As a pilot that has been flying for 40 years doing acro, formation flying And some back country flying in Colorado and Idaho. This pilot is one the best stick and Rudder Pilots I have seen in a long time. My accolades for such tremendous skills.I also want to say the camera work was incredible with this video. Hats off to whoever had to film this.That was the moon credible flying at very low speeds.
"all by feel". Minus the AoA indicator... Entertaining videos, for sure. It is nice to see some STOL technique regularly produced and uploaded to youtube by someone other than the Cowboys and their cohorts...
@@carpediem6568 "low approach" is a term ATC wants to hear when you are going to fly down the runway but not actually touch down. Not low on glide path. Different thing.
@@SuperEddietv Okay. This airport was not a controlled airport. No ATC. And it was a night landing, as I remember. I realized that was a mistake I could have made and gave up flight lessons. There is too much "feel" you need to be a pilot. And I definitely didn't have it. I only had the brain part of flying.
Been a fan of your flying and airplane since the old paint job and 1 - 2 minute video uploads. Thanks for making longer video content with narration. Excellent production.
Noticed my fists were clenched while watching this. My brother just baught a Stinson 108 and is learning to do just this. Little power on touchdown realy makes it smooth and stable. No bouncing. Use throttle to arrest descent. Don't let the stall horn bother you. Seat of the pants flying is spot on. Real nice job on this video.
Another great video! Thanks for sharing your knowledge. I’m really impressed with your ability to use power and pitch to balance your airplane and “float” it in ground affect until you’re ready to touch down.
40 years ago on my first lesson I was taught Full Stall landings,.... I still do dead stick to full stall landings stall warning on LOUD .... This some of the best training anyone can have !... If ya ever have an engine problem and have to put it down someplace OTHER than on a runway...... slow and controlled just might save your life ( the plane too ! ). I have to give my Instructor Mike Rust, Compton Aviation a BIG THANK YOU for that back in 1978-80. B.C.182 count me IN.
No engine and slow is the worst thing you can be....keep the speed up... that's why flying on the stall is dangerous... no leeway if the engine barks just fall over and die...
Awesome!! I don’t think I would be turning to line up with gravel bar with the stall warning already going...but hey you’ve been doing this for a while! Great video!
The trick is to practice slow flight situations at altitude in order to understand how your airplane will respond.......The pilot also uses an AOA indicator. Top pilot!!!!
I too thought this looked familiar to me. Maybe the Skagit River sand bars? I'd really like to try some of this after I up the size of my tires a bit on my 59 172. I have an 0360 in it and am getting VG's soon.
Simply beautiful! Will be amazing if you can show the gauges and the throttle knob at the same time. It’s hard to see but seems that your touchdown speed is about 40. Great control
Setting up your craft in a short field configuration & behind the power curve at a higher altitude allows you to trade that altitude for increased gliding distance if needed. Some people are spooked by the steep angle of descent but frankly, it's the safest way to land.....everywhere.
Awesome video . Great flying skills. 6:45 was my favorite approach and landing. Excellent job . I’m about to be a CFI and flying behind the curve in ground effect has helped me tremendously in understanding the slow flight performance characteristics of the airplane. Awesome stuff. Safe flying !
Knowing where the critical limits are lends to being able to stay away from them. As a prospecting CFI would you have a student do this at altitude? Maybe take some of the intimidation of tera firma out of it?
pgnandt yes , you nailed it. At altitude, Absolutely-At least 3000ft AGL to begin with. I’ve known CFIs who taught their students how to fly in ground effect across a runway behind the power curve, before the student was ready, and it didn’t end particularly well... Look at and study the POH of the specific airplane you’re flying for airspeed and configuration information for slow flight maneuvering. I can’t recommend anything beyond what the POH says. But for myself, I rented a plane and practiced floating in ground effect across 1/2- 2/3 of runway (in good weather/favorable wind conditions) around 100 hours in the plane, which is when I really started to feel comfortable with the plane and trusted what it (and I) could do .
