THIS is Why Bush Pilots have HIGH BLOOD PRESSURE
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- Опубліковано 7 лис 2023
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![[TO THE LIMITS] 71% of Runway to Takeoff 😳](http://i.ytimg.com/vi/CCdVB_DTFwk/mqdefault.jpg)
![[Rate this Landing 1-10] Tense Crosswind Mountain Landing](http://i.ytimg.com/vi/kOpMgyBdCO4/mqdefault.jpg)
Love seeing these remote villages, and the residents are so happy!
Really cool flight and conversation. Andrew seems like a good dude!
Very good to hear a different perspective on flying in PNG.
Jerry
I really enjoyed the flight. The entire conversation between the two of you was very informative. I always wondered how much interaction you had with the other missionaries. The arrows that you add are always appreciated. I like the drone and time lapse too. 🙏 🙏
Great to hear about Andrew's experience.
I enjoy every video. PNG is such a beautiful country. God bless you and your family.
That was a beautiful landing.
Listening to you and Andrew talking about flying as missionaries..I pray God always protects you while flying. God bless you both.
Thank you
Wow, first time I heard the winds from the TWR.
BTW: 5,000 ft and above produces the best coffee.
Well done.
The time lapse return trip was cool…..thanks for the vlog!
I love how you explain every aspect of the flight in detail but in a way that everyone can understand it! Always fantastic videos!
Glad you enjoyed it
As someone who flew into Goroka in 1987 the ANG plane was met by 100 or so people half of them in tribal dress. When I asked my supervisor why did they turn up she said 'they just came to see the plane'. There was also a fair amout of Cargo Cult going on at the time. Virgins were being sacrificed in the belief a plane would land full of goddies, a legacy of WW11 when the Yanks flew shitload of stuff in. In the highlands there were rascal gangs who'd lay tree trunks across roads to block traffic and hold people up. The climate there was the best in the world. That changed when I went to Lae where in was 33 degess at 9am and humidity 100%. What a country to fly in. Stay safe.
You mentioned sacrificing virgins like it was a good thing about the country…
Southeast Asia is paradise. But I would skip Papua new guinea unless you care a lot for really "native" people, low tourism, and insanely beautiful places that no one goes too. Otherwise I'd pick Thailand all day. I'm a pilot too but a place like PNG, is perfect for flying. No rules at all it seems or at least not rules that are enforced. Can fly like 200agl lol
It‘s so calming down for me to see this great nature and you and your plane interacting with it 🤩.
Glad you enjoy it!
You guys would definitely be bored to death being airline pilots. A friend of mine is an airline pilot - not long after I met him I said "that is SO cool - I'm jealous of your job" and he replied "don't be - after you learn all the systems it's exactly like being a bus driver!"
Houston Hobby Airport just had a collision because one plane failed to follow tower commands to wait, and he decided to take off at the same time another was landing on a perpendicular runway. Crowded airspaces reduce the boredom factor by upping the danger. 😓
Blessings to both of you, Ryan and Andrew!
Another stunning flight, Andrew is in good hands👍Seeing those runways as a rookie must be very daunting but learning from the master will make it less daunting for sure👍
I get high blood pressure just by watching these landings 🙂
Thank you Ryan. Really enjoyed this. :-)
Another great video! The Goroka scenery always makes me homesick. A couple of people asked about the facility at 16:40. That's the new Kainantu "K92" gold mine. Hopefully they aren't dumping cyanide into the Ramu River like Ok Tedi did. Someone mentioned the cultivated areas. As you come out of the Finisterres at around 36:05 you see the Gusap River. The first big cultivated area is the Gusap Palm oil plantation which is relatively new. Then a few miles down the Ramu River at 36:22 is Ramu Sugar, which has been there for decades.
Pilots are never bus driver pilots as displayed here by the shared experience of PNG flying and the demands to get the job done professionally. Well done, thank you.
I really liked the time lapse video as well as all your videos. With the time lapse you can really see the terrain and the mountains so well. Thanks
I was hour building for my CPL when the 2008 banking crisis hit. That put an end to my flying. But PNG would have been my dream flying. I do not have much interest in ATPL bus flying. I live and flew in the Scottish highlands. Not so big peaks but lots of weather to contend with.
Loved the time lapse on the way back
I feel you! Usually I can type super fast and precisely. But as soon as someone stands behind me and watches me typing I keep hitting the wrong keys. Some sort of stage fright, I guess. 😄
You flew over a business at 16:44. Was this a mine? Also quite a bunch of nice roads on this flight. Thumbs up.
