Cross Country out of CubCrafters/YKM - Route help/tips/advice

[Clay Hammond]

Route index:

• Post #2: YKM to east of Mississippi loosely using I-90 through the mountains (Spokane to Sheridan).
  
  • Post# 5: Priest River/Lake Pend Oreille/Clark Fork drainage north of Spokane through Sand Point and down to Missoula
  • Post# 6: Spokane to Clarke Fork to Missoula then past Lincoln and out Rogers Pass.
  • Post# 7: Clark Fork to St. Ignatius then Seeley Lake to Rogers Pass
  • Post #8: Clark Fork to Paradise, MT, then Flathead River east to St. Ignatius through Jocko Pass to Lincoln and out Rogers Pass
  
  
• Post #3: YKM through Boise and Salt Lake to I-80 and points east
• Post #10: YKM to LA via Columbia Gorge west then I-5 south
• Post# 10: YKM to Las Vegas via US97-Klamath Falls-Reno-Las Vegas. Also notes extending to Phoenix.
• Post #11: YKM south to east via KGCD KBNO REO KBAM KTPH 0L4 BTY 0L7 PGS FLG KINW(oil change) KAEG KDHT
• Post #12: YKM through Boise and Salt Lake on down to Tucumcari, NM and then points east
• Post #13: YKM-Ogden-Salt Lake-Cortez-KSAR
• Post #14: YKM east to Grangeville, ID; then Salmon River over to Salmon, ID; east then north to Ennis, MT and I-90 to Sheridan, WY; southeast thru Custer, SD to Thedford, NE to Beatrice, NE; east to Booneville, MO then Waverly, TN to Atlanta; South thru Valdosta, GA to Grass Roots in central FL.
• I got behind on keeping this updated...apologies. Pretty much there is route coverage of every way out of the Pacific Northwest at this point. Feel free to add your own routing to the thread.

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I've wanted to start a thread here for a while offering folks who are picking up a plane from CC tips and experiences regarding best routes. I would like to encourage participation from folks who have made the trip themselves and feel they have something to offer in the way of airport updates, new airport experiences, personal experiences/observations...etc. I'll offer up over time the routes that have worked best for me over the past few years that I have been around Cubcrafters. What I would not like for this thread to become is a descent into questioning someones choices or a banter about the best sightseeing along the way. To the best of our ability, I would prefer seeing this thread remain a concise chronicle of best routes out of Yakima headed to wherever. In this regard it will be easy for someone to read through and pick out the tidbits of information that aids them going forward. So pull out that Sectional or WAC and follow along, or consider using an online solution. I have found www.vfrmap.com very helpful while recounting these trips.

If you would like to share your trip please consider the following:

• Preferrably a trip out of YKM after picking up your plane
• Routing you took via airports and waypoints
• Experiences at airports/FBO's along the way
• Crew car availability at airports you visited
• Fuel prices if they are notable
• Good shops along the way if you had to have maintenance or an oil change enroute
• Bad shops you would avoid in future
• Particular and/or localized weather phenomenon that might make you consider a different route if you had to do it over

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If you are considering picking up your plane from YKM and flying it home I/We would like to help:

• Let us know where you are headed
• Any concerns or self-imposed limitations that might impact your routing choices

[Clay Hammond]

I've ferried Cubs out of YKM off and on since 2006. In that time I've probably made 10-12 trips where I needed to get through the Rockies and then east of the Mississippi River, my ultimate destination being somewhere in the Eastern U.S.

For me, going over the top thru Montana and down from there is always fastest route out of the mountains and to points east. If weather is good with tailwind it is Yakima - Ravalli CO (6S5) - Sheridan (SHR). From there you are past the front range and can go direct to your ultimate destination and workout fuel along that path. In a Carbon Cub though you'll need wicked good tailwinds due to higher fuel flow and reduced endurance, or otherwise have the long range tank option. I find in no wind, turning 2450 or so for break-in considerations, I'm burning 8gph or so resulting in 2.5 hrs plus .5 reserve with stock tanks. Its 306 statute on that first leg to Ravalli and 360 on the second to Sheridan. So like I said, you need the push to be able to do it. If you look on the chart though you can see Lewiston as a potential intermediate stop out of Yakima and Butte, Bozeman and Billings on that second leg if you come up short. So if weather is good and I can take that more direct route through Ravalli Co. then I can make Sheridan by end of the first day. Usually 1.5-2 days further to get to the Mississippi. Only big caveat with that direct routing is you go over some rough wilderness, very wild areas. I always carried full winter camping gear any time after early September in case I had to put it down. Highest you'll have to get is 11-12K while crossing over the Bitterroot Ridge before dropping into Ravalli Co.