The exercise that he is doing at the 2:16 mark of video is an excellent technique for practicing slow landing/touchdown approaches. It is also a good exercise to use with student pilots to teach them how to keep the nose pointed forward in crosswind landings. Just have them fly down the entire runway a couple feet off the ground keeping the plane on center line with the nose pointed straight down the runway.
Isn't anybody else impressed by how NARROW the landing strips are?! Not to mention the 3 @ 1 foot wide landing gear ruts! Kudos to your centerline skills! I bet this isn't the first time you've done this.
@@Streetfire98 what about wing stall? Load factor increase with bank angle, and the stall horn is calibrated for level flight conditions Unless I'm missing something.
@@Earth4Mars I think he must be monitoring his angle of attack indicator that he has installed! There is a reason this technique isn't in the book. Special training and equipment are certainly required here :D (even if he has done his own training which he talked about). I'm sure he's watching his AoA as he turns and making sure it isn't too high and has tested the technique at altitude where he has room to recover.
...man, I just bought an N3 Pup, but I need to get it going (it needs some new bolts and motivation on my part) ...and fuel lines, and more motivation.
Awesome as always! Good work! In the process of purchasing a AOA for my 180. I fly in far western Alaska, where the bears and fish are plentiful! Come up my way and I’ll be your wing man! King Salmon, Alaska
This is beautiful. Subscribed. I just have two questions: 1) Is there training for this? 2) How do you take off from these spots? (Still watching, maybe this is answered?)
A very delicate touch and 100% commitment to land, because you are not going to go around if something goes wrong. Stall warning going off anything above two feet from the ground makes me very nervous. Stall warning sounding in the turn to final is a clue that sooner or later you are going to spin in as a gust of wind takes off an extra couple of knots airspeed. Nice flying skills, but potentially lethal.
Impressive! With an obstacle on short final and short runway what works best for you? A stable approach path just clearing the obstacle or 'dragging it in' over the obstacle and when clear drop it/slip it in?
This guy needs to have 300,000 Subs. Excellent video and talking points. Letting us have drama from music is fine. Thanks for not drowning out what you do with the throttle. Man what good content.
How do you deal with the alert tone at the last when you trying to land? It's like I'm driving in traffic and my wife yells while I'm trying to do a swift maneuver. You must have blood of ice. 😉
Probably yes, seems like a stacked-LED AOA sensor with a reflector glass / HUD confiuration. I couldn't find the type however. I think it comes handy to "calibrate" or "confirm" the seat of pants feelings from the secondary indication. Some FAA video showing these devices in action: www.avweb.com/news/faa-video-provides-primer-on-aoa-displays/
That Aoa indicator must come in very helpful as you balance the aircraft between Vs and Vs0 , and how you can use a touch of pitch to adjust the speed in this config , pure aerodynamic flying, this is why they send fighter pilots to glider school, to master these skills and develop good flying instinct , as well bush pilots tend to be better than commercial pilots because they flying this risky flight regime is second nature.. for the average pilot , this would represent an extreme situation, and high risk..for the bush pilot it's Tues afternoon..i'm surprised you don't run a three bladed prop as well.. is this for simplicity? or does a two blade impart less torque to contend with at low airspeed, or do you simply trade odd better range for climbing performance.. ?
Generally using a steep glide slope anywhere from 1/2 to full. Depends on how fast you are descending and how fast you need to arrest the descent. Oftentimes we use up to full throttle just before touchdown. This guy in the video drags it in under power so he doesnt have to add much if any power. Look up Backcountry aviation approach and landing videos.
Nice vid first of all. When behind the power curve on short final, and something unexpected happens (like something/ someone occupying the landing strip) what are the procedure for getting out of the situation? And what are the chances of success doing this?
Let alone a slight wind change as you come around a point, or a slight gust, or an engine hiccup, or a wire (though I'm sure these spots were carefully scouted out).
