Don't do this
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- Опубліковано 8 сер 2019
- V tail Bonanza escapes Johnson Creek - 2 pm. Light south winds 90 degree F.
This video had about 150 views total until late Sept 2023 and for some reason went totally viral. Yes it has a click bait title but that was not my intention. If you fly in and out of mountain strips you must understand density altitude. Density altitude is effected by elevation, temperature and humidity. There are less air molecules at altitude and on hotter days to create lift under the wing and produce compression within the cylinders of the engine. Consequently the performance of the wing and engine are reduced as the density altitude is increased. Humidity effects density altitude because the vaporized water displaces the air molecules further reducing lift and compression in the engine.
Johnson Creek (3U2) sits at an elevation of 5000 feet and 3500 feet long. It is in the heart of the Frank Church Wilderness in Idaho. It is a spectacular place to camp, hike, fish, and commune with nature. It is a focal point in the Frank Church Wilderness with a rich history. Mountain Flying caries more risk in part due to density altitude and needs to be factored into one's risk assessment. With proper training, proficiency and education much of the risk can be mitigated. Many of the strips have non standard approaches often with no option for a go around or rejected takeoff. I have other videos on this channel that show a lot backcountry strips in Idaho, Montana, Oregon, and Washington. I have a CFII/MEI and stay active instructing in a variety of aircraft and am very passionate about about aviation..
This video is instructional to anyone wanting to learn about Density Altitude. The temperature was over 90 degree F this afternoon and it was unusually humid. There was a 5-10 knot quartering tailwind. The DA was about 8200 feet that day. Runway 35 is standard departure from Johnson Creek. The 35 Bonanza was loaded with 4 adults. . Unknown how much fuel or baggage was onboard. I doubt he was in a turbocharged aircraft. When we heard the engine start and taxi down toward the departure end of 35 we were all surprised. Most people do not fly in the afternoons in Idaho and the general recommendations among most seasoned mountain/canyon pilots is to be down on the ground by 11-11:30 AM. Certainly on cooler days you can fly later and on hotter days you may need to get down sooner. Fly early and fly light.
This pilot did a good job once airborne not to stall the airplane. He kept the nose down and contoured the terrain. I believe he wisely headed up the canyon to gain lift created by updrafts on the northwest walls. I agree he should have deployed 10-20 degrees of flaps on the departure. Maybe flown out solo at first to test the conditions. A wiser decision would have been to wait until it cooled off. Below is a video of a loaded Stinson departing from Bruce Meadows with 4 people that crashed into the trees on the departure end in 2012 luckily not killing anyone. Every year people die because they do not factor DA into their flight planning.
• Airplane Crash In-Cock...
Hope this answers most of the questions. Safe Flying for Everyone and Support the RAF (Recreational Aviation Foundation) and IAA (Idaho Aviation Association). - Фільми й анімація
Videos like this are 100% equally as important as accident case studies. Just because a disaster didn't happen didn't mean it wasn't totally wrong.
100 % agree. Flying GA is all about risk mitigation. We try leave room for margin for safety. This was on the edge and had the wind been stronger, temperatures warmer, or the pilot not as skillful this would have resulted in wrecked airplane and likely 4 fatalities.
i dont understand this video, can you explain?
@@PinkeySuavo The plane is too heavy, and/or the air too low on density, it just barely clears the treeline. The pilot should have aborted the take-off because the plane wouldn't take off the way it should have. But the pilot continued anyways, risking it all.
@@GenuineFlolie I see. Thank you
Know your role and shut your mouth, you jabroni. Pilot succeeded in his objective and no one really cares about your opinion
“There’s airplane skeletons out there in those bushes for a reason.”😂🤣😂
Bonanzas: Doctor killers lol
Not really that funny.
@@Roddy556absolutely not for this reason though.
I was serving in the RAF, stationed in Malta, and one autumn, a hell of a storm blew up (they had to load a C130 on a dispersal pan to the max, chain her down, park two fire tenders in front of her as a windbreak, and she was *still* bouncing around like a pea on a drum). So I'm walking through the camp, leaning into the wind at a crazy angle to stop from being blown over, and I see a pilot from 39 Squadron (Photo Recon.) coming towards me.
"Not taking the Canberra up today, Bob?", I asked.
"Some days, Jack", he replied, "even the *birds* are walking!"
