I scared myself in Idaho.
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- Опубликовано: 12 июн 2024
- **Clarification-The squawks I talk about in the video were not known until I debriefed this flight with myself. I WOULD NOT KNOWINGLY TAKE THESE SQUAWKS INTO THE BACKCOUNTRY. While this is a brand new airplane fresh out of Phase 1 flight test and a recent ADAHRS swap, I thought everything was “Code 1.” I was fat, dumb, & happy with a 900-1,000rpm idle. This trip really forced me to become intimate with these systems and I found areas I need to tweak on the trip. I apologize for not being more clear in the video. **
I am not a CFI and humbly offer up my hard lessons learned to you with the expectation that you keep the comments constructive and respectful.
Learning to fly in the backcountry is serious business and I know only enough to have a healthy respect for it. But I decided to try and bag Wilson Bar on my own and it almost bit me. Wilson Bar itself was fine-it was landing back at my friend's private sky park on the South Fork of the Salmon River just downstream from Mackay Bar. Here are some lessons learned:
1. Afternoon winds in the mountains are not kind.
2. STABILIZE THE APPROACH over Mackay Bar (modified straight in) and penetrate the confluence wings LEVEL.
3. CRM means using all available resources like your friends with radios on the ground to tell you what the winds are doing.
4. Fix the idle and bring it down from 1000 to 660rpm.
5. Consider landing opposite direction if winds support.
6. Recalibrate AOA warning.
7. Practice flying slower.
8. Practice flying even slower.
On a lighter note, the Backcoutry Bogey will be in the Continental Motors booth at Oshkosh Airventure 2024 I have 4 wristbands / passes to give away! Stay tuned for details on how to score them and visit us in a meetup!
For the full (FUN) Idaho backcountry episode: • Bogey's First Idaho Ad...
Consider following Cleared Direct on IG at / cleared_direct_resources 
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Dude you’re a stud. Love when pilots show humility and help others learn. Backcountry flying is no joke. Thanks for the awesome content.
He's flying with known engine problems and avionics that "need calibrated" = Bold pilot
@@thepadonthepondbythescumwelcome to the world of experimental aviation. If every last quirk were 100% sorted prior to flight they’d never leave the hangar.
@@thepadonthepondbythescum In the description he admits that these problems were not known during the time of the flight.
@@Utahforrest I flew and maintained a Maxair Drifter for a couple of years. An ultralight. The electronics didn't exist in that frail little plane but the engine was a 2 cycle. I had 3 off airport landings due to engine failures. 1- on take off with a new seat tank fuel tank. Starved for fuel during flyout as rpm went above static testing.(fixed with a squeeze bulb from a boat tank(fuel boost pump)) 2-Spark plug cap fell off of inverted engine, lost 1 cylinder. Tried to increase rpm and engine died. The aluminum "nut" on top of the spark plug had come loose and vibrated the threads out of the top. Safety wire spark plug cap retainer to engine. 3-long approach at idle (tailwind only landing strip) caused air cleaners to clog with fuel. All the problems were things I could have anticipated, but didn't. Experimental doesn't mean accepting things that aren't 100% it means it's on you to get it right. I just made it to 69 in March. I kinda miss hanging my butt out there flying into little strips and taking risks. I just won't take off with engine problems. If you can't tell if your plane is stalling and you have alarms telling you it is stalling, I can't help you with that...
@@Utahforrest 💯 I didn’t diagnose the errors until I reviewed the footage.
I lived in Missoula, and spent some time flying in the Idaho back country. I recommend taking some instruction from a local. First rule is no flying after 11am. Second rule is to place your right wingtip about 50 feet from the rocks as you fly the canyons. Third rule is plan a loss of altitude on every turn (to the left, obviously). On departure, use every last foot of runway by taxing to the absolute end, turning your aircraft 90 degrees to the runway, apply brakes and full throttle, and then pivot briskly and use the additional angular momentum to accelerate. Finally, anticipate a sink rate as you cross over the river on final, or on departure. You lived to tell your story. Now, take some lessons from local pro.
Thanks for the tips.
Good advice! Back in the day I had a 135 operation out of St. Maries (S72) and flew a lot of rafters out of Boise in the season as well as freight into the ranches along with taking geologists into more remote areas over by the Snake. Your first rule is the golden rule! You know there is going to be turbulence but you never know if it will be more than you can handle. After thousands of hours hauling people, freight, and mail in and across the mountains of Montana and Idaho, one of my golden rules was to always have at least two "outs" because there is no guaranty the first one will always work.