I believe what you are describing is flying below stall speed in ground effect. The phrase "behind the power curve" is describing a situation when you are at full power on takeoff and the nose is pulled up to climb. But the airspeed is too low and pulling the nose up only increases drag, without a corresponding increase in climb rate. It is a pilot error that usually results in a crash. You are using ground effect as long as possible while using full flaps and adding power. But your goal is a soft landing using ground effect, not climbing out. If you decided to climb out at that point you would indeed have to point the nose down, as the pilot who is behind the power curve should do. But you are in ground effect, while the pilot behind the power curve is not.
What is "lift". If you classify "lift" as the total upward force produced by the wing then lift can only exist up until a point when the wing can no longer produce it. A glider for example is a perfect example of an aircraft which gets its lift from the wing alone. But an airplane is different. It has another lifting source and that is the engine with a propeller. When the engine is producing thrust in a straight and level attitude, the engine's thrust is almost straight forward. But when the airplane is pointing at a very high nose up attitude the thrust of the engine working with the propeller is also producing a form of lift. This "lifting force" is known as the "vertical component of thrust". In other words, not only is the wing producing an upward lifting force, but so too is the engine and propeller. So, added together the engine and the wing can allow a greater lifting force to help the aircraft climb relative to a glider alone. The extra vertical thrust component is an additional force that helps the airplane keep a nose high attitude. If it were not for the engine and the propeller acting as an additional lifting force, the airplane would not be able to support its own weight and quit flying ( a stalled wing). Have you ever been to an airshow where the super powerful small Extra 300 is able to climb straight up and up and up until the airplane stops flying? That is so because the Extra 300 has so much power that it doesn't really need the wings to help it climb. Think of a torque roll. So, in reality, "getting behind the power curve" requires more than just a wing. It requires "power". The more power the airplane has, the more it can rely on the power to help it fly slower. Just think how slow in a horizontal direction an Extra 300 can fly straight up. Its horizontal velocity is zero but yet it still can fly straight up. Remember and airplane is a three dimensional flying machine and can operate in an extra dimension than a car.
Standard tires are very small. These look like the small bush tires. But yes the bigger bush tyres would be better. Hell an actual bush plane would also be better but I think he is doing just fine with this setup
Muy Bueno! Not many of us can do this. Do you worry that your wheels will "bite" into the water instead of hydro-planing, resulting in a nose-over? Or is that something not to worry about for some reason? (Note: I'll never try it: ). You clearly are a great pilot. There are old pilots and bold pilots. An then some pilots that are good enough to be bold and old. (But not many).
As a pilot that has been flying for 40 years doing acro, formation flying And some back country flying in Colorado and Idaho. This pilot is one the best stick and Rudder Pilots I have seen in a long time. My accolades for such tremendous skills.I also want to say the camera work was incredible with this video. Hats off to whoever had to film this.That was the moon credible flying at very low speeds.
You're probably the best bush pilot on the whole RUclips. Excellent command of attitude and power that results in great landings.
"all by feel". Minus the AoA indicator...
Entertaining videos, for sure. It is nice to see some STOL technique regularly produced and uploaded to youtube by someone other than the Cowboys and their cohorts...
Damn dude, you are a *VERY GOOD PILOT!*
Outstanding! Low approach, "ground effect" practice at your local airport is definitely excellent advice!
Yeah, the son of an airport owner did that some years ago, coming in low. Took out some telephone wires. And his life.
@@carpediem6568 "low approach" is a term ATC wants to hear when you are going to fly down the runway but not actually touch down. Not low on glide path. Different thing.
@@SuperEddietv Okay. This airport was not a controlled airport. No ATC. And it was a night landing, as I remember. I realized that was a mistake I could have made and gave up flight lessons. There is too much "feel" you need to be a pilot. And I definitely didn't have it. I only had the brain part of flying.
You and that 182 are one. It’s magical to watch you fly that back country. Your stick and rudder skills are great. Coming from a commercial pilot 👍🏻
Oh, to be a pilot. I tried. Never could get the landing. Had to give up. Instead, took up sailing and was a natural.