Ain't that the truth.
It’s funny, I was reading that normally (well normally to me) but when it got to the quotes my inner monologue switched to a British accent….
Great. Only pilots understand your comment...and try to imagine a 180 degree taxi turn-struggle to line up the runway, for instance...
That’s a good story mate 🇦🇺
Nice story, first heard the punchline in the early 60s, an old pilots saying.
@@asquare9316 - and as true now as it was when it was first said (quite possibly over 100 years ago).
This video was filmed back in 2018 and had about 150 views until 4-5 days ago. Not sure what made the video get such attention but this was posted really to educate people about density altitude. Flying in Idaho in the summer requires some planning and in general departing Johnson Creek at 2 PM on a 90F day with a tailwing takeoff is just not a good idea. I agree with the comments about adding flaps but better to have just waited until it cooled off. I posted this video from 1966 published by the FAA. It is about a guy who coincidentally flies a 35 Bonanza with the name " Harry Bliss. " It is a very instructional video on DA and all still applies today. Be safe and always be mindful of DA.
ua-cam.com/video/sYrV35HCa5k/v-deo.html
I wondered!
Down wind on a high density day?
Did this guy own a pen and paper and an E6B?
Probably YT sending it to Blancolirio fans. And looking at the flag, the left turn was into a tail wind. And no flaps???
whatsa "a tailwing takeoff"
What did you do to make this vid appear on my recommendation? Tell me your secret.
@@DefactoAmbassador It is Al Gore's rhythm, that is all.
Totally stumbled on this video by accident as an amateur flight nerd, but this is so close to me! Hope you guys stayed safe with the fires this year, excellent footage.
I think before he took off, he told his passengers "We might make it, let's give it a shot.""
"Hold my beer..."
ah yes, the motto of Ryanair
at that point, they emptied their bowels making the craft lighter.
I would definitely NOT take those risk with passengers on board
Her sandwich is making me hungry.
Love this comment. Very funny.
that's funny, her drink was making me thirsty..
@@KremitDeFrogher milkshake brought me to the yard
These pretzels are making me thoisty
Thanks, now I'm hungry.
He was fine. It’s all down hill from there with plenty of big bowls to make a turn around in. You never trade airspeed for altitude.
i would have flown in ground effect longer to gain even more airspeed, then climb out.
Unless you're gonna hit a mountain!
@@JohnMoore-xf5wy which they weren’t as I previously said it down stream with open valleys…
"You never trade airspeed for altitude."
Except when you need to climb.
@@smark1180 until you run out and stall then spin. Bonanza, telluride crash, 2020
Get the outside air temp from your temperature probe. Get pressure altitude by setting your altimiter to 29.92. Combine the two in a flight computer to get density altitude. Use your pilot operating handbook to calculate your takeoff distance and climb rate. Add a buffer, say 10% for having an old plane. Bam, there you go.
Id say boom but dont know bout the pilot
T/O into the wind
@@tmayorca8770 That too
So that was what the section on the Kane was for.
Also, talk to the locals. They’re talking about a down-slope wind here. Mountain air currents can make your performance charts worthless.
It’s possible (depending on wind speed, direction, and atmospheric stability) that the other side of the canyon has an updraft, but that also may be a turbulent mess.
Avoid the Bam.
I know nothing about planes but I had to click on this just because of the beautiful view. Now I also learned a bit in the process.
Aircraft that aren't super hated or turbocharged don't climb as well in less dense and hot weather. Takeoff runs are longer on grass. Some private pilot's aren't as careful as they have been taught to be.
There are charts for taking off at certain temperatures and pressures as well as on grass. Pilots are obligated by regulation to calculate takeoff distances before flying. Not only don't wings not work as well at high temperatures... normally aspirated engines also don't and altitude is a frequently recurring aviation safety topic. Furthermore, you are supposed to have a set point to abort a takeoff if it is not going well so that you don't run out of runway.
Why didn't the pilot have flaps deployed?
I subscribed, liked, clicked the bell, and came here, only because the channel name Dog is my cool pilot! Keep on trucking!
Nice. I have a soon to be 13 year old pit bull who used to do a lot of flying with me. He’s still goes up for short flights to the beach but doesn’t enjoy the camping trips out in the wilderness like he did when he was younger.
Is he on Galliprant? Its great for doggie arthritis.
