Day 3 (Monday)
Continue to fly toward Seattle area on the 3rd day, got into a little bit of situation with low clouds when entering Olympic area, I descend gradually when the clouds got lower and lower, until I was down to 1500 feet, the ATC advise me that they have 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 unpopulated area (wet land), I know some where down the road the clouds are going to clear up. A minute later, ATC call 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 took 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 the clouds are forcing me going lower and lower, then it's time to turn around).
Bremerton Airport, WA
Having breakfast and wait for the cloud to disapate
This airport is on the east side of Olympic peninsula (almost mistakenly think it's an Island), I park right in front of the restaurant, and go inside to order the breakfast, I see a large hole pops open toward the south of the sky just about finish my plate, I pay the bill and rush to my plane and take off to the south immediately, I climb and fly directly into that opening, I know this is a chance to get out of this area, and it seems to be the only place trapped with low clouds and fogs. I figured, if I don't leave now, I'll be stuck here forever.
I have seen it early, the cloud top was around 6000 feet when I was coming from the south, I thought about to climb on top of the clouds to reach Bellingham, but the other voice told me it's a wrong idea. So, I tugged underneath the clouds. Nothing was higher then 6000 feet when I was a little south from here, and Bellingham's wx forecast is 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, I wouldn't have run into this awquard situation.
After I pop up on top of the clouds, I could see blue sky and only a handful 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 Bellingham (the north). The ASOS at Bellingham stated 3000 broken, 6000 broken, Wx is perfect in that area.
As I climb out, the clouds got thicker and thicker, I continue to climb toward 6500 then 8500...my final request to ATC was 10,500 feet. The clouds are rising with the the sun heating up from the top. I touched the edge of Seattle Class B airspace twice with ATC's clearance, until I see 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 red line. Although my plan 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 then airplnae can catch up, don't under estimate the power of Sun).
After contacted Canadian Customs and acquired the border crossing squawk code from Flight Service, I takeoff at 11:45AM 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 inspection and register my firearm.
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)
I made 45 degree entry at Chilliwack, some 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 down wind. This is actually the first time I was corrected by Canadian, I have flown through so many airports, and even with control tower facilated, but non of those guys ask me to fly "Canadian circuit", I have decided to practice their way from now on.
I went to flight school to ask for advise at Chilliwack to cross Fraser River Canyon, it's tough under this unstable and windy condition. Genett gave me several good advises for crossing. She said, at Lytton where two canyon joint together is gusting to 36 Kts. She asks me how strong my Rebel is, I answered 5/2 (positive 5 and negative 2). She told me a Cessan 170 door was damaged by the turbulance, 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.
fly between 4000 to 6000 feet MSL over Fraser river, moving from one side to the other to escape from the down draft
I landed at Williams Lake around 5PM, after topoff the tank, I check the Wx, file the flight plan then continue to head toward MacKenzie, the Weather advisory was marginal, I put Prince Geroge as my alternative airport if the Wx gets worse (half way down the road), FSS advise me to check with them again when I am near Prince George. Something happens after I was air borne, I saw a thick layer of clouds direct in my path, I call Williams Lake and turn around to land immediately.
This is what it was coming at me (cumulonimbus), the begining of a tornado.
When I was at the same altitude, it only looks like a dark thick layer of cloud, no way near what I have seen on the ground
(Lesson 4, I can only see two dimentional clouds in the sky, because we are at the same plane, when clouds look really dark, run as fast as I can)
