Jim . . . always great stuff you post. I watched this two days ago when it came out and my mind is still savoring and replaying (in my mind) your trip. Many years ago a CFII at the local junior college was having a Mountain Flying clinic in the California Sierras. (Baby stuff compared to Cabin Creek!) One of the best books on mountain flying was "Mountain Flying Bible, by the late Sparky Imeson. Your Idaho trek reminded me a genealogist digging into our family history whereby I dug deeper and found "Danskin Lookout", "Danskin Canyon" and "Danskin Peak" 7.5' topo! Keep it up!
Richard Holm’s book is a must read for anyone interested in the Idaho backcountry, great video. I am surprised you are running grooved tires in the backcountry, no worries about them throwing rocks/pebbles?
“Canyon Speed” is basically the first notch of flaps that can be deployed . In the flat lands, it is called flaps “10” for 10 degrees of flaps. We call it “Canyon Speed” to reinforce in your mind that the pilot is operating in a confined space and that for a given bank angle the turn radius of the plane is affected by the square of the aircraft’s true airspeed. Putting out the flaps allows the pilot to slow down while still maintaining a comfortable margin of speed above a stall. During the approach to landing the mountain and canyon flying proficient pilot will continue to slow down in the terrain restricted approach in the traditional areas of the approach of “base”, “three quarters”, and “final”. For a Cessna 180 those speeds are 90, 80, 70, and final is 60. The proficient mountain and canyon pilot knows his aircraft, its limitations, and always his flap setting and airspeed. The proficient mountain and canyon flying pilot seeks professional flight instruction before landing in remote areas of the High Mountain West. The trained pilot always has an abort point to reject the approach and safely fly away. Thanks for watching. Jim K
And how you calculate it. Good question ! I would have to review my study materials, but I believe the formula for this speed is 1.2 times the stall speed. Now Cessna gives me two speeds on the spec sheet. One speed for a clean wing and one for a configured wing. There are four flap positions on a Cessna 180, the first two provide addition lift for the slower speed you are seeking to fly. The second two positions, 30 and 40, start adding more drag to the equation so that you can "go down and slow down". At flaps 40 you can fly at your slowest approach speed on a 3 degree glide path with POWER on( the only way to fly the aircraft to a spot landing). So the two speeds that I , as an operator of a 180 have are 65 MPH clean, and 58 MPH with flaps. So the flap speed is not very definitive! 58 for all flap positions ?? Who knows? Now remember that these speeds are given for one point... You can assume worst case...the aircraft is at max gross weight; in the case of a 65 180, that is 2800#. Also you can be sure that the speed is based on wings level flight. So you have some guidance here, but familiarity with your aircraft and its performance is a must. You can verify your own numbers on a solo flight (or CFI assisted flight) above 3000 feet AGL. So my "Canyon Speed", with 10 degrees of flaps, would be 58 time 1.2 which is @ 70 MPH based on the Cessna numbers. Oh, did you want to maneuver the aircraft as well while checking out the approach to a back country, terrain restricted airstrip?? Now as you know the stall speed will go up based on the g loading (level, maneuvering, or descending flight) so my speed of 90 MPH keeps me well above the predicted wings level, flaps stall speed while greatly reducing my turn radius. REMEMBER, IF YOU ARE GOING TO THE MOUNTAIN AND CANYON FLYING ARENA FIND YOURSELF A QUALIFIED INSTRUCTOR.
Justin, I'm here. Been working on the plane, another new fuel cell, and doing a little local flying down in AZ. I am planning on doing some more videos @ spring break time. Thanks for checking in. Jim
Jim . . . always great stuff you post. I watched this two days ago when it came out and my mind is still savoring and replaying (in my mind) your trip.
Many years ago a CFII at the local junior college was having a Mountain Flying clinic in the California Sierras. (Baby stuff compared to Cabin Creek!) One of the best books on mountain flying was "Mountain Flying Bible, by the late Sparky Imeson.
Your Idaho trek reminded me a genealogist digging into our family history whereby I dug deeper and found "Danskin Lookout", "Danskin Canyon" and "Danskin Peak" 7.5' topo!
Keep it up!
Sparky's book is in my seat back pocket. I keep it there for quick reference. Thanks for watching. Jim
I appreciate the history lesson. I’ve been a flight paramedic flying in the Idaho backcountry for about 27 years. I’m glad I found your channel.
