North American cross country flight
(Part one of three)

	Weather was good as we left our home in Victoria.
	Ken prepares for cross country flight.
	Cranbrook had some weather issues lingering over passes
	Although we are over the rugged Coast Range, we are always within gliding distance of a landing field.

Evaluating services in Canada and USA

My wife, Linda, and I toured across sections of Canada and U.S. on a return trip to southern Ontario during the fall of 2004.  

Actually, the Prairie Provinces thought it was winter – more on that later. 

We found a number of excellent service providers and of course learned a few things as we enjoyed our aviation freedom and wish to pass these aviation tidbits on. 

This narrative will hop around considerably as there are many topics to consider and comment on with respect to our 35 flight segments.

The cross country experience began at Victoria, B.C. where we departed after the Labour Day holidays in our Diamond Xtreme motorglider for some soaring around Hope and Chilliwack. We then proceeded to the Okanagan for visitations with friends in the area.

The flight direct over the Coastal Range was blessed with CAVU conditions and light tailwinds – can life get any better? Yes, it can. We landed at Kelowna and parked at the relatively new FBO, Top Flight Fueling, where the aircraft quickly drew interested spectators. (The long wings and sleek lines do that a lot).

Manager Dean Thorlakson and staff members, Rob Tiller and Sherri Finch, met the aircraft as we taxied in to dispense every manner of service we could consider.

Linda and I were impressed by the courteous support staff and their detailed attention to our needs. They allotted a prime tie-down spot that provided easy access to the taxiway for our nearly 55 foot wingspan and planned their ramp area to minimize congestion while maximizing manoeuvring room. 

Even though we did not buy fuel from them (we burn autogas in the Rotax) they provided a deeply discounted tie down rate and we are appreciative. Perhaps a large contributor to their service level is the fact that their manager/owner, Thorlakson, is a commercial pilot who fully understands the needs of aviators.

Top Flight shares there hangar and ramp with AOG, a company well known for their STOL package of improvements for the deHavilland Beaver and their current project to improve Cessna Caravan performance. 

We were plagued by a dying battery (life in a motorglider with numerous stops and starts can shorten their service limits by a couple of years) and we were unable to crank the engine over on that crisp fall morning. We are very thankful that the Director of Maintenance for AOG, Ken Gendron, rallied to our need for a jump start with a battery cart and within minutes we were departing for Lethbridge – with no service charge.

Well, we thought our destination was Lethbridge with forecast VFR conditions enroute, but the terminal forecasts and GFA were not indicative of the true weather and we quickly found a need to abandon the direct route and fudge our way around the layers of cloud and seek the lower valleys to reach Cranbrook.

During our approach, the FSS advised an airliner that had just checked in prior to taxiing that we were inbound and six miles back from joining the circuit.  The captain responded, “Confirm they are VFR?!”  When he heard my call sign he added, “Is that Ken Armstrong?” 

This wouldn’t be the first time the weather prognostications were grossly in error, nor would it be the last time on this trip. In my role to help promote aviation safety through increased knowledge and passing on experiences, I really don’t wish to point out instances when I am stooging around in marginal weather conditions and generally find they can be avoided. 

Sometimes, it just isn’t possible to avoid all the weather and I have been in a quandary for years as to whether I should write an article providing tips for flying in marginal conditions. 

The decision has always been not to write the article as a small percentage of aviators might feel it gives them license to commit aviation when it would have been better to stay home.

The unanticipated benefits of our flight termination provided us with an opportunity to invite a Cranbrook friend to lunch (and to fetch a keg of autogas).  Afterwards, we all settled in to watch an awesome display of cumulonimbus attack the western face of the mountain range to the east. 

Torrential rain showers, lightning, virga and shining tendrils of precipitation highlighted by patches of sunshine provided hours of visual entertainment. Compared to the coast, this continental weather is far more impressive. 

After a restful respite with friends in the comfort of the Kootenay Airways Ltd. premises and generous support from its president, Dale Pizzey (another commercial pilot providing FBO, training and charter services) we noted a gap in the weather and launched for Lethbridge via the Elko highway. 

Although another VFR not recommended warning had been issued for this relatively low level route, we encountered no ceilings lower than 4,000 feet nor visibilities below 10 miles. Hopefully my pireps were passed on and helpful to subsequent VFR pilots. 