Just loved that flight, the conversation between the two of you was terrific. Stay safe and God bless you real good………Roger
Very cool video. Loved the conversation between the two of you throughout the flight. Landing on those runways would be a dream of any pilot. Keep the videos coming please.
fabulous quality video! and I think I'm good with spot landings, you got me beat. that's an intense airstrip you landed on beautiful but tricky I'm impressed. love your airplane its a sweetheart.
Waooo Excellent sir..Your return trip video combines all views in very pleasurable moments.
14:31 here’s your crap, see you later, bye! 🤣
Another excellent all round video, full information. Enjoyed the conversations with Andrew - your explantion of how and why you fly the circuit was very illuminating as Dinangat is a very challeging approach. The runway walk was fascinating as well with the details on making the actual landing. As ever the speeded up return flight gives a real feel for the route. Thanks Ryan.
Great flight thanks for sharing. I’ve been to Cairns Australia before and got to meet four of the Jackson 5 as they flew with them into the airport. Great flight perhaps I will emulate that flight in Microsoft flight simulator just to practice my own approaches. Thanks again stay safe.
Nice to see Andrew again in your video and listen to your stories! What a beautiful flight and what an interesting construction site/company (?) at 16:40. Do you know what this is? It seems that there are more cultivated fields (I don't know the proper word) in PNG than in the past.
no idea what it is
That young tree just off the end of the runway is on borrowed time!
probably
Do you ever fly to Mt. Hagen? I'd love to see a video into Hagen from Goroka or wherever you're flying back from.
maybe once a year
Awesome flying Ryan.
Enjoyed the video and display of professional piloting skills, but wasn't the first officer trained in local piloting techniques by Ryan?
I haven't watched in a while. Your production has improved with the graphics showing the engine parameters cut into the video and showing your corporate app and the ForeFlight app. Loved the banter between you and Andrew and was especially interested in hearing how your challenges with approach and landing were different. And, as always, the stunning PNG scenery.
Just wanted to say I really really liked the 360 on the previous video. It made me feel I was really flying with you, especially in the right seat! I so enjoy your videos. Got my PPL in 2004, but can’t afford to fly any more as a pensioner.
Glad to hear it! I will have a new 360 video coming soon.
Rather than riding your brakes to warm up the oil, pull the blades into beta when you are stationary doing checks or whatever. It removes the prop wash from the oil cooler and the temps rise quite quickly.
Haven't tried that yet. I'll give it a go.
@@MissionaryBushPilot It works well on the PC12s, the Van might be different.
Love the videos keep it up
Good morning from Minnesota USA! Great episode!
Nice one, Ryan.
Looking forward to seeing Yawan in a future video as I'm pretty sure you haven't featured that location on here before.
Coming soon! It's amazing
Great video, Ryan. They all are but this one is really cool. Thanks so much. Praying for your safety
Thanks so much
Great conversation between you and Andrew. Sharing knowledge and tricks of the trade are important for sure. I really enjoyed the mountain views, walking the airstrip, and the high speed trip back to Goroka. Thanks Andrew and Ryan.
Glad you enjoyed it!
Wow what a great landing! Can you do a land and coffee! Show us the coffee harvest, bag, etc. btw. Where can I buy the coffee?
I visited denaget 20ish yrs ago. Fun to see it again as I always remembered the crazy slope.
G’day Ryan. Been watching your videos off/on over the past 12 months. Really enjoyed them. Takes me back to my childhood days growing up in PNG in the 1950/60’s. Many of the villages (names) I remember however ‘ Pigeon’ seems to have changed significantly with much more English included. The villages haven’t changed much from my childhood memories. It’s great to see the capital investment going into png. Keep up the videos. Most impressed with your dedication and professionalism to flying. You are a credit to aviation with your approach. Whilst I have now retired from aviation it’s nice to see that it’s in excellent hands 👍👍
Fantastic - great to join in the chat. That was fun and that time lapse at the end was amazing.
beautiful
I started flying at 12 years old. I loved flying but then war crap happened and I effectively flew illegally in Laos although somewhat gov. sanctioned. I loved flying most of ll in the mountains around the Golden Triangele. I'm 74 now and wish I had some video of it but it was the kind of thing that if you managed to stash some video, without question now, I wouldn't be live. I often watch your videos 8 or 9 times. Back then we had no Ipad, only seat of he pants, as long as they were possibly dry!
Great job, stay safe
Don't know if you and Andrew are aware of the Mentor Pilot app. Petter is a career 737 pilot who has a very popular UA-cam channel and he has an educational app.
