Hammer Helicopters

OUR FERRY FLIGHT FROM GARLAND, TEXAS TO OLYMPIA, WASHINGTON

By Dave and Kyle

September 13, 2008 Hurricane Ike makes landfall near Houston, Texas

Kyle and I had made arrangements to purchase our helicopter months in advance of the ferry flight. We had found a good deal on a nearly new helicopter at Sky Helicopters in Dallas, Texas. We were looking forward to flying our new helicopter back to Olympia, Washington to start off our flight school, Hammer Helicopters. Little did we know that Hurricane Ike would be making its way toward Texas at the same time as our scheduled pick up date. We had spent considerable time plotting out alternate routes from Dallas, Texas to Olympia, Washington, just in case the weather, or forest fires, would cause us to divert from our preferred route. The thought never occurred to us that, on our pick up date of September 11th, a category 2 hurricane with 110 MPH sustained winds would be screaming inland toward Dallas. 

Approximately one week before we left, news reports started forecasting the possibility of Hurricane Ike making landfall somewhere in the Gulf states. By the time we boarded the plane for Texas, we knew it was going to be a bit of a race to start our ferry flight before Hurricane Ike would be on top of us.

We arrived in Dallas in the early afternoon, got settled in the hotel, then headed over to Sky Helicopters to see our new helicopter and complete the paperwork. The helicopter looked fantastic, but the weather was lousy, a 400 foot ceiling and two miles visibility. Definitely IFR conditions. After dealing with all the paperwork, we started to check the weather forecasts hoping for a break in the weather. We wanted to leave before Hurricane Ike made its way up to Dallas. It didn’t look good, but we decided to stick to our original plan of staying one night and getting an early start in the morning. According to the evening news, Hurricane Ike would be on top of Dallas in another 24 hours. We would have to leave sometime early tomorrow, or be trapped in Dallas until Hurricane Ike had moved on.

The next morning the weather was nearly the same as the day before, and forecast to deteriorate as Hurricane Ike moved in toward Dallas. Although a 600 foot ceiling and two miles visibility is IFR, we could still take off in a helicopter within the class G airspace of Sky Helicopter’s helipad, as long as we met the FAR requirement of “clear of clouds”. We were hesitant to take off in such poor weather, but after talking to the locals, they convinced us that it wasn’t like flying in the mountains that we were used to in the Northwest and there are no mountains to run into!  There was essentially no wind, and the terrain was as flat as a billiard table for the first thousand miles of our trip as we headed to the north. We would just have to be on the lookout for cell phone towers and radio antennas rising from the surface and disappearing into the clouds.

We completed our pre-flight preparations and boarded our new helicopter on the helipad. We settled into the familiar start up routine of the Robinson. Lifting off the helipad our view confirmed what we had expected, about 2 miles of visibility, fading into a gray shroud of mist.

Our navigation plan was to pretty much follow I-35 north from Texas to South Dakota. We would use the Garmin XL250 GPS as a back up to the road, and to keep track of airspace. We also kept track of our location and progress with approximately $250 worth of current sectional and terminal charts we had purchased for the trip. The sectionals and terminal charts were all previously marked with our routes, alternate routes and fuel stops. We also carried a current Airport Facilities Directory for each part of the United States we would be crossing.

Upon takeoff we skirted the class B airspace of Dallas Fort Worth airport and located I-35. Our pilot training in Cockpit Resource Management and Situational Awareness may not have been the most exciting classes that Kyle and I had attended, but our skills in these areas really paid off big time on this flight. We became a single flying machine. Both of us constantly taking care of all aspects of the flight; scanning the horizon for other aircraft, antennas or birds; scanning the gauges, warning lights and managing the fuel; tuning the radios for the next airspace and listening to the nearby ASOS or ATIS reports. Whether it was plotting an alternate course around some bad weather, getting to an alternate fuel stop, changing the transponder code, or talking to ATC, we worked together like a well oiled machine.

We made our way through northern Texas and continued to head north through Oklahoma. As we neared Oklahoma City we listened to the ATIS, and then radioed ahead to the combined class C airspace of Will Rogers airport and Tinker Air Force Base to request a Special VFR transition. ATC was obliging and cleared us for a low level transition.  