@@oldtugs oh wow! I wish I could borrow some of that experience!
@@CLEAREDDIRECT The best preparation I ever got for mountain flying was getting a glider rating and using it. Honestly it was probably the strongest foundation you can build on. The first layer of real experience was flying an 85 hp L-16 all over and across the Rockies and high desert. I did a few of years of instruction and tried to instill that horsepower isn't everything.
is the no flying after 11 am for high DA or?
Steve, THANK YOU for sharing this experience. I'm just a student pilot, 63 years young with 54 hours logged. This video is a GREAT reminder to all pilots, no matter what their experience level or how much confidence one has in their skills or in their plane ... "flying" is a serious matter.
There is an old saying I stumbled across very early in my training ... "fly like your life depends on it ... because it does"!
I printed this on a label machine and put it on the cross bar in my Magnum, I'll see it every time I get in.
You bring to the forefront, pay attention to all your senses and listen to you gut. By sharing this experience you've made all of us better and safer pilots. I like how in your debrief you listed numerous options that were available to you to assist with making the flight safer and successful.
One day I hope to do exactly what you're doing, a little back country flying.
Again, thank you for sharing.
Agreed, Beautiful scenery up their in Idaho.
Look forward to future videos.
CYQT 👍🇨🇦👍
Thanks for the great comment, Brian! Glad you enjoyed the insights. Lots more to come…hopefully with slower heart rates and idle rpm!!!
Glad you’re safe and sound. Thanks for sharing…
Great debrief! Great video. One thought, this is why the fly Idaho book is so valuable, it gives very very important details to each strip! It's a must if you are flying in Idaho. Come to Utah, we will go flying. Cheers.
Iam 82 in a month and flew a Cessna 185 all over Idaho back country and loved it . I can't fly any more but love it. never had any bad things happen .and also went to Alaska . I know GOD cept me save. Good video thanks.
I’ve been a flight medic covering a good deal of the Idaho backcountry for a few decades. Almost every plane crash I’ve been to in my career has been in the backcountry. You can never be too prepared for every variable you may see.
Thanks for the lesson. You learn the most when you scare yourself. Thankfully you didn't mess up enough to hurt yourself or the airplane. Don't let it happen again. Get your plane right, get your mind right.
100%. Lots of hate in the comments which I guess I get. Thanks for the encouragement.
@@CLEAREDDIRECTDon’t listen to haters! As pilots we are always learning and you learn by doing…….I recently bought a brand new airplane (Aeroprakt A-32) and that plane floats a lot!! I scared myself pretty good landing on a 1500 foot grass strip carrying way too much airspeed……will pay much more attention to staying on my landing numbers!🤣
Everybody has bad landings, you are just the one letting us witness it. Thanks!
Honesty and humility...we live to fly another day. Thank you!
Appreciate you sharing your stories and knowledge, thank you : )
Thank you for contributing to the safety of others! You’re a good man
Love all four Goodyear tires on the ground at ALL times. Great video. thanks.
Love the honesty here- lessons learned are best when shared. Thank you, you've got a new north ID subscriber.
God I loved my time flying the back country of Idaho with my son in our Citabria. So glad I had that experience and video before my accident because I will never trust a single engine airplane in terrain like that again. Your external video is beautiful and the fact that you wear a helmet is extremely smart, my simple three point safety belt is a major reason why I am still alive today. Thanks for sharing and fly safe.
Thank you for the great debrief!
Thanks for the share, no street cred’ lost here. Humility and lessons learned are lifesavers with this stuff. Good things to think about in here, even for those of us not out in the backcountry (yet).
Thanks a lot for saying that. Only room left to improve! Guess I’ll document more of my training…
Thank you for sharing, I am a low time pilot, debriefs like this are super helpful. Winds are such a challenge for me, I hope I get better at dealing with them in the future. My minimums knock me out of a lot of flying. But better safe then sorry. Hope to make it to Oshkosh, I'll be looking for the Bogey!
I’m glad it helps! Stick with it… super rewarding and clearly humbling haha… I hope to see you at OSH!
