You or your son should get a copy of "THE MILEPOST" if you dont have one.
It gives you 20 times more information about every tenth of mile on the Alaska highway and connecting highways, as well as all the highways in Alaska. Food, gas, motels, canping, landing strips and everything else is listed in it. It is like a thick phonebook, and is the Bible for Alaska highway travel. It is sold everywhere in Alaska, and probably on the internet or in bookstores.
ED in MO
77!!!! Is that hot? Leni, what's the hottest you remember and what is a hot day for ya'll? We were at 97 degree and probably 90% humidity . I don't even want to go attempt to go flying! Just sitting in the ac dreaming about fall and flying in some cool crisp air! Bryce
Thanks for the info Darcy, Anyone working for FSS should have more info than I do.
I was quoting from books on crossings I read some 10 to 15 years ago. The U.S. requires 12 inch numbers in some zones, and my book said that it was a regulation in Canadian crossings. I've heard of pilots painting them on with washable colors, and removing them on return to U.S. Of course, not all things are done by the book, but a foreigner might have more problems with the law than citizens. It spoke plainly about solid gas lines, and extra tanks, on border crossing inspections, and that was before 9/11.
Thanks for clarifying the lights - was told that if you have them, better to keep them on for safety around all those wild Alaskan pilots. But think that the FARs for Alaska said you HAVE to use them if you have them - that was 15 years ago in AMT school.
Don't matter much in a J3 unless you carry a big battery-powered portable spotlight - now why would anyone want to spotlight from a plane.....Maybe that explains some of the bullet holes going thru the back of props?.....HA!
ED in MO
P.S. Herman, Darcy gave you great info on routes too. The Alaska highway is always there for a landing strip if you need it. several small strips along it too. There is a $20 DVD, Flying the Alaska Highway, in Spruce, it also gives you Canadian crossing info, and you get a look at the AlCan (Alaska/Canadian) highway along the route to Whitehorse and beyond. No one ever told me I could call Whitehorse and go in without a transponder - guess I should have asked.
ED in 107F MO
Darcy, Ive stayed at St. John many times - nice place & nice people there. Pulled trailers from Mel Stewarts there.
I think Herman said he would be coming up the Western route to the Alcan highway. I have only used some of the Eastern routes.
ED in MO
No requirements for lights up here for daytime flight. This works out great in the summer as you nev er really need them, but only gives you a couple hours a day in the winter to fly.. There are ALOT of planes up here with no electrical hence no nav lights. After a few close calls I had I put on wig wag lights for max visibility and some kick ass bright landing lights on the float struts too.
At 102 the only place you would find me is in the float pond with a cooler full of cold ones I will make it down there though one of these days, soon!
It was 77 here at the top of the world yesterday and I was uncomfortable. The sun beaming down on the office had it about 85 in here and it SUCKED. No AC in the office so it was a good day to jump in the truck and cruise around with the AC cranked.
No transponder is required if flying outside ATC zones. Some FSS sites have radar and might ask you to squawk a code for traffic purposes but you can easily transit Canada without one. Be sure to get a Canadian map and find all the little airports along your intended route. My suggestion is to cross the border in Saskatchewan or Alberta and clear customs at the closest FSS serviced airport provided that has customs.
FSS is a little different up here. At Canadian airports service by FSS you contact them as "(Airport name) Radio" and they provide traffic information and airport advisory services like prefered runway, wind and altimeter. They're usually quite helpful. Well, I am cause i'm of the few FSS that have my own plane and enjoy my job. Just be sure call 5 minutes prior to entering the CZ (usually 5 miles for FSS airports in Canada) and give your aircraft type, full N-number and ETA.
My route if going from the states would be to cross the border in southern Saskatchewan rather than Alberta because of the unpredictable weather and winds coming off the rocks in Alberta then head up through Kindersley (I used to fix planes there and it has cheap fuel and nice people) then on to Lloydminster to stop and refuel/visit the super guys at the Flight Service Station there and see my Avid. Then skirt just north of the Edmonton control area over to Whitecourt or Valleyview or Grande Prairie depending on fuel. Then to Fort St. John, BC for fuel and weather check. Then up to Fort Nelson and on over to Watson Lake. From there you can make Whitehorse and you're off to AK.
Just my thoughts. When i'm done restoring my J3 i'm planning a trip along this route. I worked in Fort St. John FSS and have seen a lot of people try to take the trench route to the west claiming it was faster. Well its a couple hundred miles of steep narrow pass with only water to land on and its a big channel for air masses moving south. Don't let anyone convince you its a good idea unless you like sitting and waiting out weather. My route keeps you west of the rocks and over the Alaska highway. Its a beautiful route with many airports and tons to see and do. Best of all you don't need a transponder till you get to Whitehorse and even then if you call them ahead of time, it shouldn't be an issue. If you fly, be sure to stop in and talk to some of the FSS guys in the towers. We love to chat unlike most controllers who don't like many visitors lol.
No firearms that haven't been declared and no pistols or revolvers can be carried on you. Everything must be unloaded and locked up. Give the border agency guys a call. I'm sure they can easily answer all those questions.
