the bay to the other side of the shore, got the tail wind of 35+ Knots, the wind was coming from Prince William Sound, funnel it through Whittier and Turnagain Arm, blasting to the west, by the time I turn north toward palmer, the turbulance picks up violently. At one point I thought the airplane is going to fall apart, stuff were throwing all over, Camera flew out of my back pack.

The turbulence almost flip me over a couple of times. I wasn't worried about the spin or unusual attitude recovery, Ty Frisby trained me well with the Aerobatic at Sunrise Aviation. what worries me was the airplane may be falling apart. I didn't fight the turbulence, I cut down the power, fly really slow, ease the control and let the airplane fly by itself. I waited and waited, prayed and prayed! Hope to make it to Palmer in one piece. Total 3 or 4 canyons I had passed through, every one was violent, and violent in between.

Note: the reason I couldn't escape from these mountain wave and turbulence, there are restricted air spaces and class C, class D airspace on my left, had to stay on the right side of the highway and close to these mountains and canyons.

Several canyons are parallel to Turnagain Arm, the worst tubulence happened right there. I finally made it to Palmer, decided to call for the day, after tired down the airplane, I sit in the cockpit for half of an hour, eating my breakfast (water melon seeds and cookies), and ease myself from the shock of the violent flight! The worest turbulence I have ever experienced.

No Alaskan birds were flying today, neither should California bird. Didn't take much of pictures due to the intense flight.

Canyons at Kenai, trying to get out of Kenai and cross Turnagain Arm (bay)

 Finally got out of Kenai, facing Turnagain Arm, trying to pick up some altitude and still stay below the clouds

Craig and Debra Walls, picked me up at the Hotel and took me to the airport. They are the Rebel builder couple, live 30 miles away, travel to Palmer to see my plane, Craig gave me a good advise how to fix my horizontal stablizer, he follows my journey every day, saw the picture of the damage, consulted with other Rebel experts about my horizontal stablizer leading edge dent before even seeing my plane.

Craig is a Fire Fighter, has a pefect job and time to built an experimental airplane.

Craig and his wife Debra, a warm and loving couple.

I went to Flight Service at Palmer Airport to get Wx briefing, Jeni (Jennifer) a professional briefer and pilot, 25 years with FAA Flight Service, knows everything about Wx, she gave me many tips to visit Lake Clark National forest, she said, not all airports are friendly to fly-ins, one may escort you with fire arm, be aware. Remember those are the places can only be reached by airplane.

Look through the window at the flight service, that's the view she has been working with for the last 25 years, People call her "The Queen of Palmer", She can be the Doctor WX to my opinion, has a happy personality, laughed through out the conversation.

Day 12, June 16, 2010 (Wednesday)

Palmer -- Gulkana -- McCarthy

DC-3 at Palmer Airport (winter on Ski, I have seen the picture with ski at Jeni's office)

Matanuska Glacier, pass Sheep Mountain

Another view of Matanuska Glacier 

 Glenn Highway

Chitina Airport, next to Copper River, a gravel strip. I was on my way to Wrangell St. Elias National Park

McCarthy Airport, gravel strip, an orange airplane is touching down

Kennicott copper mines and mill town

Moose Crossing McCarthy runway, watching the airplane landing

That's a good landing, don't you think! lets get back to the woods!

Tie down at Mckathy airport

Kennicott mines and mill town 5 miles north of McCarthy Airport

Went for a short hike, met an older couple from England, we exchange the camera to take our own picture.

 Kennicott Hotel

Day 13, June 17, 2010 (Thursday)

McCathy -- May Creek -- Valdez

Wrangell St. Elias National Park. These are the routes I put on the Chart, plan to fly around the Glaciers today, but Wx prohibited, So after I have flown over Root Glacier and kennicott Glacier from the south to the north and back, I then went South East to Nizina Glacier and Chitistonre Canyon. I plotted the coordinates on the GPS, just in case I get lost in the ice field. Got to be careful when flying alone, and to the first time in the area. An inch long is about 10 miles on this Chart.

10 years old kid is getting paid to pick up some one at McCarthy Airport, he came from McCarthy village, a mile away from the airport, I was taking a short cut walking from the south end of the runway to the villiage, with the pepper spray in my pocket of course. I carried my shot gun to the woods to go to the bathroom early this morning.

 Seasonal flower on the trail to McCarthy village

Root Glacier

Root Glacier, water on the ice.

Kennicott Glacier

Nizina Glacier

Air is warm, compare with the glacier down below

Gates Glacier

May Creek Airport, a public use cabin at the end of the runway, nice Airport to camp over night, because there is no body there. Not far from McCarthy, 3500 feet grass runway. Yellow flowers are all over the runway, very pretty. I landed toward the hill (up hill) and take off down hill toward the river, don't mind which direction the wind is blowing.

incompleted bridge (or damage by the flood)

Another view of the bridge at copper river, you can visualize how massive the river bed is.

Glacier Creek Airport, big rocks on the runway, don't land there unless you have Tundra tires, this is mid way up the Chitistone Canyon, amazing mile high cliff, magnificent view. See pictures below....

