“Seattle Center this is Apache Four One Seven Nine Papa with you
at ten thousand feet.”
“Apache Seven Nine Papa this is Seattle Center, please hold, we
will be right back with you.”
My son Gene had just called Seattle Center to let them know we were
picking up dangerous amounts of ice and that we had decided to turn
back to our point of origin. After what seemed like a lifetime,
Seattle Center responded by clearing us to climb to 11,000 ft (3,353
m) where it was clear and conditions were better. We were in full IFR
(instrument flight rules) conditions at the time. We started to climb
and broke out of the clouds at about 10,500 ft (3,200 m) where it was
clear. As the ice started to melt we decided to continue on to our
destination, Hamilton, Montana.
My granddaughter Katie had been invited to come over to Bellevue to
visit for a couple weeks. Gene had recently completed qualifying for
his multiengine and instrument rating so he thought it would be good
experience for him if we flew over to get her in a Piper Apache that
was available for rent at Harvey field in Snohomish, about thirty
miles north of Bellevue. We had been monitoring the weather for
several days and this day was the first that looked like it might be
good enough to make the flight. We didn't want to get into any really
bad weather because the Apache doesn't have a reputation for being a
very good single engine airplane.
The field was covered with fog when we arrived about 6:30AM, July 14,
1993. We had to get the plane released to us, make sure it was
fueled, and conduct a walk-around inspection so we thought that by
the time this was accomplished the fog would be cleared enough to
take off. Our observations were correct and by the time we were ready
for take off it had cleared enough on the field for a legal take off
at 7:46 AM.
Although the take off was uneventful, we immediately climbed through
a low overcast about a hundred feet thick and then proceeded on up to
1,500 ft (457 m) where Gene contacted Seattle Center for information
on how to continue our flight. They gave us a frequency to squawk on
the transponder so they could follow our flight path and gave us
instructions to climb to 6,000 ft (1,829 m). We continued our flight
southeast to contact vector 2 and head east to Ellensberg. (Vector 2
is one of several radio navigation beams established to aid
instrument pilots to fly cross-country without using visual ground
references.) In a few minutes Seattle Center instructed us to climb
to 9,000 ft (2,743 m).
A few minutes later I could see what looked like ice forming on the
leading edge of the wing. A glance at Gene confirmed that he had made
the same observation. We discussed this for about ten seconds and
came to the conclusion that we had better do something about it right
away, maybe even turning back to Harvey field and aborting the
flight. He called Seattle Center and informed them that we were icing
up. They came back to us right away and gave us clearance to climb to
10,000 ft (3,048 m). We climbed out into broken clouds at 10,000 ft,
and the conditions were much better. We continued flying east on
vector 2 and in a few minutes the rugged Cascade Mountains were
behind us and as the terrain became transformed into the grassy
prairie and farmlands of central Washington, Ellensburg appeared in
the distance.
The ride was relatively smooth and we just sort of settled back to
enjoy it, having overcome the first crisis of the day. As we were
going in and out of clouds my mind wandered back to the days when I
owned an 8B Luscombe during the fifties. I used to go out on days
when it was partly cloudy and try to fly through clouds using the
airspeed indicator and compass, the only instruments in the plane
that could be used for reference. I could handle small clouds by
holding the stick and pedals very still, trying not to move them and
let the plane fly on it own. This worked very well, so I would go to
a bigger cloud, figuring that if I could work up to bigger and bigger
ones, I would become an instrument pilot. It was great fun except
during flight through a really big one. During these times I would
always get the sensation that the plane was going down so I would
start easing back on the stick a bit to get back to level. Instead of
slowing down like it should, it would gain speed and the harder I
pulled back the faster the airspeed would get. Finally, I would burst
out the bottom in a spiral dive, and as soon as I could see the
ground every thing would get back in order and I would just pull out
and assume straight and level flight again. I always entered these
clouds with enough altitude that when I came out the bottom there was
enough left to make a recovery. It was really fun, but I found out
that you can't believe your feelings if you can't see the ground or
have some sort of instrument that will give you visual reference to
the horizon. Of course this fact is something we have known for a
long time, but it sure was fun confirming it.
