I’ve NEVER had a bad day trout fishing that area. Even as a non pilot (but I come from a family of aviators and know the lingo) I was always curious about that airport. Great video!
Hi Al, I agree. Too bad the Vision Jet does not allow this to work through Garmin Connext. It would makes calls and texts easier. Then again, that might bring up usage costs since its pretty tedious using the GTC keyboard to send texts. Safe flying!
Went to Gaston's for Mother's Day brunch and watched the planes. It made me think restaurants with their own airfield must be a thing and I just never heard about it. 😊
If every trip in the fancy jet includes three hours of effing around on the ground, why bother? Driving the same route in my Corolla, I could have been there by now. ...and saved millions! hahahaha
Tailwheel pilots, who are walking the rudder quickly and tightly, bracketing the centerline (big middle between trees in this case), see it more comfortably because they are always ahead of the airplane for longitudinal alignment. Try this trick to feel, actually to be, much more in control. It is like riding a bike or balancing a broom on our hand. Quick, tight, and continuous dynamic proactive rudder movement makes the outcome never in doubt. Watch a crop duster video with a camera pointed at the rudder. He is constantly walking the rudder pedals (the rudder is moving constantly) to exactly drive down a particular crop row (keep the light bar centered when there is no row). Practice on short final to your airport by exactly bracketing the centerline extended and then the centerline when on the surface. With a nose geared airplane, we are just taking the slack out of the cables or push pull tubs to the nose wheel when on the surface. Do not use the steering wheel (aileron) except to set wing for crosswind. Walking the rudder, absolutely not allowing any turn, automatically keeps the wing level (or set in side slip.)
Great video Al. Making a descending left base (to land to the west) over the river gives us airspeed from potential energy of altitude to prevent stall. Thus a 1 g turn of whatever bank angle. Good energy management. Since down drainage egress is a major consideration, takeoff to the east seems safer to me even with some tailwind. If we use the soft field takeoff technique, which is actually the best short field technique because of extra free ground effect energy, we can easily make cruise airspeed level in low ground effect before pitch up. Yes, the bluff is high. Zoom reserve airspeed, enough airspeed to be able to maneuver quickly without stall, will enable us to turn over the field where the big wire with lots of flags attaches to the first pole (or second) on the ground after descending the bluff. With Vy over the bluff, the outcome of the maneuver is always in doubt. Down drainage over what we call a "bottom field" in river country, with zoom reserve airspeed (save it by not pitching up immediately), is never in doubt.
I'm based at KBPK, right beside Gastons. Please everyone monitor 123.00 on your second radio because, KFLP, KBPK, and the Valley are all on that frequency and for some stupid reason Gaston's on its own frequency and there have been lots of near misses. With that being said, Gastons always fun to land at, but guess since fly over it all the time I take it for granted!
Yes, good point. Here is another benefit of having zoom reserve airspeed rather than Vy on takeoff. Vx or Vy, almost never appropriate even on remote fields like Gastons, is not zoom reserve airspeed. Engine failure or surprise traffic will make the outcome of any maneuver at Vx or Vy in doubt. When low, airspeed and not altitude is life. Also traffic is easier to see and avoid from the lower perch with the sky as background. Maneuvering where horizontal space is limited requires a low altitude point of view rather than a high altitude point of view, mentally as well as physically. Stall here is fatal.
@@jimmydulin928 Yea, and most of the time we gain little altitude and then turn out right and follow the river to gain altitude instead of flying over the hill!! People weigh their planes down there in summer and get in trouble with over weight and have had quite a few incidents there. We always tell people if going be heave just have your passengers shuttle to KBPK about 6 miles up the road and meet them there to pick up and take off on the 5k ft runway!! Gastons always happy to shuttle people.
@@firepilot109 All good points. Down drainage egress, from many years at high DA with low powered and tired engines, has always been default for me. Only once out of the woods, do headings and climbs become considerations.
Roger, and taking off on 06. If it looks like you'll have difficulty clearing the hill, a gentle turn to the right once you're above the trees will put you over the river.
Al, Why do you use Aviation Simple Green to remove oil on the belly and Zep 40 to remove oil/crud on the wheel pants? It seems that the two would be interchangeable. If not, why not? Thanks!
About to transition to the SR20 for the trek to KOSH this year. I have my Piper throttle grip where my the side of my wrist rests on the quadrant base for fine movements of the throttle. Good to know the Cirrus tips. Thanks for sharing.
Al, you may want to learn how to keep your hands still when you're taping. You may want to wave them more sparingly, and then only to emphasis a point. Great content, keep up the good work (hands free).
WOW! Now that was amazing... Next time, take us with you to the restaurant! What a great learning video to just see what all goes on. Also take us through the landing as well when you can... This was AWESOME!!!!
I have SR22 (G6), trying to learn how to update the database through FS510 instead of SD card. 3 technical questions: do you hook up to GPU while updating the database? Do you turn on BAT 1 and BAT 2 or just BAT2? Lastly do you need to turn on the Avionics switch or not touch it at all? Sorry for many questions, student pilot is here :)
I wonder if any aircraft mechanics have thoughts about adding a small amount of vinegar to the water. It really helps to break up dried salt, and then obviously flush with pure water it would also break up mineral deposits
There is a special fluid we have to mix with distilled water which then sprayed into the intake of the engine. The keyword here is again "accepted by the engine manufacturer" 🥴
@@barjan82 watch its probably $100 a gallon white vinegar. Because thats the best chemical to breaking up dried salt. I know some aircraft manufacturers will literally buy parts from gainger, put it in their box and ad a zero to the price
highly recommend distilled.. as someone who is in aircraft maintenance and watched hot sections get pulled apart that where just completely caked with lime rock from hard water..
@@warmfreeze Good god, how many washes were those engines subjected to? The water used in a rinse doesn't evaporate/vaporize in the engine it is always allowed to drain out, which means it can't leave mineral despots behind. If heavy mineral deposits are building up inside, its absolutely not from engine washing.
I sincerely hope you're using distilled water and not tap water. I wonder if flying through rain would have the same effect? No doubt the post-rinse run time requirement of 5 min both dries the engine while recharging the battery.
@@altera0578 normal hose pressure would reach where he was washing and it would be consistent, the fire tank pressure drops as he is using it. The hard to reach location makes sense but I would think with a budget for that plane you have a private hanger and a hose pipe and filter would be no bank breaker.
The inflator used in the video is a Milwaukee M18 Inflator 2848-20 or very similar. The inflator provided in the links section was completely different but also much less expensive and would likely get the job done as well.
Great seeing it done! Don't think I've seen a SF-50 wash on youtube yet, so I was certainly interested. That extinguisher held up like that rose the pucker factor for me, though. I figure I'd try to find a wash bay and use a hose... if I drop that, it won't cost me the house 🙂
This upgrade costs $40k. Seems expensive for paint and interior trim but I guess you're paying for the convenience of having everything done in one place. A top quality new paint job like that would be $15k. The new lights would be around $5k fitted. The seats would be about $6k. The remaining interior upgrades like the headlining etc, I reckon around $7k. That comes to $33. So you're paying around $6 for this work to have the "Cirrus" brand attached to it and all being done as one package.
I've only ever done compressor washes on Boeing 767s with either P&W JT-9s and GE CF-6s, but a very similar procedure but we had a spray ring that is fitted in the intake so there is a even distribution of water around the engine. 🇦🇺