Wrangell St. Elias National park, a mile high cliff

Wrangell, Chitistone Canyoon, mile high cliff, Wangell St. Elias National Park

Wrangell St. Elias National Park

On the way back from McCarthy, I made a turn to the south at Chitina Airport, that's another way to Valdez, I figured out from the Chart myself. I followed the copper river, flying between these beautiful mountains, then went through Marshal Pass and Key Stone Pass to Valdez ( bypassed Thompson Pass). The scenery is much more beautiful than the Thompson Pass route. I highly recommand this route to go to Valdez if you are coming from the east.

I took the same route on the way back, I went down to check the sandbars and played for a good long distance, I saw fishing boat catching salmon. There is a narrow pass where river running through with steep canyon and sharp cliff on either side, very pretty. You don't see these details unless you fly low, and it's fun to fly low (sorry Michael), you feel the speed, feel the adrenalin pumping in your body, and best of all, it makes you feel 20 years younger.

 VIA Marshal Canyon to Valdez, don't have a name for the glacier

 Approaching Valdez airpoert, Airport is to the right

 Valdez Airport. Feel so easy to land on a paved runway, especially after so many gravel strip landings.

Paul took the picture of me, he invided me to stay over night at his home, he asks me try not to go outside during the night (it never turn dark), there is a couple years old black bear wondering around in his yard for the last two days, if I hear a gun shot during the nignt, don't be surprised, he is trying to shoot it. Paul has a Cessna 185 on tundra tire and two big floats hanging on the ceiling in his hangar.

Day 14, June 19th, 2010 (Friday)

Valdez -- Gulkana -- Fairbanks

From Valdez to Fairbanks

There are lots of MOA and restricted airspace on this route including two Air Force Base, one is Allen and the other is Eielson.

Eielson is 20 miles south of Fairbanks. I stay in contact with both control tower when get near by. Allen was fine but Elelson was super busy, I saw jets taking off and landing all the time. It's Friday afternoon 4pm, they were still doing hardcore training. Two F-15 in formation high speed pass by my right wing within a mile, another two jets taking off and turn underneath me. Control tower has to warn them to look out for a civilian aircraft (me), and ask them to fly by visual. Very dangerous airspace. I ran as fast as I can. 

Allen Air Force Base (bottom three)

Didn't take any picture of Eielson Base, beacuse I was busy looking outside for fighter jet traffic.

Fairbanks airport camp ground, the whole area is fensed, every airplane has it's own camp site and tie down. with shower, bathroom and BBQ area, they really take good care of pilot. Control tower and ground control are very helpful, really make you feel you are welcomed.

Day 15, June 20, 2010 (Saturday)

Fairbanks -- Nome

I was going to follow the pipe line all the way north to Deadhorse (Prudhoe bay), but the Wx north of Brook Mt. range is IFR, So, I headed West to Nome, after 5 hours of non-stop flight, I made it to Norm at 6:30PM, Sun doesn't go down here, even midnight the Sun still like 4PM in Los Angeles.

from Fairbanks to Nome, total 450 miles, the area is more remote than Yukon

Galena airport, half way to Norm, this is a common airport to get fuel, it's the only paved runway between Fairbanks and Nome. I have enough fuel to get to Nome, so just went pass it. 

Another pilot I met at Nome made a stop at Galena, he said, the runway was "waved", make the airplane jump like a dolphin. Local pilot said, it's caused by permafrost underneath the runway. I experienced the same thing at Nome and Kotzebue. Not a big deal, just ease the control and let the plane fly off the ground by itself.

On the way to NOME. Mother nature has created such a beautiful painting on the ground.

Bering Sea and shore line, 50 miles from Nome

Nome, end of sled dog iditarod race. Church behind was build in 1901, 8:30PM when the picture was taken

Touching the Bering Sea, it's 10PM local time when the picture was taken

In my back ground, a couple boats are working in the bay, they are not there to catch fish, they convert the fishing boat to a dredge, put a big pump on the boat, suction and dredging for gold in the shallow water. They usually do that after the storm just went by, the storm stirs the sand up and re-surface the gold.

As I was leaving the beach, a native young man was drunk, walking and singing with a bottle of whisky in his hand, trying to talk to me while I was walking by.

Another native young man was trying to sell me something near the Hotel, couldn't recognize what's in his hand.

Next day while I was sitting outside trying to use my computer to access the internet, two other guys along with this man approach me ambigiously, I knew they were coming at me from distance away, the older guy among them said he has a binocular in his pocket for sale. I told him I am a pilot flew all the way from Southern California to Norm, almost got killed 3 times. He said he wishes he could do that and admires my courage very much, then he shook my hand and walked away. They probaly thought I was a native from other town and trying to make a deal with me. But with the other man I saw yesterday, I doubt it's that simple, I got over it without an incident.

Saturday night (tonight) at NOME is a drinking and pass-out night, according to the hotel manager Mr. Quan who moved from Anchorage 4 years ago. Even at 00:47AM as it is now, music still playing from close distance, teenagers still hanging out on the street, young boys and girls walking in pack, rarely see older folks, don't they have better thing to do other than walking around in the middle of the night ?  who cares the Sun doesn't go down,.... this is really a bizarre place to me.

Total population in NOME is between 3500 to 4000. 60% are native. I really don't have a good feeling for this town.

Two weeks ago, it's still freezing here, advised by the pilot at the airport, but now it's warm. The breeze coming from Bering sea is still cold, I saw floating ice on the sea when coming to land.

