I bet this guy had to clean out his pants

That's a WTF, for sure. I've seen it before.

Frankly, it's not nearly as WTFish as this guy. How long a takeoff roll do you take before you decide it isn't working?

As an exercise, spot the configuration mistake. Hint: high density altitude.
 
Yeah I was wondering why he was trying to make it fly. At the least he should of had a notch of flaps in. good grief
 
MAKG1 said:
That's a WTF, for sure. I've seen it before.

Frankly, it's not nearly as WTFish as this guy. How long a takeoff roll do you take before you decide it isn't working?

As an exercise, spot the configuration mistake. Hint: high density altitude.
Click to expand...

When that Stinson skipped off the ground after like a minute into take off, that Pilot should have known better. Classic ADM "Macho" hazardous attitude.
 
MAKG1 said:
That's a WTF, for sure. I've seen it before.

Frankly, it's not nearly as WTFish as this guy. How long a takeoff roll do you take before you decide it isn't working?

As an exercise, spot the configuration mistake. Hint: high density altitude.
Click to expand...

That one gets me the most. He had 5 miles of rwy and still drove right into the trees.
 
Let'sgoflying! said:
Vid 2: was that red knob all the way in?
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MAKG1 said:
It sure was.
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And this is why:

http://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20120701X65804&ntsbno=WPR12LA283&akey=1

The inspector also provided the IIC with documentation relative to the airplane’s Franklin, model 6A4-165-B3 engine, which was equipped with a Marvel Schebler, model MA-4-5 carburetor. With respect to USE OF MIXTURE CONTROL IN FLIGHT, the information revealed, “When adjusting the mixture control for altitudes higher than 3,000 feet, move the [mixture] control in and out slowly, with the throttle at cruising position until the highest RPM is attained. The carburetor mixture will then be correctly adjusted for that throttle position and load at that particular altitude.” When questioned by the IIC what the leaning procedures were for the engine, the pilot stated that the Franklin engine could not be leaned for takeoff.
Click to expand...
 
Matthew said:
That one gets me the most. He had 5 miles of rwy and still drove right into the trees.
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IMO the real lesson here is this is why you always leave large safety margins in performance with flying in the mountains, especially in the afternoons. While proper use of the mixture may have let them get away with this takeoff, I think that this is the 1 in 100 T/O. Meaning I think that 99 times out of 100 this would have worked out ok.

I was flying my glider just a couple ridges over from where this accident happened that same week and while being towed we were encountering areas of sink where our normal 400ft/min climb rate (at 7000ft MSL) was occasionally 200ft/min down. I suspect they may have hit the same kind of sinking air we were encountering. Of course the NTSB doesn't have any way to determine that, but it is pretty obvious they were at the edge of the performance envelope for the airplane.

Back to the Lesson, flying low to medium performance airplanes off mountain airstrips requires you to leave large safety margins. Flying only in the mornings is highly recommended.

Brian
CFIIG/ASEL
 
brcase said:
IMO the real lesson here is this is why you always leave large safety margins in performance with flying in the mountains, especially in the afternoons. While proper use of the mixture may have let them get away with this takeoff, I think that this is the 1 in 100 T/O. Meaning I think that 99 times out of 100 this would have worked out ok.

I was flying my glider just a couple ridges over from where this accident happened that same week and while being towed we were encountering areas of sink where our normal 400ft/min climb rate (at 7000ft MSL) was occasionally 200ft/min down. I suspect they may