I keep expecting to see your seat snap when you push back like you do. 😮
I am spoiled I like the 360 camera
Really enjoyed this one. Learned a lot about your organization. Great flight.
The difference between commercial and private ops: finely balanced fuel, payload, range, weather calculations.
and that's why there are less fatalities in commercial ops
This about my favorite video of yours. Thanks for the depth of information and sharing the story of your clients and coworkers.
Are these Missionaries part of. The LDS Church. It’s great to see what you are doing keep it up and be safe out there 😊
Sensational edit and thoughtful instructions snd descriptions, beautiful flying. Thanks for the effort in putting these together
Fascinating video and beautifully edited, as always, keep up the good work Ryan.
Thanks for another great video, Ryan! I appreciated the discussion with Andrew about the challenges you face and the decision making process. Next time you see Andrew, tell him I said hello!
On the PFD, you can press PFD and STD BARO which gives you QNH1013 and alerts when passing TA through descent. I do not know about bushflying though, but it is very useful in IFR. I love your videos btw!
Thanks
Que grande eres
Real beautiful part of the world. 11% is steep. Looking at the foundations of the homes compared to the runway you can judge it's steep. I know I would be puffing and panting after walking up that runway Lol.
Excellent! Andrew along, great scenery, great drone footage, great time lapse. Loved it. BTW, ordered some PNG coffee and it's very good!
Awesome, thank you!
Great episode with some interesting conversation. Would really like to know more about that coffee you transported - bet those are some pretty good beans!
You can try some PNG coffee here www.missionarybushpilot.com/coffee
Yea I get it. I think the worst is probably Lukla Nepal. And I do not envy the pilots.
Andrew seems very nice. Dont think you tube channel is in his future. LOL To quite need to lighten up a bit !!! You the best job in the world !!
People always feel a little awkward at first
Hey Ryan. Long time viewer and user of your flight checklist box. This is a total shot in the dark that you will even see this but I'm a pilot in Canada - currently working on my CPL and IFR (with intentions to get Multi-IFR, but that's neither here nor there). If I wanted to apply to come out and work with you, who might I contact? Whether you get this or not, I'll leave off saying I really appreciate your videos. I'm convinced that the way you thoroughly narrate your thought process makes me a better pilot -- its also good watching (maybe too good, as I often realize too late how much time has passed when I get sucked into one of your videos!). All my best. -- Tristan
check out www.ethnos360aviation.com
25:17 looks a lot like aircraft wreckage.
As a 25-year retired Navy Reserve Captain who worked in Flight Surgeon's Office on Safety Programs, I love the O2 nasal cannula attached by Andrew's headset. Here's a question. Does the Kodiak 100 have a Carbon Monoxide Detection System? If not, you should a digital aftermarket like Tocsin or Forensics low-level 9ppm. That's simply based on high humidity area, plus high temps in a turbo. Brings on rust quicker plus stress cracks in an exhaust heating/cooling scenario. We found this in T-6B Texan II in both NAS Pensacola and NAS Corpus Christi.
I have a lot of respect for military flight surgeons - my dad was one in one of the earliest flight surgeon classes in the Air Force back in the 1950's. However, I also have had experience with portable CO detectors in small airplanes, and how their use can be troublesome and not conducive to safety. Back in the early 2000's I got an AIM detector that was being touted at the time that would display CO down to 8ppm. I had a 1974 Cessna 177RG that was in good shape and well maintained, and I was using it to do Instrument training with the flight instructor I'd done my PPL with. We'd flown plenty of hours in my C177RG doing instrument training before I got the CO detector. However, the CFII basically panicked because the CO detector read something other than zero during the late approach to landing and just after touchdown (about 5 minutes). The peak during that time was about 65ppm just after touchdown. The worst thing though was that the detector would alarm at a low level, 8ppm and my instructor would "freak out" and I considered the alarm and her reaction during the critical landing phase of flight to be unsafe. My instructor refused to continue instrument training in my plane until something was done and I agreed because of her reaction (my instrument training ceased).