As for the aircraft, I've never heard of anyone checking size of N-numbers or for rubber fuel lines. Remember that most of these border guys are more excited just to see an airplane. We have home builts up here as well and I've seen some scary stuff flying the skies. As for gas cans, i've seen local guys rig up in flight refueling from a gas can strapped to the seat beside them. Even if someone frowns on it they can't do a thing about it. We have some amazing freedoms when it comes to flying in Canada. Just remember to file a flight plan and ask to make sure its open and for sure closed when landing. You don't want the fuel bill for that Herc that comes looking for you cause you're overdue on closing.
Alaska is like flying here - no transponder required outside of ATC zones.
Lots different flying in Canada - you need Canadian charts, have to check in at border airport, file and maintain flight plan and check in with radio, Have 12 inch numbers on plane, no pistols, file a firearms form for any firearm, cant be semi-auto with more than 5 in clip (I think), no military guns, Kiss Queen, etc. Lots of homework to do before crossing the border. Your son should have known all of this.
Better to ask than to receive the penalty for not asking. IMO
Oh yes, hear they frown on extra gas cans in plane and dont approve rubber fuel lines inside of cockpit, at least for us, I think.
Just happens that I have gone from Missouri to Alaska a dozen or more times and back on roads, and a dozen or more by plane, but never in my own plane - did check on it tho for future reference.
I think there are books on crossing Canada by light plane.
The Canadian bush flyers are like us and probably dont fly under the same restrictions that apply for crossing the borders and Air Defense Zones (ADZ)/(ADIZ).
Much easier to truck up to Alaska, IMO.
Also, there is a complete FAR rulebook for Alaska flying - you should get it too.
ED in MO
Edit: Dont forget Passport and plane insurance for Canada.
Thanks for the info Randy,
Yes, I think my book said use Dodge Colt or Toyota Corolla starters. I will copy what you sent, and maybe visit junk yard for a sample if mine isnt going to clear cowling.
Stay busy - keeps you young (my ex-wife used to tell me) makes you tired too !
ED in MO
Ed, sorry this one has taken me so long to get back to. With the hangar addition going on I am woefully neglecting my reasonable quota of flying, and hunting season is coming on fast so just too busy. So much to do and so little time (how is that for a lot of excuses). Too bad a guy has to work.
Here is what I got off the starter on my Stratus EA81 which bolts to the back side of the redrive upper left side: Precision Parts Rmfg. Co., 1-800-654-3846, 1108-S5163, TOS 109, JSS501630G. I am sure it is a Nippon Denso gear drive starter
When I built my other EA81 with a different redrive but the starter mounted in the same location. I tried several starters and I think I ended up with an ND starter for a Toyota; the number I have for it from Schucks is PO 6131627 and 16696. It ended up fitting and turning the correct direction but the solonoid position to the mounting holes we indexed differently so I had to make an indexing plate for it to offset it and then a spacer shim to position the drive at the right depth. Turned out to be a lot of work for nothing so if you can get the one Stratus uses, that is the one to get.
I agree with Ed; if it is convienient, at least check it out. See how long it has been flying, how many hours. Look at the engine/redrive install; it may be pretty well proven and trouble free. Look at as many of the welds as you can see and look at the overal quality of the other work if it was all done by the same builder. The Sube's are much heavier than the Rotax 2 strokes but that does not make them bad for the longer fusalage. I have flown both and they are both good performers but I do not think the Sube is a good fit for the stock Avid fuslalage (too nose heavy) and I doubt the 582 would be a good performer in the Avid plus (not enough HP for the weight). I plan to get my stock Avid 4 flying again with the 582 but when it comes to hauling a load, My Avid+ would be hard to give up now!
NEWBIES - NEWBIES ! #4 HERE - No wonder why I'M broke !
But took years to do that. Dang, now what was the name of that #2 ?
Just like airplanes - got to keep trying until you get one that flys good!!!
This may sound dumb coming from an Alaska pilot: All that I flew up there had lights on as required - What if your plane doesnt have lights? Can you fly in Alaska without lights? (legally, that is) I'm sure I saw J3s flying without lights.
Does it just require lights on - if you have lights? What about Canada?
Herman, you probably know if you need a transponder to fly across Canada.
ED in MO
My kid just landed in Anchorage.
He was a day late due to weather in the lower 48.
Leni; can't do the woodshed idea because he lets me use his hanger and fly his Bonanza.
This all started 20 years ago when he was 12 years old.
He flew and I just sat there.
When he soloed the Kitfox on his 16th birthday I got to fly again.
My wife raised a great kid.
#1 Time to take the kid out behind the wood shed n teach him a lil something about respecting dear old dad and paying him back for the sacrifices you made to get him to the point he is at now!
#2 The cruise, depending on if its STOL or speed wing should be around 95 and 3.5 -4 GPH.
Another option is to load it up on a trailer and drive up. You can be here by ground probably quicker than you can by air from where you are due to being able to drive longer days and not worry about sitting out weather. Then once here, unload and just have a blast around the state. Putting the plane on the ferry would be another option too!
Larry or some of the others may chime in on what their fuel burn is, but these are the numbers I have seen posted pretty regularly.