Don't do this - take off on 17.
Johnson Creek (3U2)
Recommended Standard Operating Procedures
Departing Runway 17
Strongly Discouraged
Why?
1. Your takeoff path is directly toward the Bryant house and rising terrain.
2. Southerly winds prevail in the late afternoon. Aircraft should remain on the ground until more favorable conditions exist.
3. High density altitude conditions have contributed to several accidents at Johnson Creek.
Did you contradict yourself or am I reading your comment wrong?
@@Yeager123123 How so?
@@smark1180 You said to take off on 17 and then put that Departing Runway 17 is strongly discouraged.
I get how you read it but what he meant is "Don't do this (as in, don't do what's in the video) - (which is) take off on 17."
But the way it's written I think it makes sense that you read it like "don't do this - take off on 17 (instead)." In which case he'd absolutely be contradicting himself.
@@Yeager123123 Nope. "This" = take off from 17.
The title of this video is _Don't do this_ to which I appended "Take off on 17" which obviously means don't take off on 17. I added the airport SOP which includes "Departing Runway 17 Strongly Discouraged" which confirms "Don't do this - Take off on 17." I didn't write "INSTEAD, take off on 17."
There's nothing contradictory about that.
I just tried out an online density calculator. 90 degrees Fahrenheit at 5000 feet gives a density altitude of 8038 feet. At 70 degrees, the density altitude is 6836 feet. Taking off when the weather is cooler certainly helps.
Before takeoff, the pilot needs to look up several numbers in the pilot's operating handbook: "What my Bonanza's rate of climb at 8038 feet?", "What is my Bonanza's required runway length to take off from grass at 8038 feet with X knots of tailwind?", "What is my Bonanza's Vx speed for best angle of climb?", and "What is my Bonanza's maximum gross weight and have I exceeded it?".
This takeoff was done on a day with high humidity. That also increases density altitude, but I don't have a way to calculate how much.
This one includes the dew point: www.weather.gov/epz/wxcalc_densityaltitude
You forgot barometric pressure
@@rylanthompson5844 And that's all before you throw in any sink from mechanical turbulence, the wind down in the canyon may not be fully indicative of what's happening up higher, basic soaring 101.
Forked tailed doctor killer
Density altitude is a factor here..too much runway being used.
That's what I was thinking, 90F day and he sure used a lot of runway. I think I'd wait until tomorrow at first light.
Of all the flight videos I have seen, this is one of them.
At least they turned on the sprinklers during his departure, that helped cool it down a bit.... On another note, 0:25 that lady is sucking back some wine and chomping on an oversized ham sammie.... I mean, dayuumm that's a big sammie!!! 😶
Them big sandwiches at 0:25 have made me feel peckish.
I was thinking 'man them are them some fat ham and cheese with lettuce, tomato, onions and pickles...
@@davehughesfarm7983 Yeehaw, mah li'l old mouth ain't a-watered so much since the last Alabama hog roast..:)
Why would it make you want a pecker?
This was most likely a density altitude problem as the Bonanza was unable to climb.
1 name comes to mind!
HARRY BLISS!! The vintage FAA density altitude flick. “This thing has a ceiling of 20,000ft with that kind of performance we can fly anywhere”.🤣🤣🤣
i'd rather see a pilot keep it on the runway until he's almost out of it than horsing it off before it's ready to fly. Airspeed is more important than altitude, I don't care how close I come to something, if I'm flying in full control/have good airspeed. Not a Bonanza pilot so can't comment on the particulars about this clip.
It happened to me a few times that the conditions and runway length were not the best, and without making calculations many pilots would have decided to stay on the ground, but by consulting the POH and using as few approximations as possible it was safe to go. I don't mean to say that you MUST fly in precarious conditions, but you MUST fly using all means of threats and errors management.
Always go early in the morning……cool air provides much better lift…and the cooler dense air makes more power…..glad my dad never flew his Bonanzas like that….😊😊
Planes take off all hours of the day & night.
A smart pilot leaves in the early morning with cool air…I don’t care if they leave all day long….we never left in the hot air of the afternoon….my dad was smarter than that….😀
Not at high density altitude they don’t….thats how you die…it’s apparent that you don’t know much about flying
how bout flaps ? I don't remember seeing them.