Some would say that stretching the legs like that is unnecessary, but I always enjoyed the challenge, and as a ferry pilot I am always looking to get the most ground behind me as quickly and efficiently as possible. If the airplane was running well and I felt good about it then off I went. There are Forest Service strips scattered along the route over the wilderness, but anytime between Nov and March you can expect them to probably have snow on the strip. Need skis or for emergency only.

If bad weather or playing it safe... Its Yakima to Spokane, then I-90 all the way. Coeur daLene, Shoshone, Missoula, Deer Lodge, Butte, Three Forks, Bozeman, Mission, Big Timber, Laurel/Billings, are all along the way and then Sheridan from there. Missoula, Butte, Bozeman and Laurel/Billings are the sure bets along that route. The other smaller airports are iffy. Sometimes I'll find people/fuel, sometimes not. I've never bothered to call ahead, that would help. I stopped at Big Timber once in middle of January. 15-20 below at altitude and I was cold and ready to quit for a little while. Runway wind blown with small drifts, not a soul around, about five below and no self serve. Lobby door was unlocked though for poor souls like me. Had enough fuel to press on to next little airport so I warmed up for a little bit and then had to continue on. But those sure bets I just named are always open for business. Highest pass is Mullen at 5500 feet or so, halfway between Spokane and Missoula.

Over the plains I just fly as direct a route as possible with my only consideration being getting fuel. With the SPORT CUB/TOP CUB/SuperCub it was never a question, I always had an airport on the course line that I could drop into due to the longer endurance. In Carbon Cub I sometimes have to deviate off of path by 30-50 miles to hit a fuel stop. I have no favorite routes after getting out of the Rockies, just whatever it took to get where I was headed.

[Dan L]

Highest pass is Mullen at 5500 feet or so, halfway between Spokane and Missoula.

This is a neat thread and a great idea. Actually if you fly a little north of Spokane and get on the Priest River you can follow the river to Sand Point Idaho, fly over Lake Pend Oreille to the mouth of the Clark Fork river and then follow the river all the way to Missoula if the ceiling is poor. The highest point is Missoula - no passes. The river joins I90 again at St. Regis Montana. This route is a little longer than following I90 but not much. And you can stop and see me at S34.

Added image from 24DEC11 along part of this route. This is flying at 3000' ASL or so. (The blue on the GPS is XM's indication that there is light snow. But it wasn't and visibility is obviously very VFR.)

DSCN2157.jpg

This is the same day later on and farther east in a canyon. It isn't nearly as bad as it looks. I'm 1000' AGL and have 2 - 3 miles visibility in Class G airspace. I'm also over the Clark Fork and have flown this stretch 100's of times. Interestingly XM doesn't show the snow at all.

DSCN2160.jpg

[Pilawt]

You be careful out there, Clay! I remember you had to deal with some grimy weather when you delivered my new Sport Cub to Pearson on New Years Eve 2007. (Can it possibly have been four and a half years already?!)

[Clay Hammond]

YKM down to Salt Lake down to Tucumcari then east to Atlanta, February 2012.

Flew a trip last week with a CC client from Tampa in which we used my old faithful route down thru the heart of the Rockies, with only a couple new modifications to the path taken. Aircraft was a Carbon Cub with long range tanks. This is the first trip that I have flown and then immediately recounted, so it is much more of a running dialoque of the trip than previous routes I've mentioned. Here's the story/route:

Held up a day in YKM due to high winds, gusts into the 30's. This was coming off of weather the previous few days that was seeing sustained winds in 30's and gusts into the 40's and 50's. Being stuck in YKM was fortuitous as I was able to try out the new Rib Shack restaurant down near the mall. Great pork barbecue and home made sides. Brenda can tell you where it is.