Thanks for watching. Jim
Very nice views! Love McCall area!
Thanks for watching. Jim
Way to go Mr. Jimmy!
Thanks Matt...
somethin says aint 2 safe flying w this guy just sayin albiet the documentary is awesome kk TY big time. Wyoming Cowboys Rock! Luv u all :) Likes here
Richard Holm’s book is a must read for anyone interested in the Idaho backcountry, great video. I am surprised you are running grooved tires in the backcountry, no worries about them throwing rocks/pebbles?
It hasn't been a problem so far. Thanks for watching. jim
Additionally, you mentioned other 180’s have more power, what is your horsepower? Empty weight? Keep the videos coming
Jay, I have the PPonk STC with the venturi heads...275HP. Empty 1707... Thanks for watching. Jim
Please describe "canyon speed" and how you calculate it.
“Canyon Speed” is basically the first notch of flaps that can be deployed . In the flat lands, it is called flaps “10” for 10 degrees of flaps. We call it “Canyon Speed” to reinforce in your mind that the pilot is operating in a confined space and that for a given bank angle the turn radius of the plane is affected by the square of the aircraft’s true airspeed. Putting out the flaps allows the pilot to slow down while still maintaining a comfortable margin of speed above a stall. During the approach to landing the mountain and canyon flying proficient pilot will continue to slow down in the terrain restricted approach in the traditional areas of the approach of “base”, “three quarters”, and “final”. For a Cessna 180 those speeds are 90, 80, 70, and final is 60. The proficient mountain and canyon pilot knows his aircraft, its limitations, and always his flap setting and airspeed. The proficient mountain and canyon flying pilot seeks professional flight instruction before landing in remote areas of the High Mountain West. The trained pilot always has an abort point to reject the approach and safely fly away. Thanks for watching. Jim K
And how you calculate it. Good question ! I would have to review my study materials, but I believe the formula for this speed is 1.2 times the stall speed. Now Cessna gives me two speeds on the spec sheet. One speed for a clean wing and one for a configured wing. There are four flap positions on a Cessna 180, the first two provide addition lift for the slower speed you are seeking to fly. The second two positions, 30 and 40, start adding more drag to the equation so that you can "go down and slow down". At flaps 40 you can fly at your slowest approach speed on a 3 degree glide path with POWER on( the only way to fly the aircraft to a spot landing). So the two speeds that I , as an operator of a 180 have are 65 MPH clean, and 58 MPH with flaps. So the flap speed is not very definitive! 58 for all flap positions ?? Who knows? Now remember that these speeds are given for one point... You can assume worst case...the aircraft is at max gross weight; in the case of a 65 180, that is 2800#. Also you can be sure that the speed is based on wings level flight. So you have some guidance here, but familiarity with your aircraft and its performance is a must. You can verify your own numbers on a solo flight (or CFI assisted flight) above 3000 feet AGL. So my "Canyon Speed", with 10 degrees of flaps, would be 58 time 1.2 which is @ 70 MPH based on the Cessna numbers. Oh, did you want to maneuver the aircraft as well while checking out the approach to a back country, terrain restricted airstrip?? Now as you know the stall speed will go up based on the g loading (level, maneuvering, or descending flight) so my speed of 90 MPH keeps me well above the predicted wings level, flaps stall speed while greatly reducing my turn radius. REMEMBER, IF YOU ARE GOING TO THE MOUNTAIN AND CANYON FLYING ARENA FIND YOURSELF A QUALIFIED INSTRUCTOR.
Tundra tires are.for rookies! 600x6 are all you need.
I don't want to start any fights ! In America, you got choices... Thanks for watching. Jim
where in the Hell did ya go!
Justin, I'm here. Been working on the plane, another new fuel cell, and doing a little local flying down in AZ. I am planning on doing some more videos @ spring break time. Thanks for checking in. Jim
Pan Gold kk :0
Why in the Hell do you take your hand off the throttle while landing????
NO EXCUSE SIR ! My military training coming through... thanks for watching . Jim
@@skywagon55y47 Your doing Great ! Keep up what your doing . "Keep the dirty side down" Stay Safe!
Thank you Justin...@@justinparker7795