Shouldnt you have flaps set for a soft field departure? That was a close one!!
... even build up speed... THEN apply flaps partway down the runway for lift... either way, pilot had NO margin for recovery there.
Density altitude issue, if anything. That strip isn't soft and likely is not even wet - with watering in progress nearby.
@@cdncitizen4700he’s fine😂😂😂
For whatever reason Beech omitted the use of flaps for takeoff in the POH.
My Dad did the same thing the same thing in our 182M flying out of Happy Camp CA. He used the slope lift get out of the valley.
Wonder what the density altitude was and his weight.
The DA was about 8200 feet on takeoff. The airplane was loaded with 4 adults - not sure about the amount of fuel. I thought he might have been in a turbocharged airplane when he first started the roll but could tell he wasn't after making an anemic ground run. I am going to guess this pilot learned his lesson after his balls were riding high in the back of his throat clearing that terrain. My Skywagon on a cool morning can climb straight over the hill directing in front of runway 35 just for some reference. Similar engine in a 35 Bonanza. The Skywagon is a better climbing airplane but a Bonanza would normal ease off the runway at Johnson Creek with cooler temps. Good lesson for anyone regarding DA (density altitude). Why I posted the video.
After googling the airport that is some very rough retain to fly around. I would double check all my numbers before taking off. Great video. @@dogismycoolpilot9662
I would say both too high. But there is no point in climbing at best angle if you don't have to, he's gaining airspeed and then doing a gentle climb. But its obviously not got excessive power because he used 10 miles of runway.
4 adults? Seems irresponsible.
DA 8200? Wow! You'd be lucky to launch a child's kite in a 20 knot wind, wouldn't you? If you could, you'd be well and truly out of breath by the time it took flight.@@dogismycoolpilot9662
They say he’s still trying to climb😂
They really don't but maybe you'll have an original thought one day.
@@markfox1545 you must be fun at a BBQ
Good one! I got a good laugh out of that one.
😂😂😂
Or he/she could have left at 10AM that morning when it was just 69 degrees and no one has to worry will they survive that day or not.
I was drawn to this film because of the “cool pilot”, I live near to a place in north west England called “Coole Pilate” pronounced the same though.
Go with zero flap during acceleration and apply first level as you rotate. Less drag - more lift.
haha
Gotta retract that flap at some point. Better know Vx with both zero flaps and one notch, and be practiced at nailing your airspeed. Better yet, wait ‘til the air cools.
soft field so not really
@@russbell6418Park it and have one of those yummy looking sammiches!
I know at the old denver dragstrip was at 5800 with DAs in the 6500 range normally and a 350hp naturally aspirated engine would lose about a 100hp minimum.
This might have had half his hp and in thinner air aerodynamically too...
He didn't turn left right away so as to 1. avoid turning sooner than necessary, 2. to position on one side of the canyon to allow room for a shallow left banking turn if necessary to turn around, 3. to avoid a head on with any inbound aircraft. Though flying a V-Tail Doctor Killer, he handled it well.
Wait a minute, I seen a Cessna caravan at Caldwell owned by ‘dog is my copilot’. Did I find that pilot?! I saw it with an ARF callsign
Loon Creek airstrip is about 30 miles east of there. Equally scary. Flew there in a small plane about 40 years ago. The old-timer pilot (Paul Reams) had never seen the airstrip, but absolutely refused to land there. It looked fine to us, the passengers. We landed in Challis instead. About 3 hours by car from our intended destination. Later learned from local bush pilots that our pilot made a VERY savvy decision.
I refused to land at Paradise Airport for the same reason. It's a 1200' one-direction runway with a cliff on the end you take off and land from.
Is this that town in Colorado where Dagny found John Galt?
Been there several times camping next to my trusty Grumman Cheetah. Many good memories at Johnston Creek.
Is this the same field that a midair happened at with 2 planes on final a few years back?
2 yrs after my pilot grandpa died his best friend took me there for their June fly in back in 2004 when I was 9. Never seen such beautiful canyons to through such as those. At least not outside of the central sierra nevada where I'm from in California
This place has the most air accidents than any landing strip there is. Cant believe it hasn't been shut down.
Save and share with anyone in the process of becoming a pilot.
For sure. Most pilots have to get a scare like this before they lean the DA lesson.
Fork Tailed Dr Killer.