Day 16, June 21, 2010 (Sunday)

 From Nome to Kotzebue

After a night at Nome, I decided to takeoff to Kotzebue, but the ceiling was low all morning, I made two attemps to takeoff to the north, but end up turning around and came back to land, the 2nd try I flew a little bit further, but still enconter low clouds, unable to proceed. Two other pilots followed me soon after I takeoff, but we all end up on the ground. Finally around 4PM, the Wx becomes VFR, after a few miles of flying east, I turned NE and fly direct to Kotzebue.

I call this Dodge stadium, the wall is at least a few hundred feet tall, another identical twin is on the right hand side (outside of this picture), ice are all over the ocean.

This is the place I entered the Artic circle. Kotzebue village is on the north tip of this Peninsula, see floating ice in the water.

Kotzebue is a friendly little town, population is around 3500 to 4000. The ratio between native and white is about 70/30. It's a trading town back in the early 1900. People are more friendly than Nome, less drinking problem. I feel comfortable walking on the street after the dinner at Empress Chinese Restaurant restaurant, even at 11PM. This woman happens to walk in the restaurant to get ice cream, she is the lady on the postcard. The postcard photo was taken 10 years ago, the parka she wore was made by her grand mother.

Kotzebue Airport, I was a little busy at this moment. I line up with the runway, grab the camera with two hands, aim and take a couple shots, drop the camera, hand back to the stick, and a couple seconds later, both wheels on the ground. It's about 8PM local time. Sun never go down in June.

The view of Kotzebue Airport and village. See the runway in the middle of the bay ? the long strip with the runway markers.

An unique view from the sky.

Lovely Kotzebue girls playing in the water, I asked them "is the water cold ?" they said it loud, NO, IT'S WARM. But when I touch the water, it's freezing. I guess, as long as the water is not solid, they consider it's warm.

They said, the ocean doesn't usually get this calm, it's a very special day for me to arrive at Kotzebue.

Noatak River, I was on my way to Noatak village, Red Dog mine and Grand Canyon. I didn't make it to Grand Canyon due to the low fuel concern.

Noatak River, Checking the sandbar and having fun. Always watch out for birds when flying low over the water. How high do you think I am?

 Day 17, June 22, 2010 (Monday)

Kotzebue -- Bettles --- Fairbanks

a Charter pilot -- Andy with 16,000 hours of flight time, gave me a few tips to fly in this area. His wife runs a "Bed & Breakfast" Hotel in the town with 17 units. Andy said, there are many sandbars I can land along the Noatak river, but pick the lighter color to land, because it's dryer, completely the opposite of the Anchorage pilot told me. I flew over Noatak river and look at the foot print from birds on the sandbar, it is true that need to pick the dryer sand bar or gravel sandbar for landing, but in Anchorage, you pick darker color beach and closer to the water to land, because the sands are punding by the waves, making it harder and firmer to land. The river landing and beach landing can be entirely different.

I followed Noatak river up stream, visit Noatak village (population of 500). I went to the office, chatted with a navtive woman outside of the office and with a few Tribe staff inside of the office, learned about their culture for a good two hours. The supplies are so expensive here, I promise to bring them some cigarettes on my next visit in exchange for a good meal, evey body was laughing when I say that, and they love Marboro light. Great people, great local water source, I drank a couple cups of water, pure, fresh and tasty.

Every town I went, I tasted their drinking water, I didn't drink anything else but water, every where is better than California.

Noatak village by Noatak river, the tribe office staff, friendly people, I didn't feel any barrier by talking to them, feel like I'm one of them.

Some of them went to the College in Fairbanks and Anchorage and still come back to serve their own village. They said, it's their home.

Older generation (50 and older) are trying hard to keep their own language and tradition among the youth.

Kids are wondering around my plane, curious about this yellow bird, they are shy compare to girls I met at Kotzebue bay.

Red Dog mine, one of the largest Zinc mine in the world, 10% of Noatak village people work here

Salmon will arrive in August, Caribou will migrate through the village in Octomber, don't fly too low duing the Caribou migration season, flying too low may scare the caribou away, advised by the folks here. Caribous are very important meat source for them.

They hunt caribou for survival, they don't sell extra meat to the market, they give the extra to elderly people in the village.

When ever there is people pass away in the village, they shut down the whole activity to grieve the passing, everything closed in the village, including the grocery store (the only store in the village).

Noatak river is truely a beautiful place, different than the southern Alaska. Trees are hard to grow in this area due to the permafrost. 

After I returned to Kotzebue, I decide to move on, I fill the tank up and takeoff to the east, I curved around a little to the south to keep the mountains on my left wing, I pass through these twin lakes, tranquel and beautiful, picture still couldn't reveal the true beauty of this place, you need to be there to see it. These are huge mountains and big lakes, it's hard to feel the size from the picture, just look at the trees along the river and try to imagine the size. I later found out they are actually inside of  Gates of the Arctic National Park , locate at the very southwest corner of the park.

Narvak Lake (north) and Lake Selby (south), 120 NM west of Bettles 

Great Kobuk sand dunes, 90 nautical miles east of Kotzebue, 25 square miles of sand dunes, I was on my way to Bettles, heading east.

I actually flew down there and played for a while, the joy of flying is really down there, I always keep the speed up when flying low.