Finally was able to get a early morning start next day and headed direct for Nampa, ID (KMAN) for gas and food. Great restaurant there above the FBO. Biscuits and gravy, with two eggs-over-easy highly recommended. Departed and made for next stop in Salt Lake City. We flew that segment via Twin Falls to Burley so as to dog leg around the large restricted areas west of SLC. This routing also gives advantage of staying over or near interstate majority of way. We pinched down low between SLC Class B and the mountain ridges to land at South Valley Regional (U42). Great mid-sized municipal airport. Hangar for $40/night and a Hertz rental car crew rate overnight of only $20. You'll spend that much putting gas back in a courtesy car. Great deal. Stayed overnight there at the Magnuson Hotel which is a previous Best Western and very nice for the ~$60/night. There is an REI store about three miles down the freeway too which is great for when the trip is colder than anticipated and you need to get some warmer layers. I ran down there this time and replaced a thermal top that I had forgotten. Smartwool products are pricey, but damn that stuff is worth it. Best thermal underwear I've ever used. Allows me to keep a good core temperature without being too bulky from a bunch of layers. I've worn a lot of different long underwears, from waffled cotton to polypro to LL Bean silk and I think the Smartwool is simply the best out there. At 5500 to 7500 feet where we were flying it was averaging 20* or so in back seat so i needed all i could get on this trip. (I had my own thermometer back there, I always carry an inside/outside unit which has a small probe encased in plastic on the end of a 3-4 foot wire. I fish the probe out side and under the wing where I either tape it or wedge the wire under the wing root fairing. I use it because I am sure of its calibration and I like having accurate temp info when dealing with visible precip in the colder ambient conditions)

So left out next morning from U42 and headed south toward Spanish Fork. There is a couple restricted areas to avoid just out of South Valley and then the Provo Class D to deal with or avoid. We chose to circumvent this time by nudging right up against the ridge to the east and flew around it. There is a US highway and rail line that leads out of Spanish Fork up into the mountains and goes up and down into Carbon, UT on the other side. From there follow highways down to Moab and continue on south-southeast to Cortez, CO (KCEZ) where we made our fuel stop. Windy there and slight crosswind, maybe 15 degrees off centerline. Was 15G23 if I remember correct. No problem if you just lay that upwind wing over and set her down on the one wheel. Taxiing wasn't an issue really either with me in backseat and bags in the back. The extra weight helps keep the tailwheel planted and tracking against the wind better. Fuel and food in Cortez, but nothing really particular of note there. Crew car is available. Departed and headed direct for Taos, NM (KSKX) which has a nice highway leading the way thru mountains. Picked up the highway at Taos and flew it over to Angel Fire (AXX) thru Palo Flechado pass. Once in the drainage on the other side we were able to set direct for Tucumcari, NM (TCC). Stopped overnight there. Reliable self serve fuel and an open faced hangar that is always empty unless another transient has taken a spot in it. There is room for a couple airplanes though. I've been through TCC six or seven times over the years and it is always great. They are in process of renovating FBO right now as of this writing and the crew car keys are in the phone box on the west side of FBO building. Two Crown Vics available. Lots of hotels and motels in town as it is one of the signature stops on the old Route 66. from TCC you can go direct anywhere to the east and the only thing you'll hit are the towers.

Backing up a little, I've flown this general route a couple times before and always after Cortez had gone on down to Albuquerque to pickup I-40 and fly it through the pass there. I like this transition over Taos better I think though because it is more direct, but make sure you have the range to do it comfortably. Having the extra tanks on this trip allowed it to happen for us.

We left TCC early next morning hoping to get to ATL maybe, or at least across the Big River, but only made it to Amarillo an hour or so into flight due to weather. Unable to traverse a warm front we stopped at Tradewinds there (KTDW) and settled in to hang out for awhile. Landed in heavy winds straight down the runway 17. 18 or so gusting to the mid 20's. Again no issue IMO due to being right at GW (we were still fat on fuel). Airplane landed and taxied fine, just gotta be up on your wind handling skills. Be deliberate and quick with control inputs and corrections. great FBO and staff at Tradewinds. We slid aircraft in hangar while we checked weather to see if we could get around the system to our east. While on the ground the wind started to kick up even more, by early afternoon AMA Atis was reporting gusts in excess of 50kts. Needless to say we sat tight. There is a very nice Holiday Inn Express there that is located in an old Holodome. Great FBO rate of $60/night...it is easily closer to $100 or so regular rate given the quality of the rooms. They also have a 24hr shuttle that will take you anywhere, including p/u and drop at the airports. Hangar cost was $10/night. Best. Deal. EVER!