Mad skills on the floating above the the ground at the airport. 👍
really impressive shot
I had to practice this at my flight school, though I never managed to do it so precisely.
Been a fan of your flying and airplane since the old paint job and 1 - 2 minute video uploads. Thanks for making longer video content with narration. Excellent production.
Thanks
Noticed my fists were clenched while watching this. My brother just baught a Stinson 108 and is learning to do just this. Little power on touchdown realy makes it smooth and stable. No bouncing. Use throttle to arrest descent. Don't let the stall horn bother you. Seat of the pants flying is spot on. Real nice job on this video.
Another great video! Thanks for sharing your knowledge. I’m really impressed with your ability to use power and pitch to balance your airplane and “float” it in ground affect until you’re ready to touch down.
40 years ago on my first lesson I was taught Full Stall landings,.... I still do dead stick to full stall landings stall warning on LOUD .... This some of the best training anyone can have !... If ya ever have an engine problem and have to put it down someplace OTHER than on a runway...... slow and controlled just might save your life ( the plane too ! ).
I have to give my Instructor Mike Rust, Compton Aviation a BIG THANK YOU for that back in 1978-80. B.C.182 count me IN.
No engine and slow is the worst thing you can be....keep the speed up... that's why flying on the stall is dangerous... no leeway if the engine barks just fall over and die...
I can not tell you how i love this approaches. Awesome pinpoint accuracy. Complete envy from an old x-hang glider pilot
Awesome!! I don’t think I would be turning to line up with gravel bar with the stall warning already going...but hey you’ve been doing this for a while! Great video!
I went rigid watching him turn with the stall warning bitching at him.
The trick is to practice slow flight situations at altitude in order to understand how your airplane will respond.......The pilot also uses an AOA indicator. Top pilot!!!!
Outstanding piloting!
I did a couple of those landings on my Fairchild 24 and it feels almost like a helicopter. Shortest ground roll ever. Enjoyed your videos!
Nicely done!! I also enjoyed the scenes around Western Washington State, my home turf! Keep up the mad skills! I really enjoy it!
I too thought this looked familiar to me. Maybe the Skagit River sand bars? I'd really like to try some of this after I up the size of my tires a bit on my 59 172. I have an 0360 in it and am getting VG's soon.
Don’t you just love the sound of tire crunching sandbars? It sounds like......victory!
Yes it does :)
Excellent wideo, superb lesson "how to" I ll be usng it in my flights. For sure, Happy New Year !
That engine sounds so smooth... It just hums. Simply incredible piloting.
Simply beautiful! Will be amazing if you can show the gauges and the throttle knob at the same time. It’s hard to see but seems that your touchdown speed is about 40. Great control
In my limited bush flying, getting in was on thing, but getting out was another and that always concerned me more..
Super cool, perfect skill and nice aircraft!
Excellent video.
Thank you✌🏼
I bet your maintenance bill on that nose wheel and O rings are through the roof in a year's time.
That what 100,000 + subs help ya pay for
He does not care the planes are rentals.
If he can do this on a 182 imagine if he had a STOL plane.. carbon cub, kitfox.. it would be awesome! Great pilot!
Like an helicopter ahahah
Awesome content, as always!
Love your drone shots!
Great stuff as always.
Soft Field technique taken to a level of excellence...
Superb airmanship. Thank you.
Setting up your craft in a short field configuration & behind the power curve at a higher altitude allows you to trade that altitude for increased gliding distance if needed. Some people are spooked by the steep angle of descent but frankly, it's the safest way to land.....everywhere.
Nice video. I want to fly with you someday! I like all you videos and I am inspirated with their!
Awesome video . Great flying skills. 6:45 was my favorite approach and landing. Excellent job . I’m about to be a CFI and flying behind the curve in ground effect has helped me tremendously in understanding the slow flight performance characteristics of the airplane. Awesome stuff. Safe flying !