Day 18, June 22, 2010 (Tuesday)

Fairbanks -- Talkeetna

From Fairbanks to Talkeetna, through Denali, didn't see much of Denali due to low clouds (or I didn't feel special enough), Denali is famous because it's accessable by cars and buses, there are so many beautiful places in Alaska that most people doesn't know, because no roads can take you there. We as pilot, get to see them all.

Half way down to Talkeetna, the ceiling dropped down to 3000 feet MSL, had to stay pretty low above the ground.

I made two attemps to land at a private gravel strip to check out an airport property next the Princess lodge, the property was for sale, but that runway didn't have a windsock, and there was a big tree very close to the center of the runway, I didn't feel comfortable enough to land there.

The picture below is Princess lodge, I took this pciture while turning away from that private strip. Heart runs a bit faster when taking a picture at low altitude, not to mention during the turn and with tall pine tree all around. The terrain went up on upwind, had to turn to the right immediately after takeoff.

 Day 19, June 23 (Wednesday)

Talkeetna, glacier flying

If you go to Talkeetna, you must visit Don Sheldon's Hangar, it's on the D steet in town. Don lived and worked in Talkeetna for almost three decades, he pioneered the glacier landing and took Mountain climbers to the base camp of Mt Mckinley, he dropped mails and supplies to remote villiage, he also contracted by geological surveyors for aerial photography, took pictures and documented Mt. Mckinley at the first time in the history, the best contribution of all his merits, he was a volunteer search and rescure bush pilot, he saved lots of lives and found many lost airplanes. He was Mt. Mckinley climber's guardian angel, if the climber encounter any emergency during ascent or descent, they know Don Sheldon is the man they can trust to land on the Glacier and bring them back safe.

I was very fortunate to talk to Jim Okonet -- the founder of K2 Aviation at Talkeetna airport. He sold the business years ago. After visited Don Sheldon's hangar and gravel strip, I walked across the street and met Jim in front of his friend's front yard, he is about 10 years younger than Don Sheldon.

I love to hear Don Sheldon's story, so every older man I met in the town, my first question was always "Do you know Don Sheldon ? Have you ever worked with him ?" and natually I asked Jim Okonet the same question. He said, Don Sheldon is a man bigger than the book says. Jim actualy flew with Don quite a few times and worked with Don on several projects. Then Jim starts talking about his flying career as a fighter pilot, commercial pilot and become a bush pilot to run a flight service and live in this town.

Jim gave me tips to fly the Ruth Glacier, Kahiltna Glacier and Tokositna Glacier, the three major Glaciers dominate the southern part of Mt. Mckinley. He told me how to pick a spot on the Glacier to land in case of an emergency, which part of glacier you don't want to land on, how to fly in-and-out of the Glacier to avoid the terrain and local traffic, how to make position report at each check point. He even taught me how to make emergency landing if I do fly the coast line to Juneau. He said, the only survival equipment you can count on is the stuff in your pocket, and ditching the water is always better than flying toward the dense trees, especially those trees in the SE Alaska. They are big trees, you don't want to smash into it.

The traffic may get quite intense among these glaciers, due to many mountain climbers trying to get in-and-out of the base camp, and many charter flights at Talkeetna Airport flying tourist around the Glaciers.

Picture with Jim Okonet, thank you for sharing your experience with me!

Picture with Don Sheldon's daughter -- Holly, also met her husband Dave and daughter Tilly at the office.

Holly Sheldon (Don Sheldon's oldest daughter) now owns Sheldon Air Service at Talkeetna airpot, she has waited 15 years for this business opportunity to come up and bought it this year. Her business was just established last month here at Talkeetna Airport, so I come to the town at the right time to learn from her about her Dad. She took me to Don's Super Cub (recently restored) and told me the story about how Don tied her legs on the seat and open the door to let her drop mails to the villiage, so she doesn't fall out of the sky, she was only 5 years old at the time. You got to read the book "Wager with the Wind" the story of Don Sheldon how he pioneered the mountain flying at Mt. Mckinley, he invented unique glacier landing technique and saved many lost airplane and lives. Don is the legend of Bush pilot, is a guardian angel of Mt. Mckinley. Ruth Glacier Amphitheater was name after him, officially called Don Sheldon Amphitheater on the FAA chart.

Ruth Glacier

These are mile high rocks

 The Great Gorge.  Ruth Glacier, Denali National Park

 NW corner of Ruth Amphitheater and Don Sheldon's mountain house (on top of the little rock)

This is the Hut and out-house Don Sheldon built, sitting on top of the rocks, compare with the picture above. It's the little rock in the snow that you see. I didn't dare to fly too low, becaue I don't have enough experience to judge the height on top of the glacier. Very hard to see the terrain during the turn, everything is white. More dangerous than turning around over the glassy water, becaue terrain goes higher during turning, in-experience pilot would naturally pitch up and stall the airplane, it's a deadly killer if not careful enough.

Make you feel so humble flying in this breathtaking Ruth Glacier Amphitheater, the most beautiful scenery on the planet. These pictures can't even reveal 1% of the beauty of Ruth, you must come here to experience yourself. And this is just a small part of the Glascier system, I'll experience more tomorrow.

Don Sheldon's Mountain House elevation 5800' to 6100' MSL (click the link and read more),

Look carefully, do you see an orange airplane flies low over the ice ? It's a Beaver

 Each water spot down there is probably as big as a basketball court.