Winds subsided and we left next morning. Fuel stop and food in Mena, AR (KMEZ). Nice homey FBO and Chevy Impala crew car available. Departed there with ATL punched in direct. Crossed into Mississippi and came up on a line of T-storms blocking the way. Stopped at Panola Co., MS (KPMU) for quickturn fuel only and pressed on. Found a gap and shot on through to clear skies over eastern Alabama and into ATL. Landed on east side of Atlanta where I was dropped off. Client spent the night and flew home rest of the way to his destination the next day. All in all a great trip with classic late winter conditions. It came up a snow storm in YKM about three days after we left. Lots of wind along the route the whole way. This route down through SLC and on down towards I-40 takes you through the very heart of the Rockies. Its cold and windy in the fall, winter, spring and hot and windy in the summer. Just be ready to deal with it if you choose to go down thru that way. I do it when I need to, but my "go-to" route for getting to the southeast/east coast is still I-90 through Montana. I've had more luck with it than any other.

[Pokette]

I got home the day Clay arrived for his ferry.
A video of the trip:



Tried to fly off about 10 hours at owners request for engine break in. Was able to get about 7.
Two days in Yakima for wx. Left on a Sunday morning when Randy opened the door for me wx was good so bolted. Couldn't do the northern route due to wx. When I got down to OGD wx to the west was snowing so continued past Salt Lake. Went up the pass just south of Provo UT, had to turn around due to snow. Day 2 made it to Cortez CO and had to stop due to high winds in the plains. Left at sunrise on day 3 - made it all the way to KSAR almost 1000 miles. I flew a Carbon Cub with the regular tanks. Planned on stopping every 2 hours and it worked out great. Climbed to 12.5K on day 3 to take advantage of winds. Delivered the airplane to a very happy owner on day 4, did a walk around and flew with him.

[Clay Hammond]

Still looking to head east, but with inclement weather along the I-90 route, I've had to drop further south to get through the mountains but still maintain some eastward progress. I-80 is the next long east-west interstate to the south and it still makes for a fine trip, just potentially much more windy. Coming out of YKM its head southeast towards Boise. Hermiston, Pendleton, LaGrande, and Baker City are all along the way before getting to the Boise Valley. Lots of Municipal airports in and around Boise. I like to use Nampa as fuel prices are usually decent and more importantly there is a restaurant upstairs above the FBO. If you head out early enough then you hit Nampa right around lunch. From there its on towards Twin Falls and Burley where I head more south towards Logan just north of Salt Lake. Usually end up there for the night depending on the season (if it is summer I can usually get a little further in the extra light). From Logan, if weather allows, you can hop over the ridge and continue southeast towards Fort Bridger and or Rock Springs. Going towards Ft. Bridger just gets you over the interstate and civilization quicker. Rock Springs is another 50 miles or so east. Once I am over I-80, I start listening to George Straight and follow the freeway through Rawlins and Laramie until I exit the mountains at Cheyenne, WY. Highest elevations along this way are some 9000 foot ridges just out of Logan and then it gets into high plains there west of Laramie. Steady 7500 feet or so in the low spots. From Cheyenne its all downhill and I am direct destination for the most part.

Note that from Logan to Cheyenne it is almost always windy. I've been through this way twice now and it was a steady 20kts or so at the surface all along that segment both times. I doubt that it ever quite gets calm there in the daytime. Be ready to wrestle a little bit if you are setting down. Also that route along I-80 from Salt Lake to Cheyenne is an old airmail route from back during the C.A.M days... kind of neat.

The thought might occur to head east straight out of the Boise Valley toward Pocatello, Jackson Hole, Riverton and on to Casper. I've never preferred this way due to sparsely populated countryside over extended periods coupled with very high elevations with high ridges and peaks to clear in and around the Tetons. I did it once and had the worst bout of extended turbulence I've ever experienced, including a jolt that convinced me I had bent the airplane. Landed at next available and pulled inspection rings in wing and fuse, but there was no damage. Never again for me, in a light plane, without better understanding of mountain wave phenomenon and the potential turbulence that exists in it.

