Heavy Lifting Iron

The loud whap-whap-whap is startling. The noise comes from Runway 31, which is in use. A big two-rotor military helicopter flies along that runway at low level. But wait, right behind this monster comes another one. And lo and behold, a third one is following number two. The procession flies to the midpoint of Runway 31, turns right, and flies along Runway 4, using it as a taxiway.

The three helicopters take a sharp left at the end of Runway 4 and approach the FBO. The noise of the huge rotor blades and turbines becomes deafening. Then, neatly, one by one, they settle on the tarmac in front of the FBO. The blades and turbines wind down. Now there is silence again.
  

Marine CH46 Sea Knight Helicopters in Plainview, Texas

Where is all this happening? At the Hale County Airport in Plainview, TX, of all places. We have known that airport for (1) strong winds from any direction, (2) two runways to cope with #1, and (3) a friendly and helpful FBO. But never for an impressive show of heavy iron.

The helicopters are marked ”Marines”. As the crews come to the FBO, we haul out the camera, take pictures, ask questions. These are CH46 Sea Knight helicopters, which are smaller cousins of the 50 percent larger CH47 Chinook and, we are told, more fun to fly.

 

They are on a long trip from Jacksonville to Edwards AFB, which normally takes four days but this time is being reduced to three days. This morning they departed from Fort Worth, are now refueling in Plainview, and will tie down for the night in Santa Fe.

Fuel burn is about 200 gal/hr, and cruise is 120 kts. Not exactly economical flying or high speed transportation. But these helicopters were not designed for distance travel but for heavy lifting.

Marine CH46 Sea Knight Helicopter in Plainview, Texas

The details are provided by Lieutenant Colonel J. McGinnis, who also mentions that tomorrow they will make a stop in Sedona. He says "This will be quite a sightseeing event for the crews". For sure, but it also will be the event of the day for the pilots at the Sedona Airport! 

When we mention, "You guys will be in the EAA Chapter newsletter, as part of the story of this trip," he is surprised and pleased. "If you like, I will email you a pdf copy. You just need to give me your email address." He hands me his card, which has a picture of a CH47 Chinook. What a nice way to meet some of the men who at great sacrifice protect us wherever and however the threat arises.

Later, we look up this famous helicopter. Built since 1961, there have been various military and commercial versions with ever more powerful engines. It has been a workhorse for the Marines, used in all missions since 1961. Known as the "Phrog", its longevity and reliability are captured by the sayings "Phrogs Phorever" and "Never trust a helicopter under 30."

The two turbines put out 1870 shp each. Empty weight is 15,500 lbs, and max takeoff weight is 24,300 lbs. Ceiling is an amazing 14,000 ft.

The Plainview refueling stop is part of a trip to visit my daughter Ingrid in Albuquerque and friends Lynn and Philip at the Casas Adobes Airport near Silver City, NM.

The leg from Plainview to Albuquerque reminds us that every flight is a learning experience. When we come over the mountain into the Albuquerque valley and tune in the Double Eagle Airport AWOS, the recording is in ATIS format, giving information "Yankee". 

ATIS format? How come? This is an uncontrolled airport according to the current sectional and the AOPA book. Do we have the wrong frequency? Maybe this is information for the nearby main Albuquerque airport?

Before we turn to the Albuquerque Flight Service for an explanation, we try to figure out this problem ourselves. But the recording is very fast and hard to understand. Earlier in the flight, a pilot said on 122.0 Flight Watch "Pardon me, I have slow ears". This applies to us now.

But we finally get that the rapid-fire "combined-tower-and-ground frequency 121.625" means just that. We tune in the frequency, listen while we gradually descend from 10,500 ft coming over the mountain to 6,800 ft pattern altitude, and get confirmation that Double Eagle has become a controlled airport with tower/ground frequency 121.625.

The rest is easy, except for a strong gust just before touchdown that tosses up the plane like a toy. The FBO tells us later that the airport became controlled on December 1, 2008, and that lots of pilots get confused since the current sectional and other sources such as the AOPA book are all wrong.

Coming from the east, you can leave Albuquerque in three directions, all of them interesting. To the north, for Santa Fe, Taos, and the impressive Rio Grande canyon. To the west, for a wonderful low-level flight along the interstate to Flagstaff. And to the south, for a picturesque tour of the Rio Grande valley, with its orchards and green fields amid the desert. 

South is our direction, since next is visiting Lynn and Philip in Mimbres, NM, where they live right next to the Casas Adobes airport NM69. 

Going south low and slow, it all looks like an elaborate model train set. Wait, there are actually trains, too! They snake their way outside the irrigated areas, but generally follow the river.

After an hour we reach Truth or Consequences, NM. It is time to climb from the current 6,000 ft, which is about 1,000 ft AGL, to 12,500 ft to cross the mountain to the west, near the southern end of the Aldo Leopold Wilderness. 

The peaks reach more than 10,000 ft, and, going west, 12,500 ft is a prudent choice. Another wise
rule is to approach the mountain ridge at no more than 45 deg., in case turbulence is encountered and a fast retreat becomes necessary.

In 1924, Aldo Leopold's effort resulted in certain areas of the US being set aside as wilderness areas. The Gila Wilderness, which is right next to the Aldo Leopold Wilderness, was the first such dedicated area. 

When you think about it, all the major preservation efforts in the US, creating national parks and monuments and wilderness areas, were brought about by just a few people. For the wilderness idea, Aldo Leopold was the key person.

The climb to 12,500 ft is smooth. But as we cross the ridge and descend to Mimbres in the valley, at 5,800 ft, the air becomes turbulent. The landing on Casas Adobes' narrow asphalt strip is easy.

Casas Adobes Airport NM69 (upper left corner)

Lynn and Philip welcome us and are pleased to show their new Flight Design CTLS, which is a marvel of engineering. All-glass panel, dual GPS with weather overlay, beautiful interior, sleek carbon fiber wings and fuselage. It's the best LSA ever.

Philip with Flight Design CTLS

The next day we all travel to the Mogollon Mountains, which are part of the Gila Wilderness. About 130 years ago, the area was a center of mining for silver and gold.

Mogollon Mountains of Gila Wilderness

We want to hike a famous catwalk. It is a steel construction of paths and bridges installed high in a narrow canyon.

Catwalk in Gila Wilderness

Originally, there were a lumber catwalk and bridges, supporting an 18 in. iron pipe that brought down water for power generation and ore processing. That design was later enhanced by concrete piers. Pieces of the iron pipe have been used as main beams of one of the present-day steel bridges.

Bridge with Iron Pipe, Catwalk in Gila Wilderness

As we hike up the narrow gorge along the catwalk, the water of the creek below  shoots past huge boulders and cascades down waterfalls.

Waterfall, Catwalk in Gila Wilderness

Toward the end of the hike, there is a narrow suspension bridge  that swings and sways. A wonderful hike indeed!

Suspension Bridge, Catwalk in Gila Wilderness

The next day it is time to say good-bye and return to Dallas. There is a 15-25 kt tailwind right from the start,  and it lasts all the way to Dallas. 

Total time of the return trip, including a fuel stop in Pecos, TX, is an amazing 6 1/2 hrs.  Which tells us that we do not need an RV for fast travel. With a very strong tailwind, our Zenith 601HDS is fast, too!