Do you see a Cessna 185 right in front of my upper wing struct ? (the picture below) her color is blue and white. A female pilot in command, taking tourist to Ruth Glacier, she violated the glacier traffic rule, cut a corner and flew stright at me, she shouldn't be on my right wing. My last radio conversation to her was "You are aimming straight at me" and she kept silent. After I landed at Talkeetna, I went to her office to look for her, she appoligized to me saying she didn't see me coming (she was building a RV-4 at the hangar, near the completion and ready to fly).

There are specific traffic rules setup to fly around these glaciers, you can find it at Talkeetna FSS bulletin board and get a pamphlet there. You always fly on the right side of the Glacier, you always make counter clockwise turns, and at 747 pass (7470 feet), the traffic is only allow to go east bound. You identify yourself, report your position and altitude as clear as possible. The whole area are divided into two Mountain Traffic Advisory Frequencies, one covers the north (122.725Mhz), and the other covers the south of Mt. Mckinley (123.650Mhz).

The following pictures are Kahiltna Glacier, you will see where climbers begin their ascent of Mt. Mckinley

Mt. Mckinley has finally show her face to me, the summit is at 20320 feet (6194 meter).

Can you see base camp of McKinley ?

Mt. Mckinley Base Camp

Do You See ?   climbers begin their ascent of Mckinley, see the trace behind them?

Mt. McKinley Base Camp

Do you see them ? this is the 2nd climber team of Mt. McKinley, 4 in the front and 4 in the back, heading toward my wing struct.

Base Camp

 Base camp closer view

Another view of the Base camp, I was looking at the west (SE fork), taking the picture from the high side, Glacier was behind me.

A Cessna 185 (N4642) has just landed, now turning around facing the base camp, I followed him in from behind at 7500 feet MSL. The base camp is at 5500' MSL

This is the closer view of Cessan 185, I circled behind him at 7500'

This is the view from the low side, looking toward the East, do you see the plane on the Ice ?

The wider view of base camp and Cessna 185 on the glacier

Another closer view

Another picture of base camp

Another Glacier on the other side of the mountain wall

I zoom it in

Leaving Kahiltna Glacier

 Day 20, June 24th, 2010 (Thursday)

Talkeetna -- Iliamna

In the late afternoon, I left Talkeetna and headed toward Iliamna, located in Lake Clark National Park. I went through Lake Clark Pass around 8:30 PM, it's a little tricky to identify the right canyon from the north. I read the coordinates on the Chart and superimposed to my GPS, I was cautious not to enter a wrong canyon and endup in a box canyon. But I was never afraid not able to come out of the box canyon, because I have the skill to turn really tight, as tight as a runway width (Thanks to Sunrise Aviation aerobatic training).

Lake Clark Pass

Coming out of Lake Clark Pass

Port Alsworth, a private gravel strip, this is a famous guided finshing port, offers fly-in fishing adventures. If I remember right, Alex the young bush pilot who I met at Watson Lake/Northway works right here.

Lake Clark

Iliamna Airport, fuel price $8.15 a gallon

Illiamna airport. A fox visited me during the night, he is as curious as I am, wouldn't go away even I was making fun of him 

Day 21, June 25, 2010 (Friday)

Iliamna -- Sheep Mt -- Gulkana -- Northway AK. -- Beaver Creek, CAN -- Whitehorse CAN

Leaving Iliamna early in the morning, flew over Pedro Bay gravel strip (4K0), followed the road through a narrow canyon to the east coast, the canyon is about 10 miles long.This is a tight canyon, not sutible for faster airplane.

I encounter low clouds along the lake and canyon a few minutes after departure, I flew a few hundred feet along Iliamna lake, the Wx didn't clear up until I reached the other side of the canyon, the bay was right in front of me when I come out of the canyon. A little bit cloudy, but gradually shows some blue in the sky when I go further north.

I cruise along the coast line, see some beautiful beaches, some are sutible for landing, local pilot recommand "Dry Bay", a popular place for beach landing and finshing, a few bay, such as Katmai bay, Hallo Bay and Chinitna Bay are good for bear viewing.

I was going to follow the coast line and stay on the west side of Cook Inlet, but was too cloudy toward Anchorage area, so I ammended my flight plan and cut across cook inlet to Kenai airport, then fly direct to Portage Pass at the east end of Turnagain Arm. The Wx forecast at Portage Pass is good, 5 knots westerly wind at Turnagain Bay. I encounter low clouds when come near the bay, I stay as high as possible to cross the channel, then fly north over Palmer, then head east toward Gulkana.

The following pictures were taken from Lake Clark National forest coast line

 Iliamna Vocano, 10016 feet

There are many nice beaches to land on this coast line and many places to watch bear

Another view of Illiamna Vocano, 10016 feet.

I landed at Sheep Mountain gravel strip to wait for the Wx, the pass was closed east of the airport. I had lunch at Sheep Mountain lodge, borrowed their phone to call CANPASS for border crossing, and filed the eAPIS to U.S. Customs for leaving Alaska (the restaurant has wi-fi service). This is actually a good location to call CANPASS to enter Canada, because Gulkana is too close to the border, you need to call two hours before crossing. You don't need to call U.S. Customs for departure, just file the eAPIS will be good enough, but try to get the timing as accurate as possible. I don't think there is a radar watching us at the border. It doesn't require a discrete squawk code to cross.