Thank you! I have been working with my CFI to build my confidence!
Thank you for your honesty as I,
'm a low hour pilot building my own S-21 these comments may save my life and my passenger. Thank you
Hey Steve. I agree it’s in everyone’s best interest to share the good and the not so good. We learn something every flight and we learn watching others and sharing hangar talk. It’s extremely hard to land well by holding it off and trying not to land while worrying about the runway end coming up. You did great.
Cheers, mate. Lots here to learn and haters be hatin’ so I appreciate the good words. We’ll get there flying the Bogey slooooow
1st video from your channel that I've seen! I'm just an old flight sim pilot and love flying into those Idaho back country strips along the rivers in the mountains.
I can imagine how you must have felt, knowing you were making a downwind landing, then hearing your AOA warnings going off. I'm glad you landed safely!!
Gad you are sharing your experiences with others too. There will always be someone with less experience than yourself too so they can learn from you.
An old saying from my Paragliding days back in the 1990's was "there are old pilots and bold pilots, but there are no old bold pilots!
Always better to play it the safe way! I liked and subscribed to your channel!
Great video, thanks for sharing! Learning never ends, there is no wisdom without experience. Blue Skies!
Your illustrations. Your chini guess is so unique and creative!
Thanks for sharing this. This is how we all learn and everyone has something like this. Great job and I am jealous because I haven't made it there for a couple years.
Thanks for sharing… The S-21 airframe is slippery and you had some aggravating factors for sure keeping you from slowing down. I found taking a backcountry/off field operations course really helped me click with this airframe and opened up the slower end of the envelope. See ya at OSH!
Hats off to you sir, spent the last 24 simulating your approaches in MS2020 w Pilatus pc-6. You make it look easy
I should also have mentioned once you adjust your idle speed you need to recalibrate your AOA and get comfortable with where your low speed near stall handling will be since you have been getting some thrust from the higher idle speed. May not seem like a big deal, but you will notice a difference.
Thanks Steve. Really appreciate putting it out there. It may save a life. Every pilot has an experience that he/she learned from. It’s great social media helps us learn from each other. Hope to see you at Osh.
Thanks for saying that. Definitely see you at OSH! When’s your maiden flight?
Planning on an October first flight. Can’t wait..
Nice vid, confident yet modest. Well done
Thanks for the kind words. Felt pretty naked on this one tho
I’ve only got 150 hours,,,, and I’ve scared myself plenty of times. Learned something every time!👍
Humility is one of the components of greatness ! You have a perfect attitude and sharing is a wonderful thing to do. Do not worry about the 'street cred'
Thank you. Clearly it makes plenty of people uncomfortable 🤣
You are fine. If people are made uncomfortable they haven't faced their own channel frailties fears and mortality
Honesty saves lives! Thank you and I 🫡 you!
Yo dude. Hadn't followed your channel before. Loved the humility....reminded me of former life in fighter squadron. Will follow you now. Thanks for making the video!
Thanks for the note and for your service 🫡 What’d ya fly?
Thanks for sharing. I'm hoping to be in your shoes in a couple years and appreciate the beta. I'm building a Glastar in Boise with the goal to do the same kind of flying.
thank you. see you at Oshkosh
Had a few scary incidents as a passenger flying in small airplanes in Idaho, including a gears-up landing in Hailey. Thanks for the debrief and a review of all the beautiful Idaho scenery.
Great groups of guys at that location. Pretty bummed we didn’t make it there this year
Yup! Thanks for Sharing! In the true spirit of Aviation !!!!!!
Hey man it was really fun hanging with you at Jeff's place. Nice to see the footage finally! Hope to see you out there soon and with a functioning foot and airplane !
Oh hey Blaise! Nice to meet you too. Hope your foot heals up quick so you can enjoy the summer. Stay tuned for more of a fun version of the video! Cheers
Great to watch. 50 years ago I spent a lot of time in the Middle Fork of the Salmon and landed a few times at Taylor ranch. I remember the Flying B with a few splotches of sliver in several places along the hill across the river from the runway. Some mid afternoon takeoffs that didn’t. Be careful.
Badass video, man. Appreciate the “lessons learned” so everyone can gain something from this content. After you landed, did anyone at the strip talk about landing the other direction, or is it a one-way strip only, regardless of prevailing wind?
