Great video! Thank you. I understand you have the O-200. Im considering buying a nice one with the O-235. Do you have any thoughts on this combo? The empty weight is 950.
I would be very shocked if one with an O-235 is truly 950 empty. They’re usually more like 1050. But if it truly is that light, should be quite a screamer with the 100+ HP. They are heavy on the nose, so can more easily be nosed over with braking. O-235 parts are much more expensive (check price of an O-235 jug kit v. an O-200). Clearance within the engine cowling is almost nil, making simple tasks like swapping a magneto a pain by comparison. O-235 is regarded as an engine that can go a long time…but do most owners fly frequently enough to to realize that?…YMMV.
Is there any such thing as holding it in ground effect too long? I mean no rising terrain or fixed obstruction, so why not hold it there until speed stabilizes?
Depends on the conditions and the terrain. At a certain point you aren’t going to get any more RPM (which is the main reason I hold it down…More RPM->More HP), and at that point should pitch to an airspeed that maintains that RPM as best as possible (leaning and monitoring to make sure you’re maximizing engine capability for the conditions). With practice that becomes second nature in a simple little engine like this. The high DA at Leadville certainly tried that theory to the limit…little motor just didn’t have much to give up there.
That ground is going by real fast!
We landed our UH60A there a few years ago. Great place!!
Good job Dustin, I'm impressed!
Excellent!
Awesome!
Cool, thanks.
Leadville mid-day in any single is a risky proposition at best!
Cool video, what was the temperature (or DA) when you took off? How much rate of climb did you have at that altitude? Thanks for posting the video!
It was over 11k. Probably had 1-200 fpm climb.
9.9. On landing.
Nice to have that extra 15 HP....LOL
Is that a C85 or an O-200 ??
If it's an 85, try a Cessna 150 prop. MCM 6950 or DCM 6948. BIG improvement across the board.
Nice one Dustin , whats the largest aircraft that usually operates from there? I see a Mil8 on the apron...
That was a Sikorsky S-64 Skycrane, owned and operated by Erickson for firefighting.
Continental O-200 and leaned out?
Great video! Thank you. I understand you have the O-200. Im considering buying a nice one with the O-235. Do you have any thoughts on this combo? The empty weight is 950.
I would be very shocked if one with an O-235 is truly 950 empty. They’re usually more like 1050. But if it truly is that light, should be quite a screamer with the 100+ HP. They are heavy on the nose, so can more easily be nosed over with braking. O-235 parts are much more expensive (check price of an O-235 jug kit v. an O-200). Clearance within the engine cowling is almost nil, making simple tasks like swapping a magneto a pain by comparison. O-235 is regarded as an engine that can go a long time…but do most owners fly frequently enough to to realize that?…YMMV.
Did you take off up hill?
Is there any such thing as holding it in ground effect too long? I mean no rising terrain or fixed obstruction, so why not hold it there until speed stabilizes?
Depends on the conditions and the terrain. At a certain point you aren’t going to get any more RPM (which is the main reason I hold it down…More RPM->More HP), and at that point should pitch to an airspeed that maintains that RPM as best as possible (leaning and monitoring to make sure you’re maximizing engine capability for the conditions). With practice that becomes second nature in a simple little engine like this. The high DA at Leadville certainly tried that theory to the limit…little motor just didn’t have much to give up there.
O-200?
MarinePilot572 yup
If it were my ‘47 140 with its lowly 85 hp…I would have taken the wings off after landing and trailered it home…and consider myself lucky
Holy...moly... If flying fid cant do it.. then no one can do it