After crossing the Oklahoma / Kansas state line we radioed ahead to the class C of Wichita International airport to request a Special VFR for our next transition. Our low level transition was cleared as requested, and we continued our journey northbound.

We made our way through Kansas without a hitch. The weather for the entire trip so far was holding at about a 600 foot ceiling and two miles visibility due to mist or light rain. After crossing the Nebraska state line the rain started to get heavier off and on. As we passed Hebron, Nebraska we were scanning the view ahead, when it looked as if we were approaching a wall of water. Heavy rain was coming down in buckets. We made a quick decision to turn back to the Hebron airport. Upon locating the airport, we noticed the big white X’s at the ends of the runway letting us know that the runway was closed for construction. We shot our approach to the ramp near the fuel pumps, totally bypassing the runway.  As we were cooling the down the helicopter, Kyle got out looking for a FBO attendant.  As Kyle stepped out of the aircraft, a huge thunder clap and bolt of lightning shook the area, (thus confirming that it was a good idea to turn around and wait out the storm).  We looked around but there was nobody to be found but some construction workers, and they were no help, so we called the phone number on the door to the FBO.  By coincidence the contact phone number was for a gentleman that just got home from vacation in Kennewick, WA, our home state (what a small world).  He was happy to fuel us up and gave us some pointers on the local weather patterns for the next leg in our journey. The inside of the FBO was small, but exceptionally well organized and clean. After the heavy rains had passed through, we fueled up and continued northbound.

By the end of our first day we ended up at the Gurney airport in Yankton, South Dakota.  Luckily we landed just in time to get a hanger.  There was a gentleman that was just closing his hangar for the night and he was nice enough to let us store it inside over night.  He also set us up with a courtesy car and made reservations for a local hotel (very generous of him).    

The next day we got to the airport early and gave the helicopter and blades a quick bath for best performance and efficiency. The weather had improved greatly; 1,200 foot scattered and 10 mile visibility. Taking off from the airport, we climbed up through the scattered layer, the small puffy clouds creating an interesting poke-a-dot view of the ground below.

We used the GPS to navigate above the scattered layer of clouds until we recognized I-90 below. We had planned to follow Interstate 90 west through the mountains. With the high mountains and refueling stops a little scarce, the interstate gave us the most options, the lowest terrain, and a place for an emergency landing if the occasion should arise.

The next fuel stop was an odd FBO in Chamberlain, SD.  This FBO seemed to be a person’s house with the back door left unlocked so pilots could walk in to use the restroom and the phone for checking weather.  We refueled, did some planning for the next leg of the flight, and went on our way.  

As we headed west the terrain became higher, more rugged and remote. Near the western end of South Dakota we made a special detour to fly by Mount Rushmore National Monument. We had a beautiful view of the colossal statues of George Washington, Thomas Jefferson, Abraham Lincoln, and Theodore Roosevelt.

In the afternoon we passed by Sturgis and Spearfish and crossed from South Dakota into Wyoming. We decided to take in some sights in the area, so we diverted northward and got some great photos of Devil’s Tower while staying well outside the 3 nautical mile restricted area around the national monument. Flying past Gillette we then stopped for the night in Sheridan, Wyoming.

Flying into Sheridan, WY the surrounding mountain scenery was spectacular.  As we approached the airport we admired a large Gulfstream sitting on the Big Sky ramp.  Touching down we were greeted by the airport attendant.  We confirmed to him that we were staying the night and he told us that we could push the helicopter in the hangar behind us.  As we looked to were he pointed there was a gigantic hanger that looked like it could house a blimp.  Kyle told me to hover over to the entrance so pushing the helicopter would be shorter.  As the attendant opened the doors on this huge hangar we both thought it looked like it could fit an entire football field inside.  It was enormous!  

The next morning we got to the airport at 7AM for an early start and what we thought would be calm wind conditions. We were amazed to find steady 40 knot winds blowing. We didn’t expect that at all, so we ended up waiting for the weather to change, hoping for something more favorable to flying our small helicopter. After talking about the equipment we had brought with us, we decided to get rid of some of the things that we felt were not going to be used.  We reasoned we were about half way through the trip, and if we haven’t used it up to this point, we didn’t need it.  We fetched a cardboard box, started packing, and then drove down to the nearest UPS store to send the goods home.  Around noon the winds had died down to about 22 knots. The visibility was fine at 8 miles. We took off surrounded by the fantastic scenery courtesy of the 10-11,000 foot Bighorn Mountains.