Knowing where the critical limits are lends to being able to stay away from them. As a prospecting CFI would you have a student do this at altitude? Maybe take some of the intimidation of tera firma out of it?
pgnandt yes , you nailed it. At altitude, Absolutely-At least 3000ft AGL to begin with. I’ve known CFIs who taught their students how to fly in ground effect across a runway behind the power curve, before the student was ready, and it didn’t end particularly well...
Look at and study the POH of the specific airplane you’re flying for airspeed and configuration information for slow flight maneuvering.
I can’t recommend anything beyond what the POH says.
But for myself, I rented a plane and practiced floating in ground effect across 1/2- 2/3 of runway (in good weather/favorable wind conditions) around 100 hours in the plane, which is when I really started to feel comfortable with the plane and trusted what it (and I) could do .
Amazing pilot.
Great flying skills, hope you have jacks and spare tyres with you!
The exercise that he is doing at the 2:16 mark of video is an excellent technique for practicing slow landing/touchdown approaches. It is also a good exercise to use with student pilots to teach them how to keep the nose pointed forward in crosswind landings. Just have them fly down the entire runway a couple feet off the ground keeping the plane on center line with the nose pointed straight down the runway.
Great video. Have you considered some tundra wheels for your bird? Thank you for sharing with the aviation community. Keep them coming.
WOW This is real talent..
I like the water splash downs, going to try on the sim now :-) great piloting
Great instruction for the short field!
9 Lives with this one.
Isn't anybody else impressed by how NARROW the landing strips are?! Not to mention the 3 @ 1 foot wide landing gear ruts! Kudos to your centerline skills! I bet this isn't the first time you've done this.
Amazing Airplane ! )....... I dream of such a flight........
Really enjoy your videos and where you put your 182 try cycle gear !!
You should try some larger tire's
To help with rougher spots.
4:15 very nice landing. As they say practice makes perfect.
Could watch this all night long.
VERY impressive. ‘Finessing’ EACH landing...consistently
Reminds me of a modified float landing technique. No one wants to land slower than a pilot with gear down and welded. No suspension
This is a great skill to learn and polish.
Hi, very nice controlled landings. Want to ask you. What info you have on this HUD? AOA, speed or what?
Outstanding.
So smooth even if these are all windless days I could not stick these landings 😬
Simply amazing
Pilot and Alonso supporter in the same video? I couldn't ask for more
Cheers my friend!
i understand that u practice, but would u use more fuel by hovering over the long landing strip?
That approach at 6:43! Holy balls!
Stall horn and a medium turn. I was nervous
As long as you are coordinated you are safe, no spin.
@@Streetfire98 what about wing stall?
Load factor increase with bank angle, and the stall horn is calibrated for level flight conditions
Unless I'm missing something.
@@Earth4Mars calm down, i get its your time to show that you know what you're talking about but chilll.... just enjoy what you're watching
@@gordo1163 what?
@@Earth4Mars I think he must be monitoring his angle of attack indicator that he has installed! There is a reason this technique isn't in the book. Special training and equipment are certainly required here :D (even if he has done his own training which he talked about). I'm sure he's watching his AoA as he turns and making sure it isn't too high and has tested the technique at altitude where he has room to recover.
...man, I just bought an N3 Pup, but I need to get it going (it needs some new bolts and motivation on my part) ...and fuel lines, and more motivation.
Simply awesome! You're living what I'm dreaming about.
Awesome as always! Good work! In the process of purchasing a AOA for my 180. I fly in far western Alaska, where the bears and fish are plentiful! Come up my way and I’ll be your wing man!
King Salmon, Alaska
I am a dealer for Alpha Systems AoA e mail me, I can get you a discount. motoadve@gmail.com
Excellent !!
Good pilot skills.
Stall horn serenade!
You are a skilled aviator.
Mr. Meeeep! "Do you want to fly with Mr. Meep?" Me: "Ehem, better view to see the landings from the ground..."
why not fly with him? he certainly has his short and soft-field techniques sussed
Sorry if others have already asked you, but what is that tool with the mirror? Does it provide the angle of attack?
