27:00 This is 100% solid advice right here. Don’t land at an unknown strip, then immediately backtaxi. Stop, get out, throw rocks and sticks out of the way. You’ll be shocked by the amount of hazards you find: holes, soft spots, stakes, sharp rocks, and a lot of the time, you’ll discover you should have landed 30’ to the left or right of your spot, or maybe you shouldn’t have landed at all. Also, a strip you haven’t been to since the last rain or high tide, qualifies as an unknown strip.
A great interview. I guided for Pinnell & Talifson years ago, Kodiak and Brooks Range. I had the pleasure of knowing Clark Engels and Warren Cots. Flying in terrible weather was normal for us. Those were the best times of my life. The years have flown by much too fast.
In a turn, within a canyon, you are unable to see a horizon because it is not there. Of course if you are inadvertently climbing, you will be losing airspeed and your altimeter will be increasing. I always referenced an electronic artificial horizon I installed as "insurance" to assure me I was actually descending. I always planned to unload the wings in the turn which means I planned to descend a little in the turn- this would decrease the tendency to stall. I also made sure I was coordinated in the turn. It is said if the wings aren't producing lift, they can't stall.... The cub can make a 180 degree turn with a very small radius if the wing loading, attitude, airspeed and bank angle are optimized. I practiced in a canyon that I knew I could turn around in-and one other thing- you have to always consider cross winds in a canyon. You don't want to turn downwind but rather into the wind- this decreases the ground track (radius). And of course in a strange canyon, you always want to fly down the canyon, not up, so you are not forced to make an emergency 180!
I would love to see a live demonstration of the tie-down method he is talking about. It would be a great video to go out and have him demonstrate on a cub what he is talking about the bridal and the tail tie down and all of that.
I love your videos. It would be so cool to have video of these guys actually flying in and out of these strips that they are talking about. It's one thing to watch STOL competitions but watching these guys do their thing would be amazing (and far more applicable for those of us who want to fly the backcountry).
Love the videos, but it is strange to see the interviewer not know squat about hunting in Alaska. Weird. Such a great video though. Thank you for making this.
I don’t have many qualifications for this position other than I like to fly planes and I’m persistent enough to get people who don’t want to get filmed to sit down and talk to me.
Flying in AK is about 10% hunting and 90% everything else. I know guys who think airplanes exist just for getting animals, and that’s why Northern Pioneer Helicopters is doing such good business.
We have always carried gust locks when we leave for the bush. Origionally each of them were simply a couple of 3" diameter padded plywood disks connected togther with a short section of all-thread which we fit into the slots between control surfaces structure. They eveolved through the years as we attempted to cut weight and size while mainting function. At this point in my life it seems I have settled on the Atlee Dodge Piper Gust Locks p/n: AD18-GL . However, when headed out into the back lot where high winds are the norm (provided that I have adquate free baggage space) I usually stuff my spoiler wing covers into the back. They are too darned bulky but they do destroy lift and provide gust lock proection for ailerons and flaps in high winds. I believe Alaska Wing Covers carries them and probably others as well. - Larry Rivers
I’m at 350TT and should have my CFI in the coming weeks. I’d love to make a career as a Busch pilot. I’m just curious on how I should go about pursuing it. How much tail wheel time will I need? Do I need Alaska time?
I think that depends on what type of bush pilot you want to be. A lot of my guests got their start as fishing and hunting guides and then learned to fly. If you want to fly in the bush you can get jobs at 135 operations in western Alaska flying 207s and caravans with minimal hours.
27:00 This is 100% solid advice right here. Don’t land at an unknown strip, then immediately backtaxi. Stop, get out, throw rocks and sticks out of the way. You’ll be shocked by the amount of hazards you find: holes, soft spots, stakes, sharp rocks, and a lot of the time, you’ll discover you should have landed 30’ to the left or right of your spot, or maybe you shouldn’t have landed at all.
Also, a strip you haven’t been to since the last rain or high tide, qualifies as an unknown strip.
I totally agree
Damn, I’m going to listen to this again today, wow, just freaking wow. So many lessons.
So much wisdom in this interview. I’ve listened to it 3 times and continue to learn. Thank you!
Iam 82 and learned to fly the back country of Idaho . I love this . Please keep it up.
Back country flying in Idaho to here in Alaska, no comparison. Just saying.😉😳
Idaho flying is pretty legit. Especially back when he learned. No reason to discredit that
Thanks. We will keep it up.