[glickle]

This is great info Clay and I am one of the guys who asked Clay and Brian Thompson for just such advise in 2009 in order to make the trip in my Carbon Cub from Yakima to West Palm Beach Florida. ( I had orginally owned an S2 and had it delivered to Florida and was just plain envious the ferrying stories that Clay and his brother Nate held) Attached for those who have not see the AOPA article I wrote last year as a first timer across the Rockies in the Winter. It also has a route map similar to the Southern route Clay has advised. All I can say is if you have not done this trip its a must! The people you meet, the experience you gain and the fabulous parts of our country you see at 1000ft AGL are just incredible. In fact it was so incredible, we did it again this past Summer from Florida to Yakima and spent time flying MOAB Canyonlands and Johnson Creek which should be on everyone's bucket list. Have fun Best to all Gary

http://www.aopa.org/members/files/pi...ature_cub.html

[Clay Hammond]

Flew a SPORT CUB from Yakima down to Florida last month. Weather conspired against me much of the way. Coming out of YKM there was wintry mix all up in the northern portion of the Rockies, then a break over much of central Idaho, then precip started up again and was widespread through much of southern Idaho into Utah and Colorado. Needing to get on down the road I elected to split the middle and venture into the heart of the Idaho backcountry. As previously mentioned I was in a SPORT CUB so I had a decent endurance, roughly three hours of flying before I start hitting my one-hour of reserve fuel. I needed that reserve this trip and I am glad that after all these years I still plan for it. A healthy respect for your fuel situation IMHO is a good way to get to be an old, bold pilot.


First day had me come east out of YKM. Crossing the Columbia and leaving Hanford Reach behind, you start to parallel the Blues, a mountain range in Northeast Oregon stretching into southeast Washington. Eventually you cross their threshold and enter into the back country of the Rockies. First stop for me was Grangeville, ID (GIC) for fuel and pit stop. Self serve fuel here and a small pilot shack with dial-up internet Wx access. You might be better off using the cellular data connection on your phone. Looking at satellite and flight rules data on my phone's Foreflight app, a direct traversing was not in the cards. Elected to try making a run across the state using the Salmon River drainage to stay in the clear. It worked, but at times I was questioning my decision and toying with turning back. With over cast ceilings in the ridge tops there are times when you are literally flying through a virtual tunnel, nowhere to go but forward or back the way you came.
2012-03-17 14.35.20 (Large).jpg
A few blind turns here and there where you can't see how the weather is until you are committed to making the turn, as you see above. Quick decision making is a must whether to press on or back up. There are a few USFS and private strips on the river along the way if one needed to drop in for awhile and wait it out. Its a trip like this where you really appreciate all of the cold weather camping/survival gear you are schlepping. You are adequately prepared for a night in the cold, right? I would not want to get stuck out there without my gear if weather forced me down for the night at some far flung strip. Even in March the temps through central ID were only in the 30's with lots of snow still in the upper elevations.


Was able to follow the Salmon River until it kicked out into a nice wide valley and the wonderful airport there in Salmon, ID (Lemhi County KSMN). I hadn't enjoyed seeing a nice wide piece of runway like that in a long time. I parked it for the night and the local mechanic loaned me his crew car for the night. Self serve available there. Airport kitty is very friendly.
2012-03-18 11.57.10 (Medium).jpg


There is an FBO on the field but it is seasonal only. Not a lot in the way of hotels in that town. Fella at the airport suggested the Stagecoach Inn and I opted for that. Neat spot right on the river. Salmon is a bit of a fishing town so if you are into that its definitely a worthy stop.


Woke up next morning and had to wait for clouds to lift until about 2pm. Finally launched and headed southeast, following Highway 28 up and over pass down into Idaho Falls. Weather was moving into Idaho Falls and points eastward. I had scattered and broken layers above me, elected to climb up to a little over 12,000 and try to make my way to the northeast. Got up over West Yellowstone for a fuel stop but it was snowed in, runway completely obscured and no way to know the depth. No good. Pressed on hopping ridges and having to make a few detours for clouds and/or IMC and total mountain obscuration. Finally made my way into Ennis, MT (KEKS) after eating about thirty minutes into my one hour reserve. I should mention that I have XM working on the Garmin that's in the panel. Allows me to see precip and satellite, but there is still always a difference between what you see on GPS and what you see out of windscreen. XM style weather should only ever be considered for strategic decision making. Nothing beats seeing actual conditions outside or from an on-board active radar in the heavier/bigger birds. From Ennis I was scud running underneath on up and around the south side of Bozeman. Eaked thru the pass there that I-90 climbs up through. You know you are down in it when the truckers are flashing you as they pass underneath. From this point it was about 6pm and the weather was finally clearing. I had made it out of the east side of the system. It was clear from Mission on east, stars shining overhead. I elected to stay with it and pressed on into Sheridan, WY (KSHR) about 1:30 after dark had set in. I don't mind flying in the dark if I have a good highway underneath it with cars on it. Lots of light for ground reference. I've chronicled my success with overnight stops in Sheridan before. I like it a lot for its convenience and friendly folks. The field is uncontrolled but has commuter airline service. Means the FBO is open early to handle fueling for the early morning airline flight. They always have hangar available on cold nights. And the Holiday Inn has a free shuttle.