I'll take the bus, thanks.
I've been in and out of this strip dozens of times. My rule is to not fly after 11 am and before 6 pm. Came in one time at 4 pm totally loaded and was ok landing uphill into the wind. A go-a-round would have been scary.
Flight sims are cool huh
i own a Lazair series 1 microlight (180lbs net/empty) powered by 2 pioneer chainsaw motors yeilding 10hp total. i weight 175lbs. i pick my days to fly erring on safety since my plane is quite sensitive to gusts. question: in this same takeoff scenario, do i still need to pay close attention to 'DA's ? the Lazair flys/seeks out any thermals almost anywhere, even on takeoffs on hot days BUT never have i tried at that altitude...
That's an interesting aircraft 🙂
i was curious if your video getting picked up in late sept has anything to do with Cleetus Mcfarland recent plane race videos that came out at the end of september, the terrain kind of looks the same, sometimes the youtube algorithm picks up videos in semi common like that, i'd be curious to know from your youtube stats page if it got picked and views started pouring in right around sept 30th cause your video got recommended to me and literally the only other plane video i've watched is cleetus mcfarlands videos from end of september.
I have no idea why this went viral. If I
could figure that I would start my own marketing company and make $$$. Something in UA-cam’s algorithm picked it up. Could be what you mentioned. I think it just got shared and liked a few times which was enough for the Algos to start promoting it. The click bait title took care of the rest. Humans are curious creatures. So stay tuned for my next movie click bait premier “ Don’t do this again “.
Just keep the airspeed up, the rest will follow. Personally, if its hot and you are heavy, takeoff in the morning
It's IAS so the same airspeed regardless of D.A.
@peanuts2105 - you need *lift* to get over a mountain, and the two critical factors for producing lift for any given aircraft are air pressure and air temperature. The combination of high air temperature *AND* high altitude has killed a hell of a lot of pilots who failed to grasp that - and the pilot had ample room and time to realise that he was pushing his luck and abort.
Super cool spot! I flew in last summer. Would never roll out at 2pm and 90 degrees. Just not enough margin to absorb any errors.
"V-tailed doctor killers"
I have very little (none among mountains) experience with short take off on turf airfield. I've performed one landing, or takeoff.
My limited experience would have caused me to proceed with revving engine with brakes on, one knotch of flaps, releasing brakes, holding rotation at ground effect up to one third remaining airfield to increase air speed up to Vy (76-80kts) before climb out. Only remove flap after steady climbing. My area of country is very hot, humid, training in 180hp Cessna.
So, does this sound like it would work in mountains under this videos pilot conditions?
Think Density Altitude. 5000 foot airport elevation, temp 90 degrees, depending on barometric pressure (altimeter setting) the density altitude for this takeoff was 8000- 10,000 ft. or more. At that altitude you should be leaning the engine for best power before takeoff. Also, at high altitudes Vy is slightly reduced, coming closer to Vx with the two being equal at the aircraft's absolute operating ceiling. Don't let it get too slow though as stalls require even more altitude for recovery in the thin air. Much better to wait for lower temperature and less tail wind for the takeoff.
@@fast_richard Thank you. Your experience and others advice would be the key to a successful take off. I would mostly avoid any situation where I take off at those attitudes given my experience is no higher than 20-300ft MSL attitudes. Some hot humid days the climb out is lowered significantly, but not to your degree of challenge above trees in mountainous terrain. Example of my area follows: Elev20ft, Temp 33°c DA2100.
This video was at Johnson Creek, ID. 3400' grass in very good condition, but 5000' elevation! Density altitude is a big concern. Very hot during the summer. Best to land upstream, and depart down stream. You want to arrive early, and depart early. If that Bonanza had taken off into the wind (upstream) it might not have climbed the slope up the canyon, and it's narrow...not a good combination.
@@patjanders So at 5000ft elevation do you Lean the mixture at take off?
I'm use to full rich take off and only begin leaning the mixture above 3000ft elevation.
@@dilbertjunkmail At full takeoff power you want to run full rich. The problem is that at higher elevations you cannot get full takeoff power. If you are at an altitude or elevation where the maximum power you can get is in the range where leaning is required, that is when it is time to lean for max power on the ground before takeoff. The exact elevation where you switch to leaning before takeoff depends on the particular engine and installation and is keyed to density altitude. This only applies to normally aspirated engines. For turbo-charged engines refer to the operator's manual.