Been up there before with my buds at Mackey Bar for a week. What great country to see again in your videos.
Great video
Good lesson! Maybe suggest that folks really learn stalls, including prolonged flight in the buffet, turns at minimum speed, all those kinds of things. Looks like you already had some of that in your skill set.
Thanks for being vulnerable!
great video thanks for sharing so we can learn
🎉🎉🎉 That was awesome 👏 Blessings,Carlos ✝️🙏❤️😊🇺🇸
How do you get the wingtip view with the camera seemingly in space and not attached to the airframe? Is it a special type of camera?
Know what you mean. Backcountry flying is serious stuff. Did backcountry flying instruction for a couple of years. Tons of fun when flying with a competent pilot, but scary as hell if not. There's often little room for error, and you're right; airspeed control is absolutely critical. Gotta be comfortable flying on the back side of the curve.
Thanks for sharing
Nice video. I too love the honesty. We all make errors in judgement. I was flying in Idaho that weekend. Camped at 3U2 and landed in the afternoon at Johnson creek in a loaded Skywagon with a strong tailwind. High pucker factor for sure. I was able to get the airplane slow enough to have enough margin but I should have waited until later that evening to land. I was in hurry to spend time with my friends and set up camp. I should have landed on 35 but have been so brain locked into land 17 takeoff 35 at 3U2 that I just didn't even consider it.. The rule of having the airplane on the ground by 11 AM is a good rule to follow in the summer. I thought you did a really nice job of flying the airplane in a challenging environment and keeping your cool during the go around and approach on the second pass. Much respect.
Thanks for sharing. I heard about the weird winds at JC that week with some others having some scary moments. Glad we can all walk away and have a better understanding of backcountry aviation. Cheers
14:17 - Rattled! I've been there, not a great feeling. This is one of the reasons I fly with cameras in the cockpit - yes I post them on RUclips but I also end up watching and debriefing several times... hopefully learning, and growing as a pilot.
💯! It’s not a great feeling posting this, but it’s my way of forcing myself to REALLY learn (masochist!) and hopefully help others. Thanks for commiserating. Love your content btw
Just found you. Your post grabbed me. Your humility is so refreshing it actually helps people learn from and relate to you far more than the cocky presenters do
beautiful paint job
I flew Tomcats in the Navy followed by 33 years in the airlines and I didn't know the meaning of humiliation until I bought my Maule. This was a great video, thanks!
No doubt!!! Just landed from some more adventures and it’s getting better! Still lots to learn
Had a Cessna throttle cable that was stiff and sticky ., same problem went to a aftermarket cable fix that problem! I think it would be better to land into wind. Have fun!
I've had a similar problem with too high an idle so I used my carb heat to shed a few hundred RPM....
Having to keep in mind that your air speed and AOA may be in error, coupled with a new environment annnd the fact that you are a military pilot putting that much more pressure on yourself, hats off my friend...:)
Perhaps :/ thank ya
Pitch controls airspeed, power controls rate of descent. Set your airspeed first with pitch, then adjust your rate of descent with power. Try to maintain the same attitude after slowing to final approach speed. Then small adjustments of power will keep you on a stabilized glide path. The most common error when pilots find themselves getting too high on final is to use pitch to push the nose down. Instead, maintain pitch and airspeed and simply reduce power until the proper glide path is re-captured. Side slip if you need, but maintain final approach speed with pitch. Sounds too simple but if you think about it, this technique gets you in the habit of only adjusting one thing (power) to maintain glide path. If you keep the airspeed and the pitch constant and adjust the rate of decent with power, you make maintaining pitch, power and airspeed control much easier. Mastering this technique will also make you a smoother more competent pilot.
Thank you! 💯
thank you - very clear
Ah, the river is still pretty silty. I would love to fly like you do. But, I guess I'm just stuck on a raft, or hiking, or motorcycle riding. But, that view up the south fork where you turn around ... yeah, I could fly all day checking everything out from the air.
Just found your channel… thanks for sharing… very good vid
Me too! Awesome, but how is the starboard wing vid being shot? It’s beautifully done, but my GF suggests the Bogey has a selfie stick😊.
Awesome, thanks and welcome aboard. Your gf is right! Selfie stick + Insta360 camera that stitches the pole out of frame. Kinda magic
@@CLEAREDDIRECT It is awesome work. It’s amazing. Thanks!
