BlueHawk Positioning

Texas to Alaska

Distance - 3300 miles
Real World Weather Throughout
Sim Time - 5 days
Real Time - Started 24/11/03   Finished - 10/12/03
Hours Logged - 35hrs 16mins
Real Time Hours - Lost Count !!

 

Background

When the Blackhawk became available for FS9, I tried a few flights and I was very impressed.   At that point in proceedings, Steve "The Boss" Chase was considering replacing the S-61 we used on our Norway contract with a new bird. I suggested we consider the Blackhawk while chatting over a beer in the crewroom. Little did I know what the consequences would be. Alun "Airprox" Heseltine came up with an ingenious idea by which the Norwegian Government would fund the airframes and intense negotiations were entered into. Happy to say that these were successful - But - It was announced that the BlueHawk we were going to use in Alaska was based at Fort Worth Naval Air Station in Texas, and would need a positioning flight to Rainy Pass, Alaska ! It's late November, 3300 miles to push, weather should be "interesting" I thought, daylight limited in the North at this time of year... Lets Do It !!

This is my story of that flight.

 

Day 1 - Leg 1 - KNFW to KSPS - 90.1 nm

So this was it, my longest flight to date for VertiGo. I was up early and got a lift to the field from a friendly US engineer from my hotel, well OK, the portakabin I had been sleeping in. The new bird looked outstanding as she was parked on the tarmac in our company colours, easily the best paint-job I had ever seen on a VertiGo bird. After checking her over externally, I climbed into "the office" and completed my pre-flight and startup. I got clearance from ATC for a Rwy 17 departure and the wind was 275 @ 20kt. Crosswind takeoff, great I thought... not ! I'd worked out my fuel burn, so with 201 lbs in the tank, I taxied out to the runway. The weather was overcast but was improving quickly as the sun came up and burned off the clouds. As I took off, it was into a perfect sky. It was a pretty uneventful flight until I noticed that I was looking low on juice. "What was wrong ?" I thought. Just then, I got a warning that I was low on fuel and would I like to refuel in the air ? Too right I would !! Lucky this is a Sim. I hit the button and went back to my takeoff fuel level, 201 lbs.

Landed at KSPS - Sheppard AFB - without further incident, but ATC vectored me 15 miles past the airport before they turned me. Glad I had the extra fuel !

 

Day 1 - Leg 2 - KSPS to KAMA - 175.1 NM

I decided to get a full tank to see if I could make it to KAMA with a full tank so loaded 334 lbs. TO Rwy was 33L. Weather still holding. By now, I was getting paranoid about my fuel burn. I was determined not to let the Sim force me into a mid-air refuel so when I was getting low again, I diverted to E34, Clarendon to refuel. Up until this point, I had wondered if I had made a miscalculation for my fuel burn, but now, it was obvious that something was not right.

I got clearance to taxi to the maint hangars and after speaking with the engineers there, they were more than happy to help. Unfortunately, they did not have the required experience on military hardware. I needed REME assistance and I knew just where to get it in the shape of my very own "Boss". A quick call across the Atlantic got the ball rolling and most of the afternoon was spent tweaking the engine and fuel systems. With the Boss's help, I was spooling up the engines, ready to taxi by 16:40, five hours after landing. The last 50 miles to Amarillo went well, fuel burn was looking good too. In at 17:15. I decided to overnight at Amarillo after the hectic day, and make an early start in the morning.

 

Day 2 - Leg 3 - KAMA to KTCC - 93 NM

It was dark when I arrived at the pan to check the BlueHawk, 07:00. I'd been lucky enough to acquire a bed in the crewroom. All seemed in order so I got clearance to taxi to Rwy 22. Weather was clear with a 2kt wind dead ahead. Nice morning flight to Tucumcari, but I had to hang around before landing for a Beechcraft (which landed on the wrong runway !!) Timezone changed during this leg. In at 09:38 local.

 

Day 2 - Leg 4- KTCC to KABQ - 147.8 NM

Out just before 09:00. Good weather but approach was very low over the mountains. Glad I had a radalt fitted. In at 10:25.