For more complete info on leaning practices see the publications and videos from Mike Busch of Savvy aviation. Most pilots and instructors do not understand proper modern leaning procedures.
Love that canyon...when there's no planes flying over every 10 mins during hunting season 😂
no flaps?
He didn't take on the Mountain. He went up the valley like he was supposed to.
.... down the valley... not up valley
@@snoopyontheground3481 Yeah, he did that too
Just because you can, doesn't mean you should.
Not being current my heart was in my throat seeing the v tail go all the way to the end of the Run way and barely lift off altitude temperature should have waited for a cooler evening ?
Ah yes, the fork-tailed doctor killer
I subscribed to this channel just because of the name. 😍
"There are skeletons of planes in the bushes" .. I'm dead this group sounds like such a nice people to be around .. also I just woke up and that sandwich really looks good .. I'm hungry now 🤣
v tail, the doctor killler
YT just suggested this to me, good to see. Not sure how many GA accident reports have the "if only they hadn't tried to take off in the heat of mid day..." Good that they were OK, but I appreciate learning from others' close calls.
If level in low ground effect takeoff is not default, the extra acceleration energy of low ground effect will not be there when we need it. Gear is as much drag when rolling on wheels as when in low ground effect so does not have to come up quickly, or can if needed. Planning and waiting is better but default low ground effect is a good technique for disorganized or impatent pilots as well.
Jim. I agree this pilot had some skill. But he made a bad decision to takeoff at the highest DA of the day with a quartering tailwind in a loaded Bonanza with 4 adults. Good technique with a low ground effect takeoff. Good choice to head up the canyon and get some lift off the ridge from the southeasterly winds. But that’s just not good ADM. Not a lot of margin. My guess is this pilot was sweating balls after he was wheels up and this flight scared the bejesus out of him. I put it up on the channel so that people could really see the effect of DA on performance and hopefully launch on cool mornings with light loads. Give yourself lots of margin.
Yes, Josh, you are correct. I assumed he was taking off down drainage as well. Crop dusting I worked low ground effect to near the limit, but I was always single pilot.@@dogismycoolpilot9662
Sometimes a pilot gets away with it but when it's this close to disaster just wait for better conditions. If this is how the pilot always fly's he will come to a point were some unexpected wind goes against him, more margin needed I think. @@dogismycoolpilot9662
@@dogismycoolpilot9662 I would have liked to see him use elevator to get up six inches and level in low ground earlier, but complex guys don't always see than ground effect energy is greater than drag of gear. And that Mooney guy on BCP did both low ground effect and gear up. What pitching up before Vso into low ground effect tells us, should it not happen before mid point, is that we need to abort. And yes, prior planning prevents pitifully poor performance. I was a pipeline patrol pilot. We flew in wind, heat of day, and low ceilings. High DA might require down drainage, as did the Bonanza, and then come back around to the pipeline right of way. Glad this came up again. Miss your comments.
Isn’t there some sort of software to calculate the related metrics such that the plane, its load, its performance capabilities, factoring in for the environmental conditions, etc, the pilot would then be given an analysis of risk for the take-off in that particular set of circumstances?
Well.. pilots are supposed to do that themselves.
Software... the answer to everything, LOL... "software" = substituting someone ELSE's judgement for your own. 😉 #DoTheMath 🙃
Legend has it that Bonanza is still out there, trying desperately to climb up to 50ft.....😊😮
Hard to tell from vid but I dont think I saw any flaps lowered...? 0:17
where did this guy learn to fly, truck driver school?
Yes. SWIFT or Stevie Wonder Institute For Trucking.
UA-cam, 5 easy steps.
That Bone-Anza’s engine has at least one weak cylinder. I’ve experienced that. It will pass the run-up mag check, RPM drop. In the air it just won’t climb.
Too hot too high and too heavy?????
It’s very important to check air density and weight.
The old 150 I owned for 20 years climbed out better than that on its worse day. There sure must have been some High / hot issues going on to make Bonanza wallow away like that.
They are in Idaho so that probably doesn’t help.
It was Bob Menendez. He had a load of gold bars for emergencies.
The one I flew had a hard time on a hot day in Cincinnati.