Sheep Mountain gravel strip, landed due to the Wx. The blue sky you see is to the west, the terrain goes higher on the east side, the clouds are touching the ground to the East, the pass is closed.  The airport elevation is 2750 feet.

Sheep Mt. Lodge and Restaurant

Two hours later, the pass opens again, I was able to proceed to the east, stopped at Gulkana for fuel, then landed at Northway to adjust the timing for border crossing. At 17:00 I arrived at Beaver Creek, Yukon, Canada.

I met Randy at Beaver Creek (Canada Port of Entry), he loan me his cellphone to call CANPASS to clear the Customs. He lives in Anchorage, has a Super Cub on tundra tires, but he is taking his Cessna 152 to Monterey California for season spot finishing. He has decided to travel through Yukon Trench with me, this will be his first time going through the Trench.

I came across some good showers then the sky partially opens up, I took a couple pictures of Kluane Lake with beautiful reflections on the lake then saw this rainbow.

It wasn't a random shot, I slow the airplane down, open the window, fly parallel to the rainbow, wait till the best angle then click the shutter.

Kluane Lake, Yukon, Canada

Kluane Lake, Yukon, before Haines Junction

Randy and I arrived at Whitehorse around 9PM, all hotel were booked, there is an event going on in the town, ATC actually advised me before landing. After the dinner, I went to SKKY hotel to use their Wi-Fi, I still have their code from last year. Since there is no room available, Randy and I decided to camp out at the airport. It starts to rain after the dinner, we both end up sleeping in our own airplane.

I asked Randy about any close call during his flying career while having dinner at the restaurant, he did have some nerve breaking moments in the past. One of the oppotunity to meet bush pilot here is to learn something from them, they can tell you more stories than any pilot down at the lower 48 states. Every body knows airplane, seems like they all grew up with airplane.

Day 22, June 26, 2010 (Saturday)

Whitehorse -- Watson Lake -- Trench (and back) -- Ft. Nelson

After Wx briefing and filed flight plan, I ask Randy to takeoff first, that give us some room for separation, since Wx is good, I cut short of a couple corners, fly high and direct toward Watson Lake, probably saved me a good half of an hour flight. I heard Randy asking the Watson Lake Control Tower if I have arrived then departed already, I took over the conversation and replied to Randy, I was about 25 miles from Watson Lake and descend for landing.

Randy has a small tank in his Cessna 152, but has a 21 gallons ferry tank installed in the baggage area, it's made by "Turtle" an Australian company build quality tanks. He was anxcious about not having enough fuel for Trench Crossing, he asks me to put as much fuel as possible into my tank and may need some from me down the road, I felt a little uncomfortable with his request, how would I have extra fuel for possible head wind down the road, and worry about myself not having enough fuel. Wind usually comes from the south, so, we will be beating by the head wind in most of the area.

I asked him twice and even make suggestion to take the highway instead, because he has only used the ferry tank a couple of times, and it's a long while back, I have the concern about his fuel system, what about if the fuel pump doesn't work, but he has made up his mind to go through the Trench with me, so I promise him that I won't leave him behind.

For all this long, I have been used to travel alone, now it becomes a burden to take care of some one.

I asked him to takeoff first, he flies slower than me, good for some lateral separation.

I didn't catch up with him until the entrance of Trench, he flew faster than I estimated. We start getting bad Wx when got closer to the narrow canyon 65 nautical miles north of Ft. Ware, then the clouds got lower and lower, canyon got tighter and tighter, I didn't feel comfortable flying in such a conditon and told him if the condition become worse, I'll consider to turn around and head back to Watson Lake. There is no other airport we can go other than Watson Lake.

we proceeded with low clouds and flew a couple hundread feet over the ground, finally I told him that has reached my limit, I'm heading back to Watson Lake, but he decides to try a little bit further.

We have gone almost half way down the Trench, near the "point of no return", if we continue to proceed then we will have to commit for the rest of trip. We won't have enough fuel to return if Wx block the path. I also noticed the Canyon looks different than what I had gone through before on the north bound, I have never gone through the south before. I was worried if I have lead him to the wrong canyon. But the GPS still shows the right direction to Ft. Ware, the Canyon sure looked beyond my recognition.

     Note: After I made the U-turn, Randy call me to look at the Chart to identify the canyon, he think it's the right Canyon, I said, I have to concentrate flying out of this tight canyon and clouds, I couldn't deviate my attention to anything else......After I got out of this narrow caynon, I compare the chart with GPS, it's the right canyon which I brought him in, I called him to confirm that. Not for long, we both were out of radio range, he became silent. From that moment he was by his own. The sad feeling arose, I didn't know if he could make it or not. But he is Alaska bush pilot, has more experience than I do. I didn't change the frequency, stays on the same frequency we both used.

About 20 minutes later, another north bound aircraft got hold of me on 123.45Mhz, he said, Randy has passed by him right before Fort Ware, Randy called him on Ft. Ware CTAF frequency and asked him to relay the message on this frequency. So, Randy did get through the narrow canyon, I was so relieved.