 

Day 2 - Leg 5- KABQ to KGUP - 110.4 NM

Checked my route and saw quite a few big bumps in the way. As I wasn't familiar with the area, I decided to file IFR Direct GPS as the cloudbase was below the max elevation. The flight went well and ATC did a great job. The low cloud cleared as I was over the mountains but I was flying into a 33kt headwind at some points, which slowed me down somewhat. Approach was to Rwy 24 and I tried out an AP ILS approach. The AP acquired the localiser but did not acquire the glide-slope so I was Very High when I took control. Landed perfectly on the numbers and taxied in for a rolling refuel. That's the beauty of being a heli pilot !!

 

Day 2 - Leg 6 - KGUP to KGCN - 165.6 nm

Took off into a 25kt headwind at 12:25 after a quick rolling refuel. Weather still holding. Made KGCN in under 3 hours. Left base appr to Rwy 21. Refuel stop only. Out at 14:15.

 

Day 2 - Leg 7 - KGCN to KLAS - 146 nm

I was looking forward to this leg into Las Vegas, the weather was very friendly and I had a fantastic trip over the Grand Canyon. Got a nice approach to Rwy 7 left, and parked in sight of the Mandalay Bay Hotel for checks.

 

Day 2 - Leg 8 - KLAS to KNID - 125.6 nm

Would have loved to have stayed in Vegas to explore, but the Boss wouldn't let me, so onward I went. A quick refuel stop followed by a Loooong taxi to the active and I was away heading into the sunset. That sky was well worth not staying in Vegas, I'd only have spent all my wages anyway. I'd filed IFR and got an appr to rwy 8, the weather was getting difficult and it was very bumpy on my descent. Got parked up just before 18:00. Another long day but some fantastic scenery. Time for a meal then bed.

 

Day 3 - Leg 9 - KNID to KPRB - 143.1 nm

Early start today, 06:30. Checked and refueled with taxi to the active. I think ATC were still asleep. Don't you just hate it when this happens ? "Ground control to Major Tom"!! Nice morning for flying as the sun was coming up. KPRB has a helipad and I made a lovely approach and landing. Got a great screenshot of... FSNav. Dammmm !! Hot refuel and away again.

 

Day 3 - Leg 10 - KPRB to KMRY - 80.5 nm

Amazingly, the weather was still fine and I was VFR all the way. Began the turn to the North. "Look Dad, I can see the sea." My first sight of the Pacific. I'd pretty well follow the coast now, all the way to Alaska.

 

Day 3 - Leg 11 - KMRY to KSTS - 124.2 nm

Another good weather flight in the late morning. Passed close to San Francisco KSFO and spotted the Golden Gate bridge off to my right. Couldn't resist the photo opportunity so I circled the bridge and got some great shots of... FSNav !! Dammm!! I'm going to have to write a checklist for taking pictures !! Luckily, this was the last time I made this mistake.

Appr into KSTS was Rwy 32, and I diverted to land on the heli-pad. Shut down and carried out full stop checks. All was fine.

 

Day 3 - Leg 12 - KSTS to KACV - 159.7 nm

Up until now, the Nav had been pretty simple with a VOR near my destinations which I picked up soon after take-off. This trip was a little more interesting. Four short range VOR's to follow provided me with a nice little NavEx STS - ENI - FOT - ACV. Still VFR with light winds. All in all a very enjoyable leg.

 

Day 3 - Leg 13 - KACV to KOTH - 146.4 nm

This leg was a bit of a milestone. At the end of it, I would be just over half way to my final stop. I knew the good weather was too good to be true. By the time I'd taxied in and refueled, the cloudbase had dropped to 300 ft. IFR plan filed. The flight went without incident and I got vectors into Rwy 04.

