Please check the top-level menu “Routes” for an overview of all routes link
Flying the Coast to avoid Canada (& customs)
I’ve had several people inquire about non-stop thoughts from say Bellingham KBLI or Lynden 38W. Possible with the right aircraft (e.g. sufficient fuel plus VFR or even IFR reserves), decent weather and perhaps even a forecast tailwind. Straight line distance 38W-PAKT is 514 NM. Long ways!
I talked to a ATP rated pilot buddy who has flown commercially (floats & wheels) along the coast out of Haines, Juneau & Sitka, as well as numerous other small villages, etc.
His comments: “The coast during the summer months has generally very predictable weather. If you see a High pressure system set up off shore that is your first sign of likely good weather for several days. Pay attention to current & forecast dew point spreads. As long as reasonable (?) you are not likely to experience fog. Good idea to try to fly at low tide—at least put a plane into the rocks by shore versus into the water (at medium to high tides)—avoid swimming & hypothermia.”
Coast Route
Link to large route map here.
This description assumes you cleared Canadian customs at Abbotsford CYXX. You might also be headed to the Vancouver area to begin your trip North.
Tip: Fill up at your last U.S. stop as 100LL is much less expensive in the U.S. than anywhere in Canada (by a $1.00+/gallon or more).
Distance & Weather
It is approximately 532 nm from Abbotsford to Ketchikan on this route. Two optional routes are on the map & discussed later on this page. Spend a few days in the Vancouver area waiting for both favorable weather and winds prior to tackling this route.
The coast route is exquisitely beautiful–spectacular along its whole length. However, airports are few and far between. Trees almost universally grow right to the waters edge. Hence there aren’t many good options for an emergency landing.
Here are a few pictures to give you some perspective (link).
There is a link here with aviation cameras in British Columbia. Very helpful in flight planning.
Emergency Options
Along the Southern edge of the coast route, from Vancouver to approximately the Northern extent of Vancouver island, you’ll often see numerous small boats and cabins–offering fairly quick assistance if in dire need.
Tip: Fly the coast at low tide. Shallow areas are exposed offering options for an emergency “arrival.” Your plane will likely be damaged but you stand a good chance of at least walking, rather than swimming, to dry land.
Top off your fuel prior to leaving Abbotsford if necessary. The next fuel stop is about 20nm across the water at Campbell River CYZT. After that the next stop is at Bella Bella CBBC (self-serve).
As you fly, stay close to land by following the circuitous coast, or take a direct path to Prince Rupert. Remember, weather can, and usually does, rapidly change along the coast. Perhaps plan on intermediate stops at Bella Bella and then Prince Rupert. Likely file U.S. customs (eAPIS, etc) from Prince Rupert.
Customs and the Ketchikan area are covered in the “Spokane North” route page.
Alternate Routes North From Abbotsford
Abbotsford to Smithers Direct Option
I once flew from Abbotsford CYXX to Smithers CYYD direct over Girabaldi Provincial Park. Beautiful mountains, snowfields and glaciers over the park. This is a remote path, though the occasional meadow or gravel bar does offer emergency landing options. As noted elsewhere on this website, Smithers, per multiple pilot reviews, has a bad reputation for high fees, expensive fuel and generally unfriendly operations. As of May 2022 CFS shows no fuel at Smithers–please update me if anyone has first-hand experience otherwise!
Once past the Girabaldi park, the scenery is reminiscent of parts of the Alaska Hwy route–flat country with muskeg and endless trees.
Alternatively, rather than proceeding to Smithers, you can head for Anahim Lake CAJ4 (self-serve fuel).
Link to some pictures here.
Abbotsford — Bute Inlet Option
At one point I stumbled upon the existence of Homathko Camp at the head of Bute Inlet (link). Numerous YouTube videos cover “Homathko Camp”. Homathko Camp is an absolutely fascinating stop–a great facility run by Chuck & Sharon Burchill. They are wonderful, super friendly, great hosts.
Chuck is one of those talented individuals who can make everything. For instance, he built a hydro-electrical system powered by a Pelton wheel. With it, he literally creates more power than they can use for the entire facility! Super interesting stop with a 2,700′, very smooth, well maintained grass runway. Identifier CBS2. Video here of my arrival on one trip, and departure here.
Hence, if you fancy flying up the coast, I highly recommend visiting Homathko Camp at the head of Bute Inlet. Interesting side note: About halfway up the Inlet there is an island with an uncharted paved airstrip, hangar and lodge. I’m told some celebrity built this private retreat. Certainly not something you’d expect to see! Here are a few pictures along Bute Inlet (link).
With good weather, you can easily do an aerial tour of Mt Waddington, the highest mountain in Canada’s coast range. We did this tour on a beautiful day while staying at Homathko Camp for several days (link). Highly recommended. A few pictures of an aerial tour around the Mt Waddington area (link).