This is exactly what we need to have more of. Social media portrays a fairytale 99% of the time. Especially in aviation, there is so much we can learn from others challenges.
Thanks, @boogerwood Agreed but I can see why most don’t do this. Like I said, very little [personal] upside. Hope it helps others tho
The plane drops but seems to want to run off the runway. But great flying! Much respect to you.
Very pretty surroundings!
Right? Can’t wait to go back better prepared.
Great recap…. You nailed a lot of the stuff for sure, that being said… #1 your plane has known issues (throttle and AOA) that are not backcountry safe. #2 I did some serious backcountry training with an Idaho legend, I highly recommend BC training. #3 Even before you got into the stuff that scared you I felt you were WAY too low. When you are overflying Mackey Bar you should be above the knoll, but you were well below it. I flew a Rans S-21 (Rotax 915) and yes they are slippery as baby doodoo. I learned in a Rans S-20 which is a much more docile backcountry plane that is VERY good in slow flight. My suggestion based on my S-21 time would be to come in on a steeper approach approach with a positive angle of attach with a bit of power, this is the only way I could get the plane to slow down for backcountry operations on short strips. The 21 I flew also had the longer wing (early version) so it had more wing surface/lift, so your plane is even more slippery. You will get it, but Idaho is an unforgiving place to iron out stuff. And…. You should be drinking beer by 11:30am not flying 😂 Keep the videos coming.
Yep. Didn’t know these issues were issues until I edited the video. But point taken, 100%. Thank you!
Great video Steve! Thanks for potentially helping someone in the future think about the approach they are about to make and help make us safer pilots. Maybe we will run into each other at OSH. I have been every year since 2011 :-)
Thank you! See you there! I’ll announce meetups at Continental booth on Instagram 👍🫡🇺🇸
I don't fly, but scaring yourself flying a real airplane is probably a different level of scariness. Glad you made it down okay and learned from your experience. Stay safe.
Thank you, Sir. It’s a bit embarrassing but debriefing like this forces me to learn and I hope it helps some others.
Always better being down here wishing you were up there than up there wishing you were down here!
Good point!
I so feel this video. I have nowhere near your hours but I am actively working on putting bounds on my capabilities and when not to push a bad position. Sounds like you got out a little over your handlebars and it scared you (as it should). Take it as a learning opportunity.
Just curious, why fly a plane into the back country that you know has instrumentation issues? Seems like airspeed and stall horn is something you want correct before attempting these kinds of strips.
100% valid! Don’t take issues into the backcountry! I wasn’t totally clear- I didn’t really realize the issues weren’t totally solved until back there. No excuse. I should’ve rung out the bogey beforehand. Great points!
Thanks Steve, for sharing this experience.
My question to you: why didn't you check your indicated stallspeed at 2000 AGL? Could give you a clue.
I did. 39kias. Sorry I wasn’t very clear here. I use AOA more than IAS in most planes I fly and so I’m programmed to trust the AOA tones which (after the flight) I realized weren’t acting consistently due to the new adahrs. It needs recalibrating. I was comfortable flying at 43kias all day long as long as the winds are constant. But they were swirling over the confluence and I failed to keep my airspeed under control due to a lack of experience and a fear of stalling. My training and maintenance plans are crystal clear now.
nicely done...
If there’s ever any way possible to land without a tailwind that’s the way I’m going in. The cameras throw things off etc., but looking at that strip I would have come around and landed into the wind after the first go-around. It’s always easy to Monday morning quarterback someone’s video, though. Glad you made it happen and got it down safely.
👍
First time on your channel. That helmet is a brilliant idea. There is nothing but hard metal on the interior of an airplane.
Totally. Welcome aboard!
If your idle speed is 1000 rpm you need to adjust this with the idle speed adjustment wheel on your fuel servo. On the right side. Should adjust it down to around 750 rpm or so. You do this with help from another person with the engine running. My engine was initially idling around 1000 rpm also, now 720. Also, don't forget to check the idle mixture. The method is explained in your silver hawk fuel injection system owners manual. Makes quite a difference slowing down when you drop the idle rpm. 20 hours now into phase 1 on my S21
Congrats! Unfortunately that didn’t do the trick. Precision told me I have an air leak somewhere. I suspect the gasket
Even the studdliest studs can get stuck inside their own head. Plus there's the 20/20 hindsight thing. I think the thing to do, since you were already in the air and flying is fun...would have been to climb up and do some stall drills to get your head wrapped around the indicated speeds in relation to that AOA horn. Even if the calibrated numbers are off, you will reset the indicated stall numbers in your head to allow you to mentally override the horn. On the ground, I would disable the AOA until you got the thing sorted.