I spent a fair amount of time researching and at the time found that the only FAA guidance was the 35ppm CO certification standard for small aircraft (that the CO level must be below 35ppm in all phases of flight - mind you my 1974 177RG was certified before that regulation was written, and it was acknowledged by Cessna early on that there was a temporary "exhaust in the cockpit" issue, which resulted in fitting a scoop at the tail to create more positive pressure in the cabin). I also learned from both Cardinal and Cessna owner's clubs that the readings I was getting were normal for the airplane. I also talked to a toxicologist that my wife knew through business about it. He happened to live in Denver and was familiar with the effects of CO at altitude. His reaction to the levels of CO during cruise for an extended duration was that it would never be of concern. He said that 8 ppm of CO or even considerably more could be endured indefinitely without detrimental effect even at altitude. His reaction to an exposure of 65 ppm of CO for a duration of 5 minutes or so was the same. He said the duration of exposure was so short that there was no hazard to health in the least. He further stated that people regularly, voluntarily expose themselves to CO for extended periods of time when they barbeque. Barbeques are notorious for poor combustion, leading to a fair amount of CO. Flipping burgers will easily expose a person to high, meaning well in excess of 100 ppm, levels of CO!
During takeoff, cruise, and early stages of approach, the levels were under the 8ppm detection threshold. Even though I had information that there was nothing unusual about the readings, and because I'm an aerospace engineer with a determination to figure things out, along with the instructor and an A&P friend (also an aircraft engineer), we did a bunch of testing to determine exactly what conditions caused the CO level to rise. I found that extending the flaps to 20 during approach seemed to be most highly correlated with the CO number rising (the level would rise to about 30ppm within about 30 seconds of flaps 20). During this entire sequence, I had numerous things checked and maintained that could have contributed to a higher CO level, like all the exhaust pipes, heater boxes, heater plenums, firewall pass throughs, landing gear wells sealed, we made sure all parts were present and to Cessna spec, etc. etc. My A&P and I also sealed up various different areas with access panels and interior panels with no effect.
After determining that flaps 20 seemed to correlate with the highest rise in CO reading, we noted on the ground that there was a triangular shaped open passageway through the aft wing root, perpendicular to the wing root fairing, that became exposed at flaps 20 and higher, and we could see that there was a direct passageway into the cabin from there (although not visible from inside due to the headliner). We poured over the Cessna manuals, and inspected other Cardinals we knew of, and this configuration was just the way the 177's were built. We blocked off that passage with aluminum tape and went flying and voila, the highest levels of CO in the cabin in that approach and landing phase were below 20ppm, consistently. In all other phases of taxi, takeoff, cruise, and early approach, it remained below 8ppm. Further, we determined that only the LEFT wing root opening needed to be sealed, the mirrored space on the right had no effect, sealed or not. The exhaust stack exits the cowl on the port side, and we reasoned that the rotating air from the prop was pulling the exhaust in a clockwise direction, facing forward (so to the port), and up under the wing, where it could encounter the opening in the wing root when the flaps were extended to 20 and beyond. I reported my findings back to the Cardinal and Cessna owner's groups as others had reported similar issues when these detectors became available.
One thing I did in the midst of all this was drive through downtown Los Angeles (part of my commute at the time) with the CO detector in my car and the windows closed. Sitting in traffic, the detector would alarm and register CO at 80-100ppm, levels well above the worst in my airplane! And depending on traffic that exposure could be longer than the 5 minutes from flaps 20 to landing and rollout.
However, in this entire time, my CFII got even more scared, after helping with the initial flight testing, and we decided to part ways. I later found another instructor and finished my IFR training and got my rating.
I'm not denying the serious potential for danger and harm from sustained high levels of CO in aircraft cabins. However, the detector can lead people who are unqualified and uninformed about the levels and the duration of exposure and the potential for danger, overreacting due to viewing the irrelevant readings.
During that time, I sought guidance from the FAA, AOPA, the toxicologist I interviewed, and others, and wasn't able to find solid pilot guidance like a time vs concentration (ppm) graph, or similar at different altitudes. That would be useful to make pilots and passengers more knowledgeable about the risks of CO in flight. It's too simple to think "anything above 0ppm is dangerous" but that's simply not practical when you consider that things like gas stoves, barbeques, traffic, etc. that are part of normal life can all produce conditions worse than a small airplane. I can't speak to circumstances with pressurized airplanes or oxygen systems (although I had a self contained system in my airplane for high altitude flight) I can see where issues of CO contamination might be made worse with such systems.
@@sthomas6369 The PEL for Carbon Monoxide is 50ppm. I’d suggest you research what a PEL actually means, along with permissible durations in time.
no we don't have one in the Kodiak
I searched to see for this question. But what is the snorkel like item on the co pilots headset?
Cool conversation, costs 200 lbs of coffee not carried .
Thanks for your videos and your work! Just curious why you didn't have the other pilot run the radios since you two were together. I find that even in GA flying, we split up responsibilities a bit if there are two pilots on board.
When you're used to doing everything yourself, and have someone take some of the responsibilities I tend to forget a lot more things.