By chance, while at Homathko Camp, we learned of another wonderful spot. Further up the Homathko River drainage, one finds the While Saddle Country Inn on the shore of Bluff Lake. The link to the Inn’s website is down, but you might contact the air service there (link). There is an uncharted grass runway here (overflight link). This is a great Bed & Breakfast run by Dave & Lori King. Super nice folks! Awesome accommodations, gourmet meals and pleasant conversations. Highly recommended. Call ahead & make reservations–we were lucky to get the last room when we were there.
Fuel option
From White Saddle Ranch, head for Anahim Lake (self-serve fuel).
From Anahim Lake follow river valleys over to Terrace (fuel). Terrace is a great spot to set up customs for arrival in Ketchikan. A really cool side trip is to fly over Hunlen Falls (picture) & (link)–one of the tallest waterfalls in Canada at 853′.
The route from Ketchikan onward is covered in detail on the “Spokane North” route page.
Due to the extremely busy local, sightseeing and visitor flights, there is also a page dedicated to the Ketchikan & Juneau area. I strongly encourage you to devote yourself to becoming familiar with the routes and special procedures around these two areas. Page Link Here
Pilot Comments Who Have Flown The Coastal Route
Bill Rusk is a frequent contributor to many forums on SuperCub.org. Here is some excellent advice from Bill on the Coastal Route:
“I have made this run 6 or 8 times. It is easily doable. I use Lynden (38W) as my last stop in the US. It is as far North as possible. They have credit card fuel. You will have to contact Abbotsford Tower when you T.O. as you are in their airspace immediately. Ask to transit the western part of their airspace at 1000 to 1500′. After you get past them you can work your way north around Pitt Meadows and pick up the little reverse arrows on the chart (which denotes the VFR route) north and west around Vancouver. You can stay under the class B and not talk to anyone if you want, or you can talk to approach if you want. You might get a slightly better routing by talking with approach. You will fly over Schelt airport then pretty much up the shoreline past Powell River, then NE around Campbell River airspace (a good stop if you had to), NE around Port Hardy. It is common to have low weather around Bella Bella. The (cold air) wind flows down off the glaciers there, then hits the warmer moist coastal air, and for 50 to 100 miles you might have rain and low ceilings. Don’t panic. That is a normal low wx area. It will usually get better shortly after you pass Bella Bella. Over Prince Rupert and on up to Ketchikan.
Now…..technique only…… I usually go straight into a Forrest Service cabin and stay the night, then fly on to Ketch the next morning. Hugh Smith and Humpack cabins are in the SE part of AK. You can usually reach ATC (center) to cancel your flight plan. You will file a flight plan to Ketch (they freak out if you try to file to a cabin) so you will need to cancel so they do not start a S&R mission.
You can get fuel in Ketchikan and if you take the ferry to the mainland, it is a pretty short walk to the grocery store if you need to resupply. They also have a pretty good deli counter where you can get lunch if you want. There is a food concession at the airport main terminal but it is pretty average. Kinda a “any food is better than no food” option but that is about all.
Your next fuel stop will be Juneau, about 2.5 hour flight from Ketch. Again you can walk into food, restaurant, and supplies in Juneau. Next will be Yakutat. Fuel, and there is a restaurant there if it is open. Food is pretty good (mostly just sandwiches and burgers, but not bad). Then on up to Cordova, over PWS (Prince William Sound) and on from there depending on what you want to see and where you want to go.
PWS is like the place at your house where all the leaves swirl around and pile up when the wind blows in the fall. All the bad weather in the world swirls around and piles up in PWS. If you get lucky and hit a blue sky day….. it may, no kidding,….. be the most beautiful place on the planet, but most of the time you will go through there under a low cloud deck and not see squat.
I have 68 gallons (with a pod) and usually burn a little under 8 gallons an hour at 2400 RPM and that gives me about 100 mph indicated. Burn the fuel out of the pod first. When the pod is empty I go both on the fuel selector to avoid forgetting. I use the windy website for weather…link here
This is an EXCELLENT way to check the winds on the route. You do NOT want a headwind when you make the run up the coast. It can easily turn a 5.5 or 6 hour flight into an 8 hour flight with a fuel emergency. I start watching the weather and winds a week or more out then adjust my plans to hit a tailwind. You will be over water, following a shoreline, in a pretty remote area, so wx is not as big of a threat as the winds. That windy site is also pretty accurate as to the lowest cloud layer. Windy is AMAZINGLY accurate.
It is possible (likely) you will fly at least part of the run in the rain. I am running a Catto prop and have flown MANY MANY hours in the rain and have not seen any prop erosion. Depending on the prop you have you may have a different experience.” Thank you for your input Bill !!