A stroll thru the city shows no big changes in the last years, salmon fishing still being the main occupation. Unfortunately I’m unable to locate the B&B we were staying at…
I take-off once more, coast following.
Eyak Lake by Cordova
Majestic landscape, sandy beaches, huge glaciers stretching their tongues in the sea spitting small icebergs, wild green tundra, hills and mountains…
Moraine littered glacier
Abeam Yakutat I hear someone mentioning “whales” on the Unicom. I descend and start looking, but can only spot some shadows that dive and disappear when I try to get closer. 20 minutes of “whale watching” later I resume my coastal route.
One of the good surprises on this leg is having one more function of my GNX375 becoming alive 
I’m know able to receive subscription-free ADS-B weather link, NEXRAD imagery, METARs, TAFs, winds and temperatures aloft, PIREPs, NOTAMs and more.
Pity Europeans…
There’s some shallow fog formations on the coast and some of the lower parts of the glaciers, again giving an eerie feel to the scenery. But the weather holds really good, and the approach into Juneau is performed without any problem.
Fantastic Dan. I really appreciate you sharing this trip.
One technical question. What visa did you enter the US with. I understand even a GA pilot entering the US needs a special visa and that it cannot be done with a normal tourist visa, or under the visa waiver/etsa scheme.
Keep it going, EuroGA trip section is boring these days, without this one
I understand even a GA pilot entering the US needs a special visa
Tourists visas B1/B2 are enough to enter in US as you can’t enter on ESTA waiver on GA aircraft (there are few exceptions for US outbound/inbound with ESTA to nearby countries but not for US inbound only)
YLL’s engine still being warm, no time is lost, and she is rolled into the hangar and I start on the 50h inspection
Did you need any CAMO involvement? or just on your own?
Yes, you are correct, the visa waiver only applies when flying by airline.
I had to apply for, and go to the embassy to get a B1/B2 visa. Allows multiple entries.
Ibra wrote:
Did you need any CAMO involvement? or just on your own?
I’m my own CAMO 
As in allowed to do any maintenance work on my own steed, and sign for it. Legally
Day 15
PAJN Juneau – PAKT Ketchikan – 74S Anacortes
Again the weather shines. Here. Checking on my route has shown low clouds and rain over Vancouver island since a couple of days. The weather will once more influence my itinerary…
The flight to Ketchikan will only last 1:26h.
Again a beautiful coastline to follow
The first inflight wx report is not very good, but the forecast is promising better. I quickly make myself familiar with, and program an RNAV approach into the airport.
Unnecessary but good practice, as when I start the approach the low clouds lift, and I’m able to land in nice visual conditions, on finals at Ketchikan (please excuse the reflections, it is difficult to hold the hood against the curved surface of the windshield)
On the ground, the now what will be typical facilities as provided by US FBOs.
As in quick (and cheap for European standards) refuel process, free use of WiFi, restrooms, fresh donuts (way too sugary for me, thanks ), coffee (sometimes a few hours old, the better FBO will have a real coffee machine), pop-corn machine, pilot lounge with magazines and newspapers, customer oriented assistance, etc.
Some of the FBO encountered, such as in Las Vegas and New Orleans are catering for mostly turbine and jet customers, and are therefore luxurious. Some others, such as here, are of the more basic kind. All the service is provided free, the more so if buying fuel. It is nevertheless good practice to tip the line boys, especially if extra service such as being driven to one’s motel/hotel is provided. On some of the place I will visit later, a tie-down, or overnight fee will be charged.
Out of curiosity, why do you call it RV-6.9 ? 6 point 9 ?
Out of curiosity, why do you call it RV-6.9 ? 6 point 9 ?
The acute RV specialist might spot the differences, or not. My RV is a -6, of the latter series, as in just before the -7 was introduced. As such it sports the tail group of early RV-8s, with the narrow chord rudder and short counterweight (none on the -6s, taller on the -7 and -9). The engine cowling is honeycomb and is standard -7, as are the engine mount/landing gear combination.
Vans had bought some 2nd hand punching machines, and was testing those out, so the wing skins were, great progress, “punched”. The fuselage itself being standard RV-6.
To recapitulate, 6 + 7 + 8 in different amounts divided by 3 equates exactly 6.9
Once more, it is decision time… as in go hotel hunting and overnite, or continue southbound.
I decide to pursue as per my original plan, depart Ketchikan, then head southeast, into BC Canada, and then rejoin the coast to land at Anacortes. Why? The weather over Vancouver island is still bad. Going inland will bypass most of it. And since I’m not interested in another round of CBP wrestling, the route will overfly Canada and be a US – US flight
Initially the weather holds, better enjoy since this is going to be a 4:11h flight…
Approaching the Tweedsmuir South Provincial Park in BC, towering Cumulus galore force me to head East and circumnavigate the region of Tatla Lake…
Some slaloming later I can head for Harrison Lake, East of Vancouver, and begin my descent below a broken cloud cover
The San Juan Islands and the Puget Sound area, North of Seatlle, are absolute jewels!
On finals for Anacortes
Great reception comitee by Susan and Ken at Anacortes. Ken has been Head of Design at Van’s Aircraft for many years, later designer of the Vashon Ranger, before setting up his own company Sky Designs Engineering
My first meal eating healthy food in northern America, thanks guys