As usual, you kept a cool head, got the plane on the ground...rubber side down...and walked away without a scratch. That's what all the prep and practice and pregaming has done. Your body knows what's what but sometimes your brain is too damned busy for its own good. Thanks for sharing. It really does help us part time schmucks when a pro has the brass units to fess up with a lesson learned.
As for the tickets, I suggest a subscribers list and a fistful of darts. Cheers, amigo.
Man you are always there when a guy needs a boost. What a way with words have you. Love ya, man
Idaho is gorgeous
How do you film from outside plane? Great video!
Boom to insta360…it erases the mount pole. Kinda like magic!
You blew up a tent at the end
😆
It was mine. 🤦🏻♂️
As prescribed above, no Sierra flying after 10:00 AM In Mexico also. Go with a local 1st. 182 and t-210 pilot
It seems most people agree on this fundamental one. Lesson learned. Thank you!
likes here ty for the important experience
Good job using the law of the roller coaster (potential energy of altitude traded for airspeed) to make your canyon turns 1 g at any bank angle, but check with rgfuller's comments below about power/pitch control of glide angle and rate of descent full flaps and wings level on short final. Bringing dynamic throttle into play also allows good control of glide angle and rate of descent with gust spread. With the slower but powered approach we have much more accurate control than with slip to get down (potential energy of altitude traded for airspeed.)
Awesome tip. I’ll looks for rgfuller’s comment. Gracias 🙏🏼
There's a website that can pick anonymous via email entries. Not sure how that works but it's an option. Would definitely be awesome to fly in with you. Never been before. If you can tolerate Navy guys. Lol
I'm curious what the density altitude was that day. Also, I always want to know the mid-point of the runway. That way, if I'm not a 75% of lift-off speed by the midpoint of the runway, and abort is possible, and wait for cooler temps, or change of wind, etc.
DA was only around 2,200. Good tip!
I disagree with using the runway halfway point method. I think it's better to determine predicted takeoff roll from your plane's manual and then make sure you hit half of that with 71% of your takeoff speed. Imagine you are taking off from a 7,000 foot long mountain runway and you have only 75% of your takeoff speed at 3,500 feet. That is such anemic performance for a single engine piston that you will probably not be able to climb when you hit the end of the runway.
So I have to ask... you don't trust your airspeed indication, you don't trust your stall warning/AOA indications and you have an issue with your throttle. And you decide to go mountain flying? I'm a super low time pilot/TW pilot and I love these videos. There is so much I can learn. But this seems like a no-brainier. What am I missing?
Thank you for asking and I apologize for not being more clear in the video. No, I would not take any known issues into the backcountry. While this is a brand new airplane fresh out of Phase 1 flight test and a recent ADAHRS swap, I thought everything was “Code 1.” This trip really forced me to become intimate with these systems and I found areas I need to tweak on the trip. Again, good question.
In my humble opinion regarding your check list at the end, the first point should be: get your aircraft in working order before leaving the ground.
If your idle is high, AoA indication is off and your pitot/air speeds are reading different/wrong I think it's alright to consider your aircraft, experimental or otherwise, not air-worthy.
Winds and airfield location just increased the danger but at the end of the day, with the known pre-existing mechanical conditions, it was only a matter of time before you got into a scary situation.
You're clearly a talented pilot when it comes to flying the aircraft and I'd encourage you to extend that to tempering the steel set of balls that convinced you to take off in the first place.
Glad you're safe. Great and informative video.
Thanks for your input. I address this in the description.
Hey man let me know if you ever need a safety pilot or buddy to split gas! I’m time building and working on CFI in Bend
Loved the video! Glad it turned out okay
I think it is healthy to get humbled in aviation every now and then. As long as nothing gets bent of course. There have been a few times where my spidey senses were trying to tell me to knock it off. I need to listen a little better sometimes.