 

Day 3 - Leg 14 - KOTH to KAST - 165.2 nm

IFR. A nice afternoon to fly up the coast. Tailwind added to the good progress I was making, plus 42kts at one point. Now at 120kias cruise, that makes a BIG difference ! I was vectored to Rwy 13 approach... ATC - "Oh look, its a heli, lets put him out over the sea out of sight of land !" All that rig flying certainly paid off. The weather deteriorated badly on approach, glad I filed IFR. ATC doesn't seem to like a descent rate of less than 1000ft/min, lots of "expedite your descent" calls on the RT. I've a feeling I'll be IFR from here on in.

 

Day 3 - Leg 15 - KAST to CYAZ - 191.4 nm

Hot refuel in the rain then off. IFR filed, VOR to VOR. Well I was in the clouds and I thought to myself that I may as well be in the dark, for what difference it would have made ! The barometer was still dropping along the route. One consolation however, some spectacular colours as day turned into night. I had one problem to come, however, as I made my approach to CYAZ, no lights on the runway !! A quick circuit to get my orientation and landed without problems. Not many facilities here, and nobody was home so I slept in the bird. This was the longest leg of the trip and I was tired.

 

Day 4 - Leg 16 - CYAZ to CYZT - 114 nm

Awoke to the rain, it hadn't stopped all night, but I was well rested. Managed to cadge a lift into Tofino, 6 clicks away, for breakfast. Naturally, it was flapjacks and maple syrup now I had made it to Canada ! After getting wet doing the externals, I was finally in the hot seat setting my instruments and the rain stopped just before I announced Taxi !!

The weather was clearing nicely as I approached Rwy 34, then diverted to the heli-pad. Very considerate of them to put it so close to the fuel point.

 

Day 4 - Leg 17 - CYZT to CAF2 - 95 nm

Short hop without incident. Started snowing on approach, well, it is getting near Christmas.

 

Day 4 - Leg 18 - CAF2 to CYPR - 150.4 nm

Filed IFR due to very bad cloud. No problems in flight and a good landing. Quick hot refuel and onward.

 

Day 4 - Leg 19 - CYPR to PAWG - 105.9 nm

This leg would see me in Alaska, but would also catch me out !! Now everyone can make a mistake except my Boss, he just catches you out with little "Gotchas" !! I'd originally filed CYPR to KBE as per my issued flight plan. Imagine my surprise when ATC gave me vectors to Rwy NE WATER !! Quickly re-filed to PAWG and made a good approach and landing Rwy 28 visual. My fault for not getting details of destination airports. I wouldn't make the same mistake again, and it would prove to save me a night out in the bondou !

 

Day 4 - Leg 20 - PAWG to PAJN - 175.3 nm

IFR to PAJN and I was in the soup most of the way, but I was happy that I would be landing at somewhere familiar at last. It was only 15:00 when I arrived, but I'd done my homework (see previous leg) and I decided to overnight here. Dusk was approaching, the next strip was unlit, unmanned, used as a road and the only facilities were a hut maintained by the Forestry Commission. No contest !!

 

Day 5 - Leg 21 - PAJN to AK76 - 127.9 nm

Met up with a few buddies in Juneau for breakfast and had a late start as this was to be the last day, and I wanted to hit the small strips during daylight. All the required servicing was done by the excellent crew on site.

Besides, on this leg I had a big bump to get over, 10,000 ft and I'd never had the BlueHawk that high before. I filed IFR and took off Rwy 26 into a pleasant morning with building clouds. The airport was still lit even though it had gone 10:00. ATC was great until I was approaching the "Big Bump", they climbed me to 13000' then to 14000' then descend to 13000' then climb to 14000' , this went on and on until I was getting really miffed so I go down to 13000' and I set a climbrate of 100 ft/min. "expedite" I can handle !

It was cold, and thin up here, and I really should have had the aircraft rigged for high altitude work before I set off. I was pulling full collective and getting 75% TQ at 14000'. Point to note for the future, must have another chat with REME.

Finally made it to East Alsek River strip, nothing here, spot the hut. Really glad I stayed in Juneau last night.

 

Day 5 - Leg 22 - AK64 to PACY - 136.6 nm

VFR leg, track to YAK VOR in and out. Good weather for a low level coastal flight. Passed over an airfield called Icy Bay (19AK), now that's an appropriate name !

