THE CHALLENGE
For two men to fly a Robinson R44 helicopter
from California up through Northern Canada,
across Greenland, Iceland, on to Faroe and to land
in Scotland. Approximately, 6,000 miles, with
limited stops and over a period
of two weeks.
THE REWARD – Raising £100,000 for 4 Charities
Facing the Challenge – Charles McCann
Although neither unique nor particularly pioneering, flying a single engine helicopter from California to the UK should be regarded as seriously challenging and a bit risky – if not crazy.
Single engine piston helicopters, the Robinson R44 in particular are configured to fly 4 people in relative comfort to and from convenient locations in the range 50 to 200 miles apart. This they do well and often cruising at about 85 knots (over 100 mph) taking between 20 minutes and 1 ½ hours to do these distances.
Most private pilots/owners of R44s make an average of 2 or 3, 1 hour flights per week and mostly in good/safe conditions over fairly familiar territory. Very few would wish to cross significant sea distances or ever consider a 6 or 7 thousand mile journey, but some have and do look for the ‘skies less flown’.
My self-inflicted challenge this year was to celebrate a few reasons why 2007 is important to me and my interest in flying helicopters.
• 2007 is the last year I can say 'I'm under 60'
• 2007 is the 100th anniversary of the rotary wing aircraft. The first helicopter took to the skies in 1907
• I’m celebrating 10 years of flying helicopters and have ordered a new Robinson 44 for delivery in July
With these ingredients mixed together in my head, I came up with the plan to fly a specially adapted R44 from California (where it's made) home to Scotland. While doing so use the epic nature of the challenge to raise funds through contributions or sponsorship from my many private and corporate clients for 4 charities I support.
Like all ideas you don’t quite see the problems immediately. Despite being faced with ‘no can do’ and procrastination for the last 5 months we are almost there. A specially adapted R44 is being shipped from the UK to LA in late June and Glenn Reindel and myself will fly it back. Taking about 2 weeks, travelling about 6,000 miles including a total of about 1,500 miles over some of the most inhospitable parts of the North Atlantic.
The range of a standard R44 with full fuel is 300 nautical miles. This one has had a long-range fuel tank fitted on the rear seats, which will extend the range to over 500 nautical miles.
Plannining and Preparation
The Planning
In spite of a lot of disappointment and abortive plans since January, we are ready to go in July and can now make firm arrangements for a variety of logistical details which will be important for a safe trip.
• Engineering: Our arrangements for accepting the crated shipment from the UK will include a detailed check of the aircrafts airworthiness by the engineers in LA. The US Aviation Authority (The FAA) will have to certify the added modification (auxiliary fuel tank) allowing us to fly in US airspace.
• Route Planning: The journey across US/Canada will be fairly flexible and planned on a daily basis. We will aim to cover at least 500nm per day (weather dependant). We aim to arrive in Oshkosh (north east USA) by 22nd July in time for the start of the world's largest private aviation air show celebrating 100 years of helicopter flying. From there we have a preferred route (see map) up northern Canada across to Greenland, Iceland, Faroe then Scotland.
Preparation
The most difficult part of any extraordinary journey like this is to commit to it and stay positive/optimistic even when others gang up to tell you 'why it can't be done' or 'why don't you forget it'.
Then discipline yourself to work at the significant variety of elements which need researched, investigated, decided on then carried through.
Then persist in pushing people who say they will do it or respond but don’t. Further I’ve learnt not to assume people’s promised intent will produce results – always verify, always make sure.
Click here for equipment checklist (XLS)
Training
There are a few elements of the trip's dangers, which can be considered in advance, and some training undertaken to minimise the risks.
Flying Competence
Flying helicopters requires enormous self-confidence and control. This is true even when you are flying in good weather over familiar territory. Flying in a different country under slightly different air laws and landing in unfamiliar airfields will add further demands on our concentration, alertness and awareness. Other than being mentally prepared and knowing both of us have had good experience flying in Europe, we will be taking off each day having fully checked the machine, prepared our plan well, considered all the weather and air route factors and be confident our attitudes are right for each leg.
General Fitness
Accidents happen because of a lack of anticipation and preventative action. One of the most important items of safety preparedness is the human factors i.e. mental and physical well-being. There are clear guidelines about your state of mind and body, which have to be recognised in ourselves and each other. We do not take off unless we are physically and mentally ready for the journey ahead. Both of us consider ourselves fit and ready for this challenge.
The Dangers
Ditching
Perhaps the single biggest threat to our safety is having to ditch in the sea. With 3 long sea journeys of 300 – 400 miles each this is a real possibility. Fortunately engine failure in this type of machine is very rare indeed. Nevertheless we have prepared as best as possible. I did the survival course which North Sea oil workers do before they can even apply to go offshore. This involved escaping from an upturned helicopter in 12 ft of cold water wearing an immersion suit. We also learnt how to use sea survival kit – life rafts, jackets, self-breathers and flares. Staying alive in a life raft for 5 days or more awaiting rescue is a daunting prospect, but at least I now know some techniques to assist the long wait which could be ahead if the initial ditching doesn’t kill you anyway.
My thanks to Falck Nuetec for sponsoring my 3 day course in Dyce and looking after me so well. I’ve got great admiration for the North Sea workers now I better understand the dangers they face every day.
Sea Rescue
The RNLI (one of my charities who should benefit from fundraising) took me out on their Trent Class lifeboat from Troon out to Cumbrae. This was a great experience also and I could see from the demonstration exercise they did how difficult it is to find a little life raft in a big sea and then rescue the occupants. How to use flares, personal locator beacons and how to help your rescuers find you and get you out of the water hopefully stayed with me but more hopefully won’t be needed.
My thanks to Joe Miller, the Cox at Troon lifeboat station and the crew who made me very welcome and tolerated my fear of water helping me have more confidence about surviving and being rescued.
Land Dangers
Northern Canada and the whole of Greenland, in fact anything around or above the Arctic Circle is seriously remote. If we have to land for whatever reason we are as unlikely to be found quickly as we are in the sea. A few dangers can be planned for but not solved in advance.
These dangers are:
1. Animals
In particular polar bears (they can smell food 20 miles away). We may be advised to pick up a polar bear rifle on route, at least my co-pilot Glenn is an excellent marksman but I couldn’t or wouldn’t want to shoot one, I’d just run until I was caught and eaten.
2. Shelter From Cold
One of my other charitable beneficiaries is Outward Bound Association. As part of my preparation they took me up to near the top of Ben Nevis and taught me how to construct a snow shelter, move with (relative) ease in snow/ice and recognise the conditions which could give rise to avalanche.
My thanks to Tony Shepherd at Loch Eil Outward Bound for his/Bruce’s wisdom on coping with the slopes and the cold.
3. Sustenance
We will have 3 day's survival rations. After that we are down to what we can forage for or find in the tundra (anyone got Ray Mears' mobile number!). A clever piece of knowledge passed to me at a survival course I did was; do not eat or drink anything for the first 24 hours (you have enough reserves anyway) then your survival rations will last 4 days. After that it's down to initiative and mental strength.