Pilots are supposed to learn from their mistakes....really good pilots learn from other's mistakes too! Sharing is caring! We all learned something today. Sometimes, if you scare yourself, or others, early on, it results in a callsign...😉
Wonder if I could get in therewith a Ercoupe it sinks like a rock?
I flew an Ercoupe half a century ago and you could definitely get it in there. Getting it out would be the problem, especially with a passenger or full fuel. It took off pretty quickly empty, but took a lot of runway when it was heavy, high, or hot .
thanks for putting this out...I am no where near back country ready...All the hardcore backcountry guys say the same thing about Idaho...never fly after lunch...ever. More proof they are right
Humbled! Glad to live to tell the tale and fly the next MORNING!
I need a ride next time you’re in KBOI
I’m at BOI all month! Msg me on IG
@@CLEAREDDIRECT I don’t have IG! But I’m only 3 miles from the airport!
Not a lot of margin for error out there. Good to have a healthy respect for it
Great camera locations and editing. 2:13
"Afternoon winds in the mountains are not kind." Aviation 101.
OK stupid question but how did he get those outside shots where the camera appears disconnected from the airplane?!
Not stupid. It’s kinda like magic. Insta360 cam mounted to a pole. The two image sensors overlap and stitch out the mounting pole. 👍 You’ll see a lot more of this kind of shot in mine and others’ vids
Curious as to how the accompanying drone works.
No drone. Insta360 cam mounts via pole and the two image sensors magically stitch it out. Pretty slick little cam.
How was the aircraft filmed outside of the airplane?
Thank-you for your military service. I agree with @capsmith5876 below. Also, a steeper slower final approach will put your glide path and inertia more towards the ground rather than the far end of the runway. Keep up the good work and thank-you for sharing your experience.
Awesome. Thank you!
how do you get the outside camera to seemingly float away from the plane?
Insta360 cam mounted on a pole. Dual >180° image sensors slightly offset overlaps and “erases” the pole. Lots of questions on this so I’ll film a video
steve, go do a bunch of slow flight at a safe altitude.. practice flying on the brink of stall so you can recognize it by feel and recover safely when it breaks, and avoid spins. Practice flying on the back-side of the power curve, so as you slow down you maintain altitude by adding power as you slow.. be ready to nose-down quick if your engine fails to keep airspeed safe (even if you're at a safe altitude, to build good habits in case of emergency at lower altitude)! The whizbang tech is useless if it is not working right -- worse than useless because it can fake you out and tweak your confidence. Glad you made it work and got home safe!
Yes, we want to slow enough (full flaps) to get a good sink without having to slip on short final so that we now have to add power to very accurately nail glide angle and rate of descent. This extra prop blast over the wing allows a slower Vso, but we don't have to get that slow as we now control glide rate with dynamic power and are no longer relying just on potential energy of altitude (power off). Yes, it may have to be behind the power curve on very short final coming into high ground effect because of tailwind, but with dynamic power and nailed glide angle all the way to touchdown we can handle the gusts spread. Sink, lots of power and then adjust. Balloon, close throttle and then adjust. Working only with elevator to control glide angle, rate of descent, and airspeed puts us at a great disadvantage that will make every landing potentially long. We want the power/pitch approach to touchdown (no round out) with flair slowly and softly on the exact spot we choose. We want enough pitch that dynamic engine power controls glide angle all the way to flair. Practice on normal runways. If we have to close throttle to make the spot, we are not at high enough pitch attitude to require power to touchdown. Patrick's hold that stable high pitch attitude all the way is fine, but using Wolfgang's apparent rate of closure to slow further on very short final is better. Same as with an automobile coming into an intersection, we keep our apparent rate of closure with the spot looking like a brisk walk by elevator deceleration in ground effect. Don't allow the spot to appear to speed up toward us. It will appear to speed up if we don't make this very short final deceleration. "The stall down landing requires that you blend the approach glide, the flare out, and the slowing up of the airplane all into one maneuver so that, when you arrive at ground level, you arrive in three-point attitude, all slowed up and ready to squat." Stick and Rudder page 302.
Thanks for the constructive comment. Makes sense and I sure will do that. I didn’t realize my AOA was inconsistent until I reviewed the footage. It was tough to put this content out there but it’s the best way to learn…watching my cringy footage forces me to understand it and thus improve. Hopefully you’ll see a steep learning curve. I truly appreciate this kind of comment.