Next portion of the trip dealt mainly with stout headwinds and strong crosswinds on landings and takeoffs. The Cubs are capable of a lot of wind. Its up to the pilot to determine his/her own threshold. Left SHR direct for the armpit of Florida. Fueled in Custer, SD (KCUT) self serve. Then again in Thedford, NE (KTIF) self serve. Ended the day in Beatrice, NE (KBIE). Self serve available and a great staff. Good rate at the hotel next door to the airport. Be advised though that Beatrice has zero AT&T cellular coverage. Absolutely none. You'll be roaming or using the hotel phone. this also means no data for your iPhone or iPad other than wifi.

Airborn next morning but back into the mire. Large area of precip training up thru the midwest out of the gulf. Just had to duck under and find my way through. I always try to find something to follow when I'm stuck under low ceilings and low viz. A railroad track, US highway, interstate, and/or river (or any combination of these) serve as great tracks to follow when dealing with marginal VFR. Keeps your eyes outside instead of staring at your GPS/map. I keep the GPS's audible alerts enabled for obstacles and ground prox, but also feel confident that if I am right on that road/track/river...etc, then I'm not going to run into anything. (only caveat are the high tension wires, but if I'm that low I should be looking for a runway) Case in point, I ventured off on a more direct route once conditions started to improve and came upon these spectres poking out of the mist as I flew along. Look right along the line between ground and mist/cloud:
2012-03-20 10.17.14 (Large).jpg
They are wind turbines if you can't tell. Ask my brother Nate sometime about his experience running headlong into a crop of these delivering a Decathlon once. Red Bull Air Race challenge becomes a very real thing!

I'm always steering for the lightest parts of the horizon, that's where you know the sun is getting through and it should be clearer air. Here's the payoff at the end, a full and complete sunlit horizon:
2012-03-20 10.44.34 (Large).jpg

This was long about west central Missouri. Made it into the clear on east side of the weather and landed at Boonville, MO (KVER). Self serve. Another nice kitty:
2012-03-20 12.12.42 (Large).jpg
Next stop Waverly, TN (0M5), then ended the day at Fulton Co. in Atlanta (KFTY). I don't recommend FTY as a stop due to the fact that it is high priced, there are no good hotels around it and crew cars are reserved for the jet jockeys. I use it though only because it it 20 mintes from my house and I have the use of a hangar there. If you are coming through Atlanta on your journey, Chip Allen with SWT Aviation is based at Kennesaw (KRYY) on the northside. Its still one of Atlanta's high dollar executive fields, but lots of hotels nearby. Lots of good little fields on southside of town too. Its not near as built up down there and everything is cheaper.

Left out next morning and headed for FL. Headwinds made me come up short and stop in Valdosta, GA (KVLD) for fuel. Good FBO and decent fuel price. This is a towered field. On a normal day I would make it into Suwanee, FL or Lake City, FL for fuel instead. They are good airports with good fuel. After that it was last leg in to Grass Roots and the SPORT CUB's new home.

This trip was marked by the bad weather during the start of the trip and through the middle portion as well. Also of note were constant headwinds the whole way once I was out of the rockies. To the point where at times I was getting 60-65 mph at best and I was staying low the whole way, at or below 500 feet. Any higher and the winds just got worse. This is not normally the case making a west to east crossing. Tailwinds are usually the norm at least until crossing the Mississippi River.

Here's what the track looked like for the whole trip:
2012-04-03 13.25.47 (Large).jpg

[Bob Watkins]

What's critical to the owner is breaking in the engine as you fly east. Not going above 7,500 ft assures enough power for engine break in. The only way we could find out how to do that was down the Clark Fork River from KCOE all the way to Missoula...then east past Lincoln (S69)... Then northeast out, at Rogers Pass (50 miles southwest) of Great Falls Montana. Another advantage - There hardly isn't a time where there isn't a field to make an emergency landing.

We ran 2600 RPM - 10gph for the first 2hrs, then 2500 RPM for the next 8hrs....did an oil change...and then settled down for the rest of the trip at (2400 RPM at 6.5gph) all the way to home base (KMQS) 30 west of Philadelphia on December 7th 2010.


Bob & Owen Watkins