Flying the Cascades

We have just taken off from Redmond, OR, in our Zenith 601HDS, N314LB. The Flight Service briefer has cautioned us about smoke moving from the Mt. Jefferson area to the east exactly into our path.

Fires Near Mt. Jefferson, Redmond, OR
No problem, I think, and my friend Arie from Tel-Aviv, Israel, concurs. We saw this some years ago when Mt. Shasta was enveloped half-way up in smoke. As soon as we saw the smoke in the distance, we climbed high enough to be well above the smoke layer filling the entire valley below. With GPS we tracked the unseen interstate below, considering it an emergency landing site in case of engine failure. 

But this time it is different. We are taking off directly into light smoke, which rapidly thickens as we proceed northbound. We can still see the ground, so this is still VFR. But we cannot climb, since doing so would obscure the ground, effectively making this IFR conditions. What should we do, and how did we get into this fix?

The second part of the question has an easy answer. My friend Arie and I have picked the goal of flying the entire Cascades, from Mt. Shasta in California to Mt. Baker in Washington. As is usually the case, the plan has to be modified due to weather. 

During the first two days, we fly to Goodland, KS, across the Plains, and track Interstate 80 via Laramie and Medicine Bow Mountain to Evanston, WY. The third day, we leave the mountains in a terrific morning flight to cross the Salt Lake City Valley and the expansive Bonneville Flats, where our speed would be laughed at even when compared to motorcycle records.

Approaching Salt Lake City, UT, from the East, over Interstate 80
The overnight stay is in Winnemucca, NV, a town mostly distinguished by gambling and mining for gold, in that order. Early the fourth day, we arrive in Redmond, OR, to visit friends. If you look at the map, you see that we have skipped the lower part of the Cascades due to the change of plans. Fortunately, we had already traveled that part of the Cascades on earlier trips. 

Mt. Jefferson is the Cascades mountain closest to Redmond. It is enveloped in smoke due to two extensive fires. Those fires produce the smoke and haze that threatens to turn sunny day VFR to IFR. After a few minutes of testing the extent of the smoke, we realize that the smoke extends much further than anticipated. 

For a fix of the problem, we turn east, away from the source of the smoke, get into reduced haze, and climb there. Soon we are outside the smoke-filled region. The lesson to be learned: Smoke is much harder to cope with when approached from below, and a lateral escape route is a must.

As we proceed northbound, the Cascades are to the left, bathed in the gentle, slightly hazy morning rays, with forest-covered flanks, steeply rising granite walls, patchy snow fields, and receding glaciers. 

Mt. Hood comes up, surrounded by mid-level clouds.

Mt. Hood
 We cross the Columbia River,

Crosssing Columbia River near Mt. Hood, going West
 ... pass close to Mt. Adams, 

Mt. Adams
 ... see Mt. Rainier in the distance,

Mt. Rainier
... and stop in Ellensberg, WA, for fuel. It is noon. We eat a bit and take off into a strong, gusty wind, which is the normal wind condition according to the Ellensberg FBO. 

From Ellensberg, Interstate 90 snakes west, rises to Stampede Pass, then drops down to Seattle, WA. 

Interstate 90 near Stampede Pass, view to East
This route is about the most scenic one we have ever seen. There are extensive lakes, forests, and mountains partially covered in snow. A scattered layer above us gradually comes down to our altitude and becomes broken as we near Stampede Pass. The Flight Service had warned about this, classifying the weather as low VFR due to the ceiling. 

Indeed, at Stampede Pass the clouds are 2,500 ft AGL, and we are 500 below them and also below the surrounding mountain peaks. There is a significant headwind that funnels across the pass and, now and then, induces light turbulence. 

As we drop down into the Seattle area, I call Flight Watch to tell them about weather conditions of the pass, as they had requested earlier. They inquire at length about the precise conditions. Evidently the information is most useful to them.

As we are about the leave the valley and enter the open Seattle region, two Cessnas approach us in opposite direction to fly up to the pass. As a precaution I have always clung to the right hand side of the interstate, quite close to the mountains. The encounter of the Cessnas shows that this is a good idea indeed.