Thanks for the response! Makes perfect sense.
2:09 I never saw such a kind of fuel level measuring. Could you please explain is a bit more in another video? 😊
It's a magnetic dip, not sure how it all works, but you put it down and slowly push it up until it snaps in place. That's where your fuel is
What app do you use for your charts, weight calculator, etc?
😎
Hi Ryan - awesome as always! I have a question in relation to that landing, as a beginner pilot. You pulled power and raised flaps on the 1% downslope RWY, knowing that would reduce lift over 7 seconds and ensure you do touch down. Do you do this becuase at these RWY's you are committed to land at this point with no go around? If you did have a go around option from this point I assume you would leave flaps out? Love your channel thank you so much. .
about 3/4 of a mile from the runway I am committed to land at this location. So NO MATTER WHAT, I HAVE to land once I go past my committed area. I put my flaps up on landing because with the flaps, the plane wants to float further down the runway, loosing valuable braking area.
Pls can you choose turkish subtitles
The little economist in me wonders if the coffee farmers would have preferred you just give them the value in local currency of the 10-20 min. of fuel you had to burn, instead of burning the fuel and being able to load a few extra sacks of coffee on board.
Ah no, much better to burn the fuel. It seems PNG coffee retails at about $4-9/lb., whereas Jet 1A is roughly USD $0.36/lb. (according to the internet).
How do you cut a grass on all the runways could you go over it?
hi, just wondering if theres a specific pathway or way to get into this type of flying, aviation has been my dream job my whole life and bush flying seems like so much fun, you always have challenging runways to keep to always bettering yourself and your skills, and its deffinantly on the top of my list for aviation jobs I would like to try to get into.
this type of flying is usually done mainly with missions. You can check out www.ethnos360aviation.com
@@MissionaryBushPilot thank you, i will make sure to check it out.
Coffee link? Below
What airport is this so I can find it on the simulator, please?
What application do you use for your EFB? It’s definitely not ForeFlight haha
FlightSpan
What kind of LRRA do you have on your kodiaks? How many? what other avionics do you have fitted?
no idea
What is the inspection schedule on the landing wheel struts?
100 hours
Why don't you get like a steel trestle the width of the runway on wheels with cutters on it to pull behind a tractor and cut it all in one pass? (Yeah sounds easy in theory but how would you get it there.)
😂Maybe roof racks for the plane! That might actually work.
Just out curiosity, are Twin Otters available for this type of work?👨✈️
Talair used to use Twotters in PNG last century.
If an aircraft is damaged on landing, how is it repaired? Do mechanics fly out to the location and do the repairs on site?
yes, mechanics would come out and do a field repair, or get the aircraft flown out with a HUGE helicopter.
What temperature is "really cold" in PNG?
really cold is 50° F
Was that you flying in to cairns a few days ago?
yes, video coming in a few weeks
@@MissionaryBushPilot nice! Heard you on the radio explaining what a k100 was…thought “that voice sounds familiar”!
Enjoy the flight. But I wouldn’t like to land there. Like to keep it simple.
I’m interested in commercial flying, I have no idea about anything flight wise. Going to check schools probably at the Denver airport first. Is that a good idea?
there is a huge need for pilots these days in the USA
@@MissionaryBushPilot thank you for your response, I just started watching your channel. Would you choose an airline, or private school? I’ve read airlines do a fast track program along with reimbursement package to pay once hired
It almost looks like a boat is attached to the underside of the plane - what is that?
Oh it's more storage.
Cutting with knives?..(sarip!)
The verbal crutch "like" was used 48 times during the chatting between the two pilots. Very distracting element in an otherwise terrific video. Plane is a super nice multimillion dollar machine. Getting caught in IMC there apparently a very big deal. Praise the lard.
How many other pilots does Ethnos360 have at your location besides you, Brad, and Andrew?
that's it for fixed wing at the moment
Looks like you are landing on a postage stamp.
On comercial flights, you're not allowed to have non-work conversations while flying the plane,... right?
Depends on the phase of the flight. During take off and landing there is a requirement for what's called "sterile cockpit", where the only conversations should be about what needs to be done to fly the plane. During cruise, things are more chill.
yes, what he said
@@kistovisback @mentourpilot has an episode about this. Where a comercial plane overshot the destination because the pilots were in a conversation. He said that it's not allowed. However, that could be just company policy, not necessarily oficial rules. I don't remember the details.
Sterile cockpit refers to not being allowed to have anything there that's not supposed to be there. Not so much about conversations, I believe.