This young pilot who relayed the message also landed at Watson Lake. He flies 180 Hp Cessna 172, I asked him, if he would have known the wx condition ahead of time, would he be going through the Trench by himself again, he said, probably NOT. I said, just for this answer, I think I have made the right choice to return. Another RV-7 also went through the Trench, an older couple who I met at Whitehorse. They took off about the same time as Randy. I delayed my takeoff to add oil to my engine.

 Lake at the north entrance of the Trench

 (still couldn't figure out what creates this beautiful blue and green color around these islands, many lakes in the Trench are like that)

My only choice now is to take AlCan highway to go southeast bound, Wx suppose to be worse than the Trench per flight service briefing, but I have highway down bellow, I can land any time if I have to. The highway curves around in the Canyons, the distance might be double of tripple of the Trench, I hate to fly route like this, but now, I feel it's a blessing to be able to stay on top of something.

It was head wind most of the time, I cruise along, didn't mind how slow I go, as long as I'm making progress to the south, I'm happy with it. Each mile of going south is taking me closer to home, and the Wx down south in B.C. is better then the north, Wx only traps in the Southern Yukon, Central and northern British Columbia, it suppose to be stationary for a few days in this area according to the forecast.

There were a lot of Wx on this route, rains and clouds, usally low clouds when passing through the narrow passes, I was hoping to get out of the canyon sooner, because it's much flatter near Ft. Nelson. When I finally got out of this 150 miles long canyon, I was relieved, but then the real bad Wx was awaiting in front of me --- 28 miles NW from Ft. Nelson.

I called Edmonton radio 60 miles out for Wx advisory at Ft. Nelson, it's VFR at the airport, but the Wx in front of me has gotten worse and worse when I got closer and closer to Ft. Nelson, I got hold of Ft. Nelson tower and confirmed the Wx again, still VFR, but the Wx between us is deteriorating when 25 miles out, it started to rain, this time it's not an isolated shower, it's a wide area shower and mist, I couldn't see the boundary of this system, it got so dense that the only reference I had was the highway down below, all surrounding trees and wildness had mixed with the rain, so dark that it's no longer able to use for ground reference. Highway was the only color I could see, was the only object I could distinguish. I stayed right on top of the highway, dead-on the center line. I turned my head to look at the highway behind me for at least a dozen times, see if I am still able to turn around, and I got deeper and deeper into the rain, I finally called Ft. Nelson, advise them that I'm heading to Gordon Field (CBL3), a grass runway 2.5 miles west of Ft. Nelson (the situation has gotten so bad that I didn't think I could make it to Ft. Nelson), but later I changed again to maintain the same course to land at Ft. Nelson, for the sake of unfamiliar that grass strip, and I didn't even know if I could see anything under this condition. The Wx suddenly clear up when I was 2 miles from Ft. Nelson runway. It was the most intense flight I have ever encountered in my life.

(Now looking back for the choice I made that day, If I would go through the same scenario again, I would put the airplane down on the highway instead of continue to proceed to Ft. Nelson. Hitting a power line or tower, or midair with the opposite traffic is possible, it would cost my life for sure).

This is an example of Isolated rain shower, but not the one I described above. When the rain is heavy, Highway is the only object you could see.

After landed at Ft. Nelson, I went to the control tower to thank the lady who helped me and guided me in, two other ladies who happen to be there to chit-chat with her, took me in their car to Super 8 Hotel in the town, at least 10 minutes of ride on the highway. The tower lady also arranged the FBO to pick me up next morning at 7AM, bring me back to the airport and fuel up my plane. 

I stayed in a smoking room, no other rooms were available, but later I found there is another motel near by, but with a "NO" vacancy sign. I had good dinner at a pizza place, I ordered a fresh vegitable plate with picons, this is exactly what I needed tonight, a big plate of fresh vegitalbe.

I had a terriable night sleeping in the smoking room, woke up with light headaches. When I got back to the airport, I could still smell the nicotine all over my cloth. The room cost me $168 a night. But I got something back though, I shovelled a muffin, a belgo, 3 oranges and an apple into my backpack at the lobby and continental breakfast, that took cared of my lunch and dinner during the long flight.

 Day 22, June 26, 2010 (Saturday)

Ft. Nelson -- Williams Lake -- Chilliwack -- Bellingham, WA -- Skagi Regional, WA

I waited for a good two hours in the morning at Fort Nelson, way pass my flight departure time I filed, a guy at the FBO said, the Wx is always better early in the morning and worse when the time goes by, and I was watching the Wx from fair conditon to rain and low ceiling since 7AM. The clouds has dropped below 700 feet and at one point down to 400 feet. Then 9:30AM a bush pilot came to land from the south in a Super Cub with big tundra tires and a belly storage compartment, she said, the Wx is much better in the south, if I feel comfortable flying 500 feet over the highway, I shouldn't be waiting any longer, I told her that's within my comfort level, so I tookoff immediately to the south, and I encounter the same rain like yesterday, but in half of an hour, everything clears up (this female bush pilot married to a guy in Kenai, she knows Darlene from El Monte, what a small world).

From that point, I have unlimited visibility to the SE, I judged the clouds height, decided to bypass Ft. St. John and cut across Chetwynd at 7500 feet MSL, knowing that it's strong headwind down below, and the best way to bypass Pine Pass and tight canyons when it's gusty, there are some blast going on down there near Pine Pass according to the NOTAM.