🤣🤣👍👍@@failranch9542
Now that's funny. Thank you for that, I needed a laugh this morning.... @@failranch9542
And no flaps.
I had reckoned 'Don't do this' referred to the woman, with the sandwich, with her head under the propellor . . . . . perhaps that came later.
notice no n number, not even a small one
I am glad it’s not there. Not my intention to embarrass the pilot. If he does see the video would love to hear his perspective. There is a video of an A36 departing a strip here in the NW. He published the video and just barely got out without hitting terrain.
Should the pilot be using a little flaps?
Was that a Doctor?
PhD in Stupidity
No, he made it, a Dr. would not have.
At what altitude is Johnsons Creek? Thanks
Why not? He's flying..........................😊
Near miss is what that looked like. Beautiful country close to Yellerstone.
Near miss, is what that looked like. Beautiful area
You do have some airstrips in very odd places over there..
I'd be comfortable with a biplane with more power, but those buzz boxes look a little out of their depth.
Wow, 8k ft DA? Sheesh. Anyway, I'm giving the pilot the benefit of the doubt. He/she is clearly very intimately familiar with the capabilities of the plane.
I thought it was the fact that there are sprinklers running next to an active runway...
High elevation strip, over gross, or both?
Both. And taking off in the middle of a hot day.
Maybe not over gross, but 90F air temp, 5'000 alt runway, tailwind, grass, not lightly loaded, lot's of factor's stacked against the pilot this day@@ChefDuane
@@dwaynemcallister7231
Yep!
Little did they know the Pilot has over 10,000 hours flight time in GTA5
I think this pilot was actually quite skilled. The way he contoured the hills flying northerly toward higher terrain took good airmanship/mountain flying experience. If you know this pilot or are the pilot I would love to hear about this flight from that perspective. I wish I could say that I have made perfect ADM (Aeronautical decision making) choices every time I flew but I would be lying. We all need to learn from our mistakes
I am going to post this video on BeechTalk once it hits 1 million views. Just for fun. Hopefully find the pilot. My hope is this video will serve as an instructional source for everyone to learn about DA.
Well, 10,000 hours did not help him choose a plane suited for those conditions and terrain.
Very interesting to see. Thanks for posting! I'm super happy to see that this didn't result in a mishap. I've edited my post as I'm a non pilot and had to educate myself on the phenomenon of "Density Altitude" I think this pilot might be safer if they did a little research like I did. 🤔.
LoL, the two guys talking sound like Tim & Eric. The guy at the start sounds time Tim Heidecker and the guy who starts talking at :17 sounds like Eric Wareheim. LOL TIM & ERIC!!
“Come on Mav, do some of that pilot shit”
Your title isn't exactly click bait. If I was a pilot I wouldn't do that either, not if the density altitude isn't in my favor.
This seems like a bunch of people being jealous of a Bonanza...
That airport remains of watching the spirit of Saint Louis cut it slim
I'll never understand pilots not doing the math before takeoff.. But especially not doing the math when you have altitude and altitude density with terrain to contend with...
At some point you just don’t need to do the math. Loaded airplane in the mid afternoon on a hot day is just sketch. He made it out but this was close. I thought I might be filming an accident.
Elevation?
3U2 Johnson Creek sits at 5000 feet elevation and is 3500 feet long.
@@dogismycoolpilot9662 Thanks!!!!!!
Is this why I've heard bad things about the V tails?
Let's pump this video up to 1 million views.
Nearly there!
Nearly there!
Like Truckee, except the pilots crater across from Northstar every time.
Looks like he’s one of those bold pilots…
No flaps for takeoff?
Apparently not.
Cat is my stewardess
His slight right after take off was a bad decision, should keep level for max lift
yeah, I noticed that the Bonanza had a difficult time even getting off the ground. Thank God that the canyon let him out, as many canyons are Box Canyons, you know, walled off at the end. Yeah, pilots need to do the math and figure out what their best Climb Slope Speed is against that important Density Altitude Figure, and yes, the best climb slope is often attained with a notch or two of flaps. Some pilots would use their best rate of climb, which is advisable unless there is a mountain in your way, then the trick is to get over the top of the mountain. But, yeah, great video and all new pilots should watch this and take the message to heart. Imagine taking off like that and then wondering "Hmmmm, I wonder if this is even possible? And then what about the passengers who begin to notice the same dilemma?