Near Seattle, Mt. Baker is bathed in afternoon sunlight.

Mt. Baker
From Seattle we trace the coastline to Bellingham, WA, which is just a few miles south of the Canadian border. We do a quick oil change on the ramp where not a drop of oil is spilled onto the tarmac, and the next day drive with a rented car across the border into Canada, then proceed north along the coast of British Columbia on Route 99. 

I highly recommend this route. It has impressive lakes, waterfalls, mountains that are easily climbed, forests, rivers. 

Lake Garbaldi, Route 99, BC, Canada
Brandywine Falls, Route 99, BC, Canada
We camp for three days, and hike the lowest of the three peaks of the Stawamus Chief Mountain.

Stawamus Chief Peak #1, view South
Stawamus Chief Peak #1, view North
During the last night of camping, rain soaks the tent and sleeping bags. On the return trip to Bellingham, we stop in a shopping center to dry everything.

Drying tent and sleeping bags, Route 99, BC, Canada
On the return flight, we pick up Interstate 84 at Seattle and follow it to Twin Falls, ID. Choosing that city as stopover is an excellent idea. 

The Shoshone Falls of the Snake river in Twin Falls are almost as impressive as Niagara Falls.

Shoshone Falls, Twin Falls, ID

The golden rays of the evening sun set the graceful bridge spanning the Snake river afire,
Snake River, Twin Falls, ID
... and transform the numerous golf courses in the Snake river canyon into a magic kingdom. 

Golf courses, Snake river canyon, Twin Falls, ID
Out of curiosity we call airports along the remaining planned route, which is to trace the Columbia and Snake rivers into Missoula. We find out that numerous fires have produced smoke-induced IFR in much of southern Montana. Airlines are canceling flights! 

So instead, we continue from Twin Falls on Interstate 84 to Salt Lake City, cross the Rockies along Interstate 80, and exit at Laramie, WY. While staying overnight in Dodge City, KS, tropical storm Erin mounts a surprise barrier from the Texas panhandle to the Mississippi. After a day of waiting, we skirt around the thunderstorms by first going southwest to Amarillo and then proceeding southeast to Aero Country, our home airport.

What have we learned? First, flying the Cascades is just plain wonderful. The views are breathtaking. Second, camping on the coast of British Columbia is an excellent idea. Third, Twin Falls, ID, usually overlooked when flying west, is well worth an overnight stop. Fourth, there are some FBOs that are extremely helpful. We should mention Twin Falls, ID, Rawlins, WY, and Dodge City, KS. Not that the other FBOs weren’t helpful. But at the cited airports we got a courtesy car overnight, help with hotels, and generally all the assistance we could possibly need. 

Some numbers: We have flown 50 hrs during the two-week trip, burning 4 gal/hr, for a total of 200 gal. For comparison, a Cessna Citation jet requires that much in jet fuel during the first 30 minutes after takeoff, as we learned from a Citation pilot in Dodge City, KS. He also said that the $2,500 Garmin GPSMAP 496 they have on board is much more useful for weather analysis than the factory-installed $30,000 radar system.

About costs: Everywhere we have seen grass roots flying reduced due to fuel prices. We paid up to $5.25/gal for 100LL. Hangar rental costs are up a bit, typically $25 to $30 per night. Getting a hangar is essential when thunderstorms can happen at any time, such as in the Rockies or, with tropical storm Erin, in the Plains. The Flight Service, now handled by Lockheed Martin, was always helpful. The transition to the new computer system did cause some glitches, but the personnel makes every effort to smooth the bumps.

Last but least: Having two and not just one GPS unit on board is an excellent idea. It is important that the units are really different. Then any hickup in one of the system, for example one a problem with the graphics seen by us on this trip and later determined to be user-induced, is an annoyance but not a threat for critical operations such as maneuvering between tightly-spaced restricted military areas. In an informal AOPA survey, 70% of the pilots stated that they had two GPS units on board. Apparently, most other pilots have the same opinion.

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