He lays is so smoooooth.
You do this for fun? Excellent.
This is beautiful. Subscribed.
I just have two questions:
1) Is there training for this?
2) How do you take off from these spots?
(Still watching, maybe this is answered?)
Look up short-field takeoffs.
Ridiculous power, stripped plane and maximum flaps
Speed is life, altitude is life insurance. This is amazing to watch and beautifully filmed but damn, you are leaving almost no margin.
BOM DIA.
PARABÉNS A TODOS ESSES PILOTOS .SÃO PROVAS DA CAPACIDADE INDIVIDUAL. TODOS COM MUITA DETERMINAÇÃO E EQUILÍBRIO. PARABÉNS PELA MATÉRIA TRAZIDA
Why do you have to SHOUT?!
Acho que era o mesmo piloto o tempo todo.
A very delicate touch and 100% commitment to land, because you are not going to go around if something goes wrong. Stall warning going off anything above two feet from the ground makes me very nervous. Stall warning sounding in the turn to final is a clue that sooner or later you are going to spin in as a gust of wind takes off an extra couple of knots airspeed. Nice flying skills, but potentially lethal.
expert pilot..with a very good plane.
Impressive! With an obstacle on short final and short runway what works best for you? A stable approach path just clearing the obstacle or 'dragging it in' over the obstacle and when clear drop it/slip it in?
'dragging it in' over the obstacle a bit and when clear drop it/slip it in is the method I prefer.
Training is the key.... To survive!!!!
This guy needs to have 300,000 Subs. Excellent video and talking points. Letting us have drama from music is fine. Thanks for not drowning out what you do with the throttle. Man what good content.
Wow, this guy can fly. I still get a little nervous at the stall warning horn, but I need to know my landing conditions better.
Dean C.
I strive to trigger the stall horn just prior to the mains touching down
All that risk? Nah, I’ll stay on the power curve Thankyou very much
is that a HUD? on your dash cowl?
I'm not a pilot. But I thought this video was excellent. Thanks
How do you deal with the alert tone at the last when you trying to land? It's like I'm driving in traffic and my wife yells while I'm trying to do a swift maneuver. You must have blood of ice. 😉
wonder if you have to check the plane periodically because of the vibration it takes landing on gravel bars .
After flight I check the plane visually for any dents or loose stuff.
But you haven't demonstrate the taking off after you landed on sandy beach?
those soft landings, just beautiful. That feeling of softly settling on the ground, mmmmm.
This is what i look forward to doing in MS Flight Simulator 2020
Amazing
Is that an AOA on the dash and do you use it along with the seat of the pants stuff?
Probably yes, seems like a stacked-LED AOA sensor with a reflector glass / HUD confiuration. I couldn't find the type however. I think it comes handy to "calibrate" or "confirm" the seat of pants feelings from the secondary indication. Some FAA video showing these devices in action: www.avweb.com/news/faa-video-provides-primer-on-aoa-displays/
That Aoa indicator must come in very helpful as you balance the aircraft between Vs and Vs0 , and how you can use a touch of pitch to adjust the speed in this config , pure aerodynamic flying, this is why they send fighter pilots to glider school, to master these skills and develop good flying instinct , as well bush pilots tend to be better than commercial pilots because they flying this risky flight regime is second nature.. for the average pilot , this would represent an extreme situation, and high risk..for the bush pilot it's Tues afternoon..i'm surprised you don't run a three bladed prop as well.. is this for simplicity? or does a two blade impart less torque to contend with at low airspeed, or do you simply trade odd better range for climbing performance.. ?
Obviously it will vary slightly depending on density altitude; but, Roughly how many RPMs do u add right before touchdown?
Generally using a steep glide slope anywhere from 1/2 to full. Depends on how fast you are descending and how fast you need to arrest the descent. Oftentimes we use up to full throttle just before touchdown. This guy in the video drags it in under power so he doesnt have to add much if any power. Look up Backcountry aviation approach and landing videos.
really enjoyed this, sincerly looking forward to your next Vlog. Cheers & Happy New Year
Nice vid first of all.
