Reminds me of videos from LiveLeak where the pilot ends up in a mountain cul-de-sac, overestimates the climb rate of their aircraft, hits a tree and the camera briefly spins like it's in a washing machine before the video cuts off.
Takes a lot of trust in your little ol' motor to fly over hostile terrain and claim it to be fun. I did it, and did it a lot, several decades ago but I think I would be less inclined to do it now that I've achieved a ripe old age.
Proud to call Idaho my home state!! I'm from the southern part and absolutely love the mountains of Idaho. My brother and I are going to be going backpacking up near Stanley next month.
Just an observation from a 50 year pilot, but typically short field landings are usually a bit more abbreviated during the flare. I used to land, before I was warned off by a Forestry Officer, at Tunnel Meadows. Sits on the high plateau of the Mount Whitney Wilderness Preserve at 9,200 msl, and 1,200 feet long, with one way in, no go around. My little Turbo Twin Comanche with Robertson STOL did the trick, barely. But hitting that first 50 feet was imperative. My trick was, in addition to rigid airspeed control, to dump the full span flaps. The aircraft would naturally pitch nose up and then plant the main gear with virtually no wasted runway. I wouldn’t recommend this to a beginner but it sure worked like a charm.
@@triggerpointtechnology yes, true. In C182s I usually try to get the stall warning to sound with power applied in the flare. Once I am ready to touch down I pull to idle or almost to idle and the plane settles down real quick. In this airplane (C172) I usually just go to idle or almost to bring the airplane down but I may try the other technique like in the C182. I usually hesitate with the stall warning sounding if there is a bluff or river right prior to the runway like with this one. Don't want to settle short! One thing I've noticed about these forest service runways is that they provide a ton of drag once you touch down. So even though they are short, many are very draggy on the surface or go uphill. Still no excuse to float in the flare. I could have floated less here for sure. But I would rather float some then settle short of the runway. That's pretty impressive to land a Twin Comanche on such a short airstrip. Must take a ton of skill to do that!
@@core_of_winter Well, there are tricks. The STOL kit has full span flaps. The ailerons droop 15 degrees right along with the main flaps but the nose wheel is so big you will almost always kiss the nose wheel first unless you are in full buffet stall but that’s just too close to the edge. To eliminate the flare, I’d carry 10 knots above stall and as I started to flare I’d kick flaps up. The nose would gently rotate up letting the main gear proceed straight to the touchdown with no runway lost at all. Not a procedure I’d recommend for a beginner but to be sure, there wouldn’t be any beginners doing this runway in the first place. That transition was a sweet way to kill lift, increase angle of attack for nose gear clearance and minimize gravel damage on all that low hanging sheet metal. The enormous ground effect of that wing required this otherwise the float is a killer. Takeoff was also non standard. Turbo normalized engines need to have the waste gates closed manually with power levers full forward. So, with flaps up, you lock the brakes and apply full power, then start screwing in the verneer knobs using both hands. As the power increased to 30 inches, I’d release the brakes and start accelerating down the runway, still flaps up. That allowed much less dirt and gravel damage and the aircraft would accelerate a bit faster clean. At 80 knots I push the flap switch down for 3 seconds, counting loudly to myself. At 3 seconds I’d neutralize the switch and rotate. Took every bit of that 1,200 feet, at 9,200 feet and 95 degrees.
The frame rate of the camera's video chip coincides with the rotation speed of the propellor. It is capturing an image of the prop at the same place in its revolution. You can see the same effect in old cowboy films of wagon wheels. If the prop starts revolving slower than the frame rate, it looks like the prop has stopped and is moving backwards.
@@number4cat1 It coincides with a multiplication of the rotation speed, but I take it that's what you meant. 😄 I think it may also coincide with a multiplication of the rotation speed divided by the amount of prop/rotor blades, but I'm not entirely sure about that.
I was instructed on this very flight by a highly experienced backcountry CFI to be at tree top level before the river bend. A slip would not be practical for such a landing strip, in my opinion.
@@core_of_winter not needed just more fun. I’m a CFI/A&P. In Boise :) Mitigate risks, practice good ADM, don’t fall for hazardous attitudes. You nailed it.
Absolutely beautiful!
This is a very picturesque landing strip .... what great experiences you set for yourself... respect ...and green with envy !!
Yes. I hope to camp there sometime.
Very nice landing.
thank you
Nice!
What's the aircraft?. Sounded like a Cessna 172 or maybe 182
C172
So THAT's what rich people do.
Cool!
THanks for sharing that experience. I cant go but at least I can see it. Its nice.
Thank-you, but you don't have to be rich to fly small piston singles. Getting licensed can be done.
AMAZING!!!!!!!!!!!!!!!!!!!!!!!! tx for sharing!!!