The flight continued and before we knew it we were over the
Ellensburg VOR. Vector 2 takes a northeast turn about ten degrees
here toward Moses Lake. In a few minutes the Columbia River was
below, we were right on course. I noticed that the spinner on the
right engine was not tracking properly and made a mental note to
check it when we landed at Hamilton.
The sky was clearing now and we were flying in weather that was
almost CAVU (ceiling and visibility unlimited) and as we approached
Moses Lake we could see a Boeing 747 practicing approaches at the
field. It was very different to be looking down on a 747. I was
amazed at how slow it seemed to be going as it circled to line up
with the runway for an approach and landing. The field at Moses Lake
is ideal for this type of training. It was constructed during the
Second World War as a training field for bombers and is 10,000 ft
(3,048 m) long. It is one of the few fields that a 747 can make a
touch and go landing. As we over flew the field the Jumbo Jet passed
beneath us.
Our course turned slightly to the east, going south of Spokane,
Washington and as we approached the Idaho border the weather was
beginning to deteriorate. All we could see was a build up of clouds;
we were leaving the clear skies behind. We flew into the overcast
just before getting to a point south of Coeur-d-Alene, Idaho. The
turbulence increased and almost immediately the plane started
accumulating ice on the leading edge of the wings. It was kind of
interesting to watch it form, but we both knew that the plane would
not be able to fly if the formations got much larger. Finally when
there was about a half inch (13 mm) of build up. We decided something
had to be done and Gene made the call to the Center and told them of
our decision to turn back towards clear weather. Then they came back
with clearance to climb to 11,000 ft (3,353 m) feet where it was
clear and conditions were more favorable. The turbulence was
increasing now so the ride was not very smooth. We were now going in
and out of the clouds so the conditions were IFR about half of the
time. The instruments indicated we were going over the VOR at Lookout
Pass on the Idaho, Montana border, but that was the only way we could
tell because at that point we were in the clouds.
The operator at Seattle Center called shortly after we had passed
Lookout Pass and told Gene that we were leaving his sector and gave
us the frequency to use to call the Salt Lake City Center. He also
wished us a safe and happy trip to Hamilton. Gene called Salt Lake
and told them our altitude and destination. They returned with a
cheery hello and told us the altimeter reading and information that
we needed to complete this leg of our flight.
We settled back and just enjoyed the flight toward Missoula. Gene
called Missoula Approach Control with the information that we were
about 30 mls (48 km) west and planning to turn south to Hamilton when
we arrived over Missoula. They requested that we fly down the east
side of the valley because there were parachutists in the area
southwest, other wise there was no aircraft traffic south to
Hamilton. The turbulence continued although the sky was now almost
clear of cloud cover south of Missoula. We started a gradual let down
so we arrived at the Hamilton airport at the proper altitude to enter
the pattern for a landing. I couldn't help admire the way Gene
handled the plane as he called Hamilton Traffic Control and circled
the airport to a landing that was perfect.
My son Rick and granddaughter Katie were waiting at the hanger office
and came out to the gas pit to greet us and exchange hellos and hugs
all around. We were planning on staying only long enough to refuel,
check the exterior of the plane visually and load up Katie and her
baggage. She was pretty excited about getting to fly to Bellevue with
her uncle and grandpa. During the visual inspection I decided that
the screws holding the spinner on the right engine were not loose so
that was not much to worry about. We did have a quick snack at the
office and while chatting with Rick we told him that the ride over
was sort of rough in places, but that it looked like it might be
clearing somewhat so the trip back probably wouldn't be as bad as the
flight we had just completed. How wrong we were!
The sky was still clear when we took off from Hamilton, we proceeded
North toward Missoula as we climbed to 12,000 ft (3,658 m). Approach
Control instructed us to circle south of Missoula at 12,000 ft for
ten minutes until they could assign us an altitude, heading and
frequency to be used during the flight back to Seattle. Finally we
received the information and descended to 10,000 ft (3,048 m) as
instructed. It wasn't long before we were in IFR conditions and the
build up of ice started again, but we flew out of it into the clear.