 

Day 5 - Leg 23 - PACY to PAVD - 127.3 nm

Decided to file IFR via VOR JOH, as the weather was awful and I wanted to avoid the mountains. Of course, ATC had a different idea, and I was vectored off route 70 miles from my destination. This turned into a very "interesting" approach, definitely the most challenging so far. I'd tuned ATIS and vis was 3/4 mile. I was asked to call Rwy in sight at 7200', yeah, go on then!! I canceled IFR! Finally, made it in with Rwy in sight at just over 700'. That was very scary and the most challenging app / landing so far.

 

Day 5 - Leg 24 - PAVD to Z41 - 107.6 nm

After refueling, the weather was improving so I filed IFR to Z41, the last stop before the end. Had a really pleasant evening flight over the bumps to Anchorage. Always makes me laugh when ATC ask for runway in sight at Anchorage, all you can see are runway lights and markers everywhere. Perm any one from five ! Quick refuel stop then onto the last hop.

 

Day 5 - Leg 25 - Z41 to 6AK - 95.1 nm

Well this was it, the last leg. It was dark by now but I wasn't giving up just yet. IFR to Rainy Pass was the order of the day, as the approach is quite tricky an I didn't want to scratch the bird at this late stage. Nice takeoff and I was on my way . Weather was again holding up and I anticipated a good visual landing at my destination. ATC had me way too high on approach, but that gave me time to do a descending orbit and check out the new lighting that had been added while I'd been away. Made a good approach and a nice landing on the pad. I was home at last, but there's more... Now, this is the Gods honest truth... as soon as my wheels touched tarmac, the most wonderful thing happened, the Aurora Borealis appeared in the sky !!! The screenshot does not do it justice, it was a fantastic end to a fantastic trip, I sat there mesmerised for a good five minutes before I remembered to shut my engines down !!

 

De-Brief

The following table gives Sim Timings for the legs.

Time in

Time Out

Flight Time

Fuel Used

waypoint.0=KNFW

******

08:00

******

waypoint.1=KSPS

09:38

10:05

01:38

172

E34 - Divert for Refuel

11:34

16:40

01:29

232

waypoint.2=KAMA

17:15

07:30

00:35

92

waypoint.3=KTCC

08:38

09:00

01:08

160

waypoint.4=KABQ

10:25

10:45

01:25

210

waypoint.5=KGUP

12:20

12:25

01:35

200

waypoint.6=KGCN

14:08

14:15

01:43

217

waypoint.7=KLAS

15:55

16:05

01:40

219

waypoint.8=KNID

17:53

06:43

01:48

242

waypoint.9=KPRB

08:10

08:19

01:27

225

waypoint.10=KMRY

  

09:12

09:25

00:53

182

waypoint.11=KSTS

  

10:45

11:00

01:20

227

waypoint.12=KACV

  

12:30

12:40

01:30

238

waypoint.13=KOTH

  

14:02

14:15

01:22

205

waypoint.14=KAST

  

15:30

15:45

01:15

204

waypoint.15=CYAZ

  

17:48

08:23

02:03

302

waypoint.16=CYZT

  

09:20

09:35

00:57

155

waypoint.17=CAF2

  

10:29

10:40

00:54

149

waypoint.18=CYPR

  

12:07

12:15

01:27

222

waypoint.19=PAWG

13:35

13:43

01:20

200

waypoint.20=PAJN

  

14:59

10:15

01:16

202

waypoint.21=AK76

  

11:47

12:05

01:32

187

waypoint.22=PACY

  

13:06

13:25

01:01

181

waypoint.23=PAVD

  

14:38

14:55

01:13

179

waypoint.24=Z41

16:05

16:15

01:10

160

waypoint.25=6AK

17:50

01:35

211

01:11:16

5173

To view all the screenshots taken during the trip, follow this link Texas To Alaska.

Comments, questions, criticisms to my usual e-mail address.

Hope you enjoyed the flight, please fly with VertiGo again.

MB