We soon crossed from Wyoming to Montana. We listened to the ATIS and radioed ahead to Approach for the class C airspace at Billings to request a landing for fuel. We received our clearance and shortly after were handed off to the Billings tower. They were very helpful and gave us a progressive taxi to parking on the ramp.

After fueling we checked the ATIS and received our Clearance Delivery. Ground control cleared us for the taxi out to the runway and handed us off to the Control Tower. The Control Tower cleared us for takeoff and handed us off to Departure about a half mile beyond the end of the runway and once again we were on our way.

Flying past Mission, Montana we entered the deep, continuous canyon of the route we chose through the heart of the Rockies. As we transitioned through Butte’s class D airspace we had a bird’s eye view of Butte’s open pit copper mine. The water in the bottom of the pit was a bright, almost florescent blue green color. It didn’t look like anyone should go swimming in the pit’s water, it might dissolve their skin.

In the afternoon we arrive at our over-night destination of Missoula, Montana. We decided to park the helicopter outside because the weather was going to be good all night.

The next morning there is frost in spots in the grass, but none on the helicopter. We departed Missoula still heading west through the Rockies. Clear skies and calm wind with more incredible mountain scenery made the trip very enjoyable. The mountain canyons started to narrow up a bit as we approached the Continental Divide. Later that morning we passed over the Montana / Idaho state line which also marks the Continental Divide.

Entering Idaho we pass by the Lucky Friday Mine where Dave worked for 11 years as an industrial maintenance electrician. The Lucky Friday is a silver mine with a maximum depth of 6,250 feet.  It used to be one of the nation’s top silver producers of newly mined silver. The price of silver dropped drastically in 1986 and the mine was shut down. It has since reopened on a limited basis mining the upper levels of the mine.

Flying over Lake Coeur D Alene we spot the floating green built by the Coeur D Alene Resort. They designed a golf course where the golfer tees off from the shore to a barge anchored out in the lake. The barge is filled with soil and has a manicured golf green growing on it. The golfers are boated to and from the barge by the caddy. Quite a unique set up.

It doesn’t take long and we are leaving the Idaho panhandle and crossing into Washington. We are definitely on the home stretch now. Eastern Washington transitions out of the mountains of Idaho into flat, rolling terrain.

The first stop as we enter Washington is Felts Field in Spokane.  We stop for fuel and get a quick snack and then again take to the air.  After departure we have to transition through Spokane International and Fairchild Air Force Base still following I-90.  Once we get approved for the transition we notice that we are not that far from the actual nuclear weapons storage facility and it is amazing that they let us fly within a couple miles of the bunkers themselves.  

The last fuel stop for the entire journey was in Ellensburg.  We landed there to fuel up for the last leg of the trip.  Ellensburg is also a satellite facility for Washington State Department of Natural Resources.  During our short stay we noticed a couple of Huey’s and Cobra’s on the far end of the field ready for fire fighting.  

After our departure, in the far distance, we start to make out the snowy summit of Mount Rainier.  But first we will cross over the Columbia Gorge. On the far rim of the Columbia Gorge are dozens of windmills. What an incredible sight. There we were in this tiny R22 helicopter, although we were cruising at 80 knots, it doesn’t seem like we were making any progress because the gorge is such a huge chasm beneath us. We gradually gain altitude up the other side of the gorge. At the top we are greeted by the surreal waving arms of a field of windmills.

Although Mount Rainier is at least 100 miles away, it seems to be looming closer and closer. We gradually lose sight of Mount Rainier as we enter the steep terrain to go through Snoqualmie Pass. We climb to 4,000 feet at the top of the pass and then start our descent.  We are now back in familiar territory. We fly over Auburn and head over to the class D of Tacoma Narrows for a transition of their airspace. It is still a gorgeous day and we are only about 20 minutes from the Olympia airport. We are filled with anticipation of being home again and the thrill of a successful cross country flight.

At last, we contact the Olympia tower and they approve our request to land on the Jorgensen ramp. As we make our approach to the ramp, we can see family and friends waving to us. After a distance of 2,000 miles and 28 hours of flying, it is good to be home again, but we would do it again in a heart beat.