Although we were in the clear the plane would not maintain 10,000 ft,
we were slowly loosing altitude. Missoula approach control called and
admonished us to maintain 10,000 ft and since we couldn't hold that
altitude, we requested a lower altitude and start to return toward
Missoula in VFR (visual flight rules) conditions. As we reached a
lower altitude the ice that had accumulated on the plane melted and
we are able to maintain altitude. The plane seemed to be functioning
properly so we decide to try for Seattle, (Harvey Field) again. This
time we are assigned 9,000 ft (2,743 m) the plane held this altitude.
Although we were in the clouds in IFR conditions again everything
seemed to be going all right as Salt Lake Center handed us back to
Seattle Center. We would be using their radar for the remainder of
the flight. The air was not smooth, but at least we were going the
right direction now. We were approaching Mullan Pass near Wallace,
Idaho, and I got to thinking that we were flying over some of the
most rugged terrain in the Rocky Mountains. Interstate 90 is a
freeway that goes from Seattle, Washington to Boston, Massachusetts,
but the area around Wallace was the last area to be completed because
highway, river and railroad all compete for the same space in a
narrow valley. There was a great celebration held when the freeway
was finally put through because it was the last traffic signal to be eliminated.
We were still in IFR conditions but there was no ice building up on
exterior of the plane. However, as I glanced at the instrument panel,
I noticed that the manifold pressure on the right engine was starting
to drop. Since the plane had constant speed props it didn't occur to
me right away what was going on, but about that time Gene reached
over and pulled on the carburetor heat control for that engine. The
right engine had been accumulating carburetor ice; a condition which
if not corrected would eventually cause the engine to quit. Although
Gene didn't notice the manifold pressure drop right away, he did feel
the thrust from that engine diminishing. As soon as he added
carburetor heat control and the manifold pressure started to come up.
Soon he did the same on the left engine and the crises was over.
In a few minutes we flew out of the clouds and into clear air. We
were still at 9,000 ft (2,743 m) and both engines were running smooth
and even. We thought we had it made, although we could see clouds
ahead of us a few miles. The controller at Seattle Center called and
requested we climb to 10,000 ft (3,048 m). We started climbing and
this time we were able to maintain that altitude. We couldn't see the
ground, however we judged we were south of Coeur d’Alene, Idaho.
Within minutes we were back in IFR conditions. This time we
encountered rain, snow and more turbulence. A little ice started
building up on the wings. Gene contacted Seattle Center and requested
an altitude change to 12,000 ft (3,658 m), which was immediately
granted and we started a gradual climb. We broke out of the clouds at
a little over 11,000 ft (3,353 m) had sunshine again, but not for
very long. There were clouds ahead of us that were too high to climb
over. As we entered these clouds we encountered more turbulence and
the ice started to build up again until there was about 0.5 in (13
mm) on the leading edge of the wings. The engines were not running
smooth, that was not really a worry, but the ice was. Gene called
Seattle Center again and explained our new situation and requested a
lower altitude to get rid of the ice before we lost control. The
controller told him to take any altitude he wanted down to 7,000 ft
(2,134 m). Gene chose 8,000 ft (2,438 m) and we started down fast. It
wasn't long before we could hear ice hitting the fuselage as it was
breaking up and coming off the propellers. The engines started
running smoother, but we still had lots of turbulence. It was a very
rough and exciting ride. The plane was finally free of ice at 8,000
ft (2,438 m) and so we stayed at that altitude.
The remainder of the flight took us back over Moses Lake, Ellensburg
and over the Cascades towards our destination. We were in the clouds
again and starting to descend and heading North to Harvey Field. When
we broke out at 2,500 ft (762 m), Harvey Field was right in front of
us. Gene radioed the field our position and flew into the traffic
pattern. In spite of all the difficult flying Gene had done he made a
super good landing. The time was 5:00 PM. Our total time in the air
was seven hours and fifteen minutes. Of this time we were in IFR
conditions for four hours and thirty minutes.
The reason for this flight was for Gene to get some experience flying
on instruments, which was certainly accomplished, and to bring my
granddaughter to stay with Gene and Pam for a couple weeks. When we
loaded the plane with Katie’s luggage Gene gave her a headset to
wear so she could hear what was going on. About halfway through the
flight she asked him if she could take them off. That was the only
time we heard from her during the flight. I don't know if she was too
scared to talk or if she just wasn't very talkative, but I was very
proud of her.