I flew on top of mountains, picked a SW straight shot to join the highway on the other side of the mountains. I picked the lower terrain to cross, constantly verify my position vs. the highway. An hour and 20 minutes later I left the mountain behind, turn toward the south and aim toward the direction of Prince George.

These are the mountains I crossed (7000'), bypass Pine Pass in Chatwynd area

When I was 20 miles out from Williams Lake, I made the initial call to the tower, at 10 miles out I request right downwind for runway 29, but controller replied ---  the airport is published for left circuit..... I was going to give room to another inbound traffic (A Citation Jet), who will be landing behind me. But had to follow the advised "circuit". I cross the midfield and join the left downwind, the runway is about 1.5 miles long, I flew 5 feet over the runway for a good mile, until a few hundred feet from the only taxi way, I cut the power and put the plane on the ground, I taxi off the runway quickly, the Jet arrived at the perfect timing as I gave room to him. An ambulance was waiting at the terminal to pick up a patient from that arrival Citation.

Sherill at the Control tower appoligized to me when I walk down the hall way, her door was open from CANPASS console. She said that on the radio she couldn't give me permission to land the opposit circuit, this airport is published for left circuit, she could only said it by the book, but if I choose to do so and without asking her, she would close her eyes and let me land which ever the "circuit" I choose, because I'm the pilot in command, she can only advise me. How nice for her to say that, and she thanks me for giving room to the next inbound traffic, she saw me intentionally flew low over the runway to shorten the time and leave the runway sooner.

After I filed the new flight plan to Chilliwack, I ask her if there a computer I can borrow to file the eAPIS and call U.S. Customs at Bellingham for border crossing, she kindly allow me to use the PC at the tower. Very nice lady, and I remember her voice, she was the same lady who allowed me to camp at the airport last year, she told me it's quite common for pilot to camp at the airport and feel free the use the facility, she will let the next operator know that I'm camping at the site. 

I gas up the plane, add another quart of oil and takeoff to the south, I climb to 7500 feet, fly direct to Fraser River Canyon, the visibility is unlimited, mostly tail wind, I stay at the constant altitude to clear all peaks and maintain direct shot to Hope, Hope is the town near the end of Fraser River before the canyon bends to the west to Chilliwack.

I landed at Chilliwack, got all the U.S. Charts out, unloaded my shot gun, didn't want to get in trouble with U.S. Customs with a loaded gun. I filed the flight plan and called 1-888-987-2633 for border crossing squawk code. 

I cross the border at 8:00PM, landed at Bellingham at 8:10PM (had to fly slow to give way to a bi-plane in the traffic pattern), I taxi to Customs building at 8:15PM, 15 minutes from my declared arrival time, a perfect timing. Three U.S. Customs officers were curious about my Alaska Journey, I told them, when ever they have a chance to visit Alaska, go to Talkeetna to take a Glacier flight, got to see the Ruth Glacier at Denali. I shared my web site with them with great joy. Life is so beautiful to share the joy with some one who also lighten up by your spirit.

After cleared the Customs, I tookoff to the south at 8:45PM, landed at Skagi Regional airport about 20 miles south of Bellingham. I planed the small town for over night. It's already late, I setup my "comfort Inn" in my airplane and enjoyed the peaceful and quiet night of sleep in the lower 48 States. Wow! I'm so close to home now.

NOTE: I asked Customs officer Martin about the eAPIS I filed, some times it's hard for pilot to keep up the arrival time, he said, as long as pilot update the arrival time with them by phone, then it's ok even if the arrival time is a day later. They do understand the hardship of flying a small airplane with un-predictable and changing Wx. Very thoughtful for U.S. Customs. (The rule is actually setup in a way that any deviation of 30 minutes from eAPIS arrival time will be fined for $5000, some says 15 mintes, I hope they will never do that to the pilot, otherwise many pilots will die just trying to keep up with the schedule).

Day 23, June 27, 2010 (Sunday)

Skagi Regional, WA -- Albany, Or -- University, CA -- Torrance, CA

(950 nautical miles) 

After fueling the airplane, I takekoff from Skagi Regional Airport at 5:30AM, catching the good Wx early in the morning and head toward the south (Alaskan good Wx), got the radar service all the way to the destiny --- Torrance.  I flew 5500' all the way to Roseburg, Oregon, then climb to 7500' to cross Mt. Shasta area, drop down to 5500' in central california, got fuel at U.C. Davis (University airport), it's super hot on the ground with high density altitude. I continue on 5500 feet follow I-5 through central California, then climb to 7500' to cross Gorman and finally desend to LA basin.

Santa Monica was overcast, unable to cut across LAX corridor. SoCal ask me to stay clear from Class Bravo airspace at all times and after they verified my plan to fly to Torrance, they cancelled my radar service. I flew east toward El Monte, then follow Santa Ana river to the southwest, I landed at Torrance at 5:30PM. Total time enroute 12 hours, about 950 Nautical miles, my actual flight time was about 10.5 hours. Mostly tailwind from Washington State to California, thank God! 

Got a good shot of  Mt. Shasta on the way home, this photo was taken with the window open.

If you do enjoy reading this story, please send me an email via "Contact me". I'll add you to my mailing list and give you a heads up before the next cross country flight.

Thanks for visiting

I took over 3000 pictures on this journey

               The best memory in life