Midnight Sun Challenge

• Flying from Edenvale to Whitehorse

Our plan had been to depart first thing in the morning on Monday July 12^th; however, due to a last minute technical problem with CMQ, we were delayed several hours by which time weather had moved in. It was 3:30 in the afternoon before we were able to get underway and even then in only marginal conditions. This was to set the pattern for weather the remainder of the trip out.

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Leaving Edenvale on the afternoon of July 12th We had planned on departing in the morning but had been waiting out the weather all day. And this is as good as it got. We made it as far as Wawa, Ontario the first day; home of the Wawa Goose. Fred & Tom look for inspiration while in Wawa The weather improved on our second day. Approaching Thunder Bay, ON Thunder Bay Thunder Bay Airport Lake of the Woods The weather started to close in once we reached Manitoba forcing us to find a safe haven. We decide to diverted to Steinback, an hour short of our planned destination of Brandon Manitoba. Tom wonders what it is about the prairies that someone felt it necessary to post this sign. Paul, Adrian & Tom We were not the only ones heading to Whitehorse that diverted to Steinback. Preparing to depart the next morning. ... along with some of the other planes also heading to Whitehorse. Scud running from Steinback to Brandon, Manitoba... ...it becomes obvious that we are not going to get any further. Discussing our plans at Brandon, Manitoba GZZ VFR over the top. We ended up spending the night in Brandon though by the next morning the weather had only improved marginally. It was a tough slog between Brandon & Saskatoon. Nonetheless, we made it to Saskatoon. Paul and GZZ Tom checking the oil in CMQ Lineup in Saskatoon waiting for fuel Weather improved somewhat leaving Saskatoon. Adrian in CMQ ... and Tom The wide open prairies go on & on & on... They had a wet season on the prairies this year Fred in GZZ Brandon - Wetaskiwin (550 nm/980 km) in one day. GZZ at Wetaskiwin, Alberta This is what they mean by prairie storm. But that too shall pass. John Lovelace (right), founder of the Century Flight Club; the man who organized the Midnight Sun Challenge. Everyone that we met at Steinback had safely arrived at Wetaskiwin. Weather was once again an issue leaving Wetaskiwin the next morning. Circumnavigating weather, Edmonton International... ... and our fellow Midnight Sun pilots. Between Edmonton and our next fuel stop, Grande Prairie, Alberta You can't fly over northern Alberta without coming across some mining operations. Grande Prairie Fred's father in law, Corporal Donald (Archie) Harvey, was an RCMP constable killed in the line of duty in Grande Prairie in 1967. When the RCMP heard that we were stopping in they came out to meet us. We were the advance party for an Harvey family reunion concurrent with the 38th annual Archie Harvey Memorial Golf Tournament coming up in August. Peace River country, northern Alberta We take an opportunity to get a few air to air photos of CMQ & GZZ before we exchange the foothills for the real rocks. Paul doing the camera work & Fred the pilot stuff. We spent Friday evening in Fort Nelson, BC Departing Fort Nelson the next day the weather once again became an issue to be dealt with. Fort Nelson marks the beginning of the Alaska Highway... ...and the start of mountainous terrain. From this point on we are following either the highway or the river. Approach into Watson Lake, Yukon. Watson Lake is our last fuel stop before reaching Whitehorse. We are a large group of planes now. Is the weather ever going to cut us a break? Why is it the showers so often lie right in the middle of the valley? Hell Gate, Liard River Still dodging the odd rain shower. The weather has improved somewhat... ...but we are bucking headwinds between Watson Lake and Whitehorse. 3200 foot elevation over one of the passes with the surrounding rocks climbing to over 6500'. Only 60 miles to go to Whitehorse... ...and its all IFR (I Follow Roads). Whitehorse airport in site. Over the Yukon river heading for final 31L