Pireps are of great value to other pilots who may be waiting for weather to lift and it’s also very helpful to weather services as it can often help them revise terminal and enroute forecasts.

With kind help from Lethbridge FSS we were able to contact friends by telephone relay to determine the condition of their private airstrip. Minutes later we planted our taildragger onto the well manicured grass.

Having the FSS place a phone call for pickup or taxi should not be assumed nowadays as we were frequently advised by other stations that telephone calls were not part of their service. This from specialists who had no other traffic for the entire time we were in their area….

From the comfort of our friends’ Lethbridge ridge line home we enjoyed the exciting passage of the same weather we had flown through hours before. Two days later with a fresh infusion of autogas we launched with a partial load for a down slope take off with a moderate tail wind.

This was the preferred choice as the climbing terrain into the westerly wind might have proven challenging – even with our partial fuel load that was intended to only get us to Medicine Hat, one hundred miles away (plus more than adequate reserves of course).

During our 40 hours of flying a round trip between Victoria, B.C. and St. Catherines, Ont., we had generally adequate or better service from NavCan employees;  however, I found a flight service specialist with “attitude” at Medicine Hat (the most expensive fuel stop during our travels and one of the least friendliest). 

When I advised the FSS that I would fly a non-standard close-in right hand pattern to runway 21 to avoid over-flying the city and to leave the circuit clear for an approaching twin turboprop, he stated he would file an AOR against me if I did so. The last NavCan folks who filed an AOR against me got there fingers wrapped when I pursued the matter and senior Transport officials found NavCan employees at fault.

I have found a number of NavCan employees are keener to file AOR’s rather than provide cheerful service (As a matter of fact, prior to beginning this article, I was interceding on behalf of a pilot who had a number of AOR’s filed by an FSS known for it militant attitude towards pilots). 

An important point for readers to consider is that AOR’s can be challenged as the data is often wrong. Pilots have a right to challenge any AOR that is posted against them and should do so to protect their name – assuming they have done no wrong.

At any rate, rather than create a workload for myself and waste time with NavCan antics, I crossed mid field and joined a left-hand downwind, forcing the commuter airline aircraft entering behind me to fly a wide circuit over the city. 

It is sometimes useful to remember that the task of air traffic services is supposed to be to expedite the safe, orderly flow of traffic – not impede same. 

Our next leg was non-stop – almost direct to Regina – with a minor course deviation around the Moose Jaw military activity. Flying at 9,500 feet allowed us to have radar flight following along the route – something I strongly believe in because there are many added safety bonuses inherent with someone watching your progress and your radar trace is identified if you should have an emergency landing.

As a result, search and rescue can be quickly alerted – as opposed to a flight plan which entails Search and Rescue services some time after you are overdue on your planned landing. Besides, I have found that radar services have warned me of many aircraft that are close by that I hadn’t seen. 

Mind you, I have also had some close calls whilst under radar coverage that were not pointed out, so you must always remember you are responsible for your own separation in VFR flight. 

It’s surprising that radar often advises aircraft within two miles and a thousand feet and they are often missed by my scan. For that matter, even after the advisory, I often don’t see the reported traffic. Considering my long range vision is better than normal 20/20 this is somewhat shocking!

Although I refuelled with one of the big vendors near the terminal, I learned on the return trip that the Regina Flying Club has less expensive fuel and they are a nice group of people to meet.

The next stop at St. Andrews airport NE of Winnipeg allowed us to sample the very cooperative traffic management of the Winnipeg tower folks and then meet the friendly fliers of the Winnipeg Flying Club. 

Although my wingspan creates issues in confined ramp areas, the club under the direction of a customer oriented general manager found us a suitable location and then the ramp attendant dragged a number of heavy weights a hundred yards to secure our long winged glider in the approaching storm. 

Flight planning the next day included strong tailwinds and a long distance phone call placed by WFC to American Customs (now under a new, lengthy alias relating to border protection, immigration, building leases, storm door and sash sales, etc) for our landing at International Falls. 

The friendly folks at International Falls wouldn’t take our $25 as they had no decals in stock. However, they did make us promise to fill out a form and send it with the money to headquarters. 