Hopefully great fishing there?
Probably. Haven't tried yet.
Lindo vale.
Reminds me of videos from LiveLeak where the pilot ends up in a mountain cul-de-sac, overestimates the climb rate of their aircraft, hits a tree and the camera briefly spins like it's in a washing machine before the video cuts off.
Takes a lot of trust in your little ol' motor to fly over hostile terrain and claim it to be fun. I did it, and did it a lot, several decades ago but I think I would be less inclined to do it now that I've achieved a ripe old age.
Proud to call Idaho my home state!! I'm from the southern part and absolutely love the mountains of Idaho. My brother and I are going to be going backpacking up near Stanley next month.
Same but from the northern part of the state. Soooo many Californians here now sadly tho
Your touchdown appeared to be about 500 feet from the threshold. No?
Maybe half that
Just an observation from a 50 year pilot, but typically short field landings are usually a bit more abbreviated during the flare.
I used to land, before I was warned off by a Forestry Officer, at Tunnel Meadows. Sits on the high plateau of the Mount Whitney Wilderness Preserve at 9,200 msl, and 1,200 feet long, with one way in, no go around.
My little Turbo Twin Comanche with Robertson STOL did the trick, barely.
But hitting that first 50 feet was imperative. My trick was, in addition to rigid airspeed control, to dump the full span flaps. The aircraft would naturally pitch nose up and then plant the main gear with virtually no wasted runway.
I wouldn’t recommend this to a beginner but it sure worked like a charm.
@@triggerpointtechnology yes, true. In C182s I usually try to get the stall warning to sound with power applied in the flare. Once I am ready to touch down I pull to idle or almost to idle and the plane settles down real quick. In this airplane (C172) I usually just go to idle or almost to bring the airplane down but I may try the other technique like in the C182. I usually hesitate with the stall warning sounding if there is a bluff or river right prior to the runway like with this one. Don't want to settle short! One thing I've noticed about these forest service runways is that they provide a ton of drag once you touch down. So even though they are short, many are very draggy on the surface or go uphill. Still no excuse to float in the flare. I could have floated less here for sure. But I would rather float some then settle short of the runway. That's pretty impressive to land a Twin Comanche on such a short airstrip. Must take a ton of skill to do that!
@@core_of_winter
Well, there are tricks. The STOL kit has full span flaps. The ailerons droop 15 degrees right along with the main flaps but the nose wheel is so big you will almost always kiss the nose wheel first unless you are in full buffet stall but that’s just too close to the edge.
To eliminate the flare, I’d carry 10 knots above stall and as I started to flare I’d kick flaps up. The nose would gently rotate up letting the main gear proceed straight to the touchdown with no runway lost at all. Not a procedure I’d recommend for a beginner but to be sure, there wouldn’t be any beginners doing this runway in the first place.
That transition was a sweet way to kill lift, increase angle of attack for nose gear clearance and minimize gravel damage on all that low hanging sheet metal. The enormous ground effect of that wing required this otherwise the float is a killer.
Takeoff was also non standard. Turbo normalized engines need to have the waste gates closed manually with power levers full forward. So, with flaps up, you lock the brakes and apply full power, then start screwing in the verneer knobs using both hands. As the power increased to 30 inches, I’d release the brakes and start accelerating down the runway, still flaps up. That allowed much less dirt and gravel damage and the aircraft would accelerate a bit faster clean. At 80 knots I push the flap switch down for 3 seconds, counting loudly to myself. At 3 seconds I’d neutralize the switch and rotate.
Took every bit of that 1,200 feet, at 9,200 feet and 95 degrees.
👍🔊🌐💞😳
Why does the prop look like it stops and changes speeds during the flight? Optical illusion?
No, its just the camera that does that.
The frame rate of the camera's video chip coincides with the rotation speed of the propellor. It is capturing an image of the prop at the same place in its revolution. You can see the same effect in old cowboy films of wagon wheels. If the prop starts revolving slower than the frame rate, it looks like the prop has stopped and is moving backwards.
@@number4cat1 It coincides with a multiplication of the rotation speed, but I take it that's what you meant. 😄 I think it may also coincide with a multiplication of the rotation speed divided by the amount of prop/rotor blades, but I'm not entirely sure about that.
@@alaskanbas6507 Yes, if the prop or wagon wheel is rotating at some multiple of the frame rate, it will also appear to be still.
Forward slip my guy ❤
I was instructed on this very flight by a highly experienced backcountry CFI to be at tree top level before the river bend. A slip would not be practical for such a landing strip, in my opinion.
@@core_of_winter not needed just more fun. I’m a CFI/A&P. In Boise :) Mitigate risks, practice good ADM, don’t fall for hazardous attitudes. You nailed it.