I would say that @jerryogstad688 may be worth an episode.
A great interview. I guided for Pinnell & Talifson years ago, Kodiak and Brooks Range. I had the pleasure of knowing Clark Engels and Warren Cots. Flying in terrible weather was normal for us. Those were the best times of my life. The years have flown by much too fast.
Larry Rivers is a legend in the hunting world, Dennis Harms is another legend outfitter pilot, great interview
I could listen to him talk for hours
Good ol boy; I’d hunt or fly with him any day👍
In a turn, within a canyon, you are unable to see a horizon because it is not there. Of course if you are inadvertently climbing, you will be losing airspeed and your altimeter will be increasing. I always referenced an electronic artificial horizon I installed as "insurance" to assure me I was actually descending. I always planned to unload the wings in the turn which means I planned to descend a little in the turn- this would decrease the tendency to stall. I also made sure I was coordinated in the turn. It is said if the wings aren't producing lift, they can't stall.... The cub can make a 180 degree turn with a very small radius if the wing loading, attitude, airspeed and bank angle are optimized. I practiced in a canyon that I knew I could turn around in-and one other thing- you have to always consider cross winds in a canyon. You don't want to turn downwind but rather into the wind- this decreases the ground track (radius). And of course in a strange canyon, you always want to fly down the canyon, not up, so you are not forced to make an emergency 180!
Larry is a legend out here! Great guy
I would love to see a live demonstration of the tie-down method he is talking about. It would be a great video to go out and have him demonstrate on a cub what he is talking about the bridal and the tail tie down and all of that.
That’s something I want to make happen. Thanks for the idea
Definitely
Thank you , another fantastic and very interesting interview,
Cheers from Canada
Thanks for listening 😀
Keep working the angle of interviewing these amazingly experienced folks!!! Super work. I think it will sell SC seats for you!
During my commute I flip on one of your videos to listen to! This one was my favorite so far
Excellent video. This is why I emailed the company and had an awesome conversation with the owner. Sold! When my seat are ready, they get my business.
I love your videos. It would be so cool to have video of these guys actually flying in and out of these strips that they are talking about. It's one thing to watch STOL competitions but watching these guys do their thing would be amazing (and far more applicable for those of us who want to fly the backcountry).
most amazing one yet. Life lessons right there!
Enjoyed every minute larry.
Thanks Todd. We miss seeing you folks.
Love this video and thanks for the info. Going to buy a bush plane soon and trying to learn all that I can.
Great interview!!
Love the videos, but it is strange to see the interviewer not know squat about hunting in Alaska. Weird. Such a great video though. Thank you for making this.
I don’t have many qualifications for this position other than I like to fly planes and I’m persistent enough to get people who don’t want to get filmed to sit down and talk to me.
Flying in AK is about 10% hunting and 90% everything else. I know guys who think airplanes exist just for getting animals, and that’s why Northern Pioneer Helicopters is doing such good business.
Curious what Larry thinks about gust locks and what to do about aileron/rudder during those crazy winds
We have always carried gust locks when we leave for the bush. Origionally each of them were simply a couple of 3" diameter padded plywood disks connected togther with a short section of all-thread which we fit into the slots between control surfaces structure. They eveolved through the years as we attempted to cut weight and size while mainting function. At this point in my life it seems I have settled on the Atlee Dodge Piper Gust Locks p/n: AD18-GL . However, when headed out into the back lot where high winds are the norm (provided that I have adquate free baggage space) I usually stuff my spoiler wing covers into the back. They are too darned bulky but they do destroy lift and provide gust lock proection for ailerons and flaps in high winds. I believe Alaska Wing Covers carries them and probably others as well. - Larry Rivers
@@PATKcubdriverThis and good job on the interview Larry!!! It’s always cool hearing you talk about your experiences.
I’m at 350TT and should have my CFI in the coming weeks. I’d love to make a career as a Busch pilot. I’m just curious on how I should go about pursuing it. How much tail wheel time will I need? Do I need Alaska time?
I think that depends on what type of bush pilot you want to be. A lot of my guests got their start as fishing and hunting guides and then learned to fly. If you want to fly in the bush you can get jobs at 135 operations in western Alaska flying 207s and caravans with minimal hours.
Anyone can become a Bush Pilot........but only the 1% can become "Busch" Pilots!
👊🏿❤👍🏿