Next, we flew to Duluth to overnight for an evaluation of the Cirrus SR 22 (which was published a few months ago in these pages).

The weather was roughly CAVOK the next morning, but dropped to semi marginal VFR for our departure to London. Forecast moderate tailwinds were actually minimal initially but they picked up as we approached the hurricane. 

The eye was somewhere in the USA on the south-central Atlantic Coast but the resulting weather created the most perfectly formed semi-circle of high cloud I have ever seen. It wouldn’t be a factor to our flight other than creating increasingly stronger tailwinds as we flew towards the center of that low. 

Our 28:1 glide ratio allows us to cross the 60-70 nm stretch of Lake Michigan’s narrows with complete safety and it’s normal for me to make this crossing any time the weather allows me to remain within a conservative gliding distance of land. 

Therefore, a cloud base of 6,500 feet or more is adequate and of course one must always consider the average wind direction to determine the half way (decision) point in the event of an engine failure. 

Mind you, if this highly sealed composite ever went down on the water, the absence of rivet holes and sealed wings would likely cause it to float a long time. At least it would seem like a long time bobbing in the pitching seas. 

I always carry personal floatation devices for potential water landings and as the pilot in command always don the PFD for over water flights as there will be little time to struggle into the vest when ditching is imminent.

We refuelled at Frankfort a few miles inland of the lake’s east shore and sampled our first self-serve fuel stop. These are likely a good idea as the lack of pumping staff does tend to reduce the fuel price. Nonetheless, worry wart that I am, my concern was that the pump wouldn’t work for me and there would be no one present to solve the dilemma. 

As a result, I arrived with plenty of fuel to proceed elsewhere – if necessary.  As usual, a number of aviators visited the refuelling process and stories were swapped with a number of amateur builders.

One of the great aviation pleasures is meeting fellow fliers and sharing the passion and pleasures. Of course, they also provide local lore and were very helpful suggesting a departing runway in the crosswind by warning of sink on takeoff.

On departure, I was tempted to stay and soar as there was a lot of convectivity in the area with the airport down in a narrow valley; however, we were on an international flight plan and I wanted to get to London and Diamond Aircraft before they closed for the weekend.

We knew we could easily park on their ample tie down pad, but wanted to be able to exit through the factory. Besides, arrangements needed to be made for inspection work before the staff evaporated. 

Fellow Xtreme owners and kindred spirits have told me they are delighted with Diamond service as they continue to support the aircraft and owners after sales and I have found that servicing under Bali Ahmad has always met my demanding expectations.

As the hurricane sucked us faster forward, we under flew the perfect umbrella of constantly darkening cloud and completed the day’s distance of 808 nm in 5.5 flight hours for an average speed of 149 knots. 

Although our zig zag route across the continent easily exceeded the 1940 nm direct distance between Victoria and London, we had burned less than 60 imperial gallons of fuel. This fuel included deviations due to weather and an hour or so loitering during soaring ops near Hope. 

On direct flights the typical fuel consumption produces 42 mpg at our conservative 106 knot TAS cruising speed. We achieve this economy by flying high to increase TAS and pulling the power back to approximately 50%. 

While this shaves approximately 5 knots off the cruising speed, that differential can readily be captured with cruise climbs and descents in combination with accurate navigation.

Generalizations that could be made after the first half of the trip were that Canadian FBO services which had lagged U.S. operations had played catch up in the last couple of years.  Fuel prices were higher across the board due to world prices averaging $45 for a barrel of oil. 

Although U.S. fuel was cheaper after conversion factors for volume and exchange were applied, once again the gap was closing and one could conclude the lure of the southern routes was not as great as previously encountered. 

Mind you, there are a lot more airports and facilities in the USA and the stretch of Canadian real estate from Kenora to the Soo is not aviator friendly in terms of emergency landing options (I never assume an engine will run indefinitely nor that a propeller will not separate at an inopportune time and choose my routes accordingly). 

However, these were the least of my worries on the return flight home. Although the flight to London had exemplified all of the benefits of personal aircraft, the flight home would dish up major weather conundrums and a near death experience. 

As a professional aviator for decades, I have felt that my mission was to accomplish a task while maximizing the safety margins through prudent planning and flight execution.  The flight home would become a monumental challenge to those concepts.

Next Month Part Two:  A aviation near execution.