When behind the power curve on short final, and something unexpected happens (like something/ someone occupying the landing strip) what are the procedure for getting out of the situation? And what are the chances of success doing this?
If you are low and slow {behind the power curve}, there is no such thing as making a go-around. Many pilots have tried it and died doing it.
Let alone a slight wind change as you come around a point, or a slight gust, or an engine hiccup, or a wire (though I'm sure these spots were carefully scouted out).
@@charlesaanonson3954 No go-around? Why not,...if he has the room?
You’d have to lower the pitch of the nose to regain lift.
I believe what you are describing is flying below stall speed in ground effect. The phrase "behind the power curve" is describing a situation when you are at full power on takeoff and the nose is pulled up to climb. But the airspeed is too low and pulling the nose up only increases drag, without a corresponding increase in climb rate. It is a pilot error that usually results in a crash. You are using ground effect as long as possible while using full flaps and adding power. But your goal is a soft landing using ground effect, not climbing out. If you decided to climb out at that point you would indeed have to point the nose down, as the pilot who is behind the power curve should do. But you are in ground effect, while the pilot behind the power curve is not.
What is that projection device (heads up display) on dash shows and where can i get it ?
www.alphasystemsaoa.com/index.php?id=522
What is "lift". If you classify "lift" as the total upward force produced by the wing then lift can only exist up until a point when the wing can no longer produce it. A glider for example is a perfect example of an aircraft which gets its lift from the wing alone. But an airplane is different. It has another lifting source and that is the engine with a propeller. When the engine is producing thrust in a straight and level attitude, the engine's thrust is almost straight forward. But when the airplane is pointing at a very high nose up attitude the thrust of the engine working with the propeller is also producing a form of lift. This "lifting force" is known as the "vertical component of thrust". In other words, not only is the wing producing an upward lifting force, but so too is the engine and propeller. So, added together the engine and the wing can allow a greater lifting force to help the aircraft climb relative to a glider alone. The extra vertical thrust component is an additional force that helps the airplane keep a nose high attitude.
If it were not for the engine and the propeller acting as an additional lifting force, the airplane would not be able to support its own weight and quit flying ( a stalled wing). Have you ever been to an airshow where the super powerful small Extra 300 is able to climb straight up and up and up until the airplane stops flying? That is so because the Extra 300 has so much power that it doesn't really need the wings to help it climb. Think of a torque roll.
So, in reality, "getting behind the power curve" requires more than just a wing. It requires "power". The more power the airplane has, the more it can rely on the power to help it fly slower. Just think how slow in a horizontal direction an Extra 300 can fly straight up. Its horizontal velocity is zero but yet it still can fly straight up. Remember and airplane is a three dimensional flying machine and can operate in an extra dimension than a car.
Very good piloting skills! I did not know that an 182 could be used on gravel like that. The tyres could maybe have been a little bigger.
Actually I think the tires he had were larger than standard. Probably 8.0s"
Standard tires are very small. These look like the small bush tires. But yes the bigger bush tyres would be better. Hell an actual bush plane would also be better but I think he is doing just fine with this setup
Parts of this remind me of a Terrence Malick film.
Muito bem feito !
Nice flying, watch you don't spin it in that turn on short final though!!!
If I ever see a 182 land in a Taco Bell drive-thru, I'll know exactly who the pilot is.
La aproximacion a la pista seria la misma tecnica y velocidades con el avion cargado?
No, seria mas rapido y lo que ayuda es el Angle of attack indicator, mejor que el airspeed indicator
Muy Bueno! Not many of us can do this. Do you worry that your wheels will "bite" into the water instead of hydro-planing, resulting in a nose-over? Or is that something not to worry about for some reason? (Note: I'll never try it: ). You clearly are a great pilot. There are old pilots and bold pilots. An then some pilots that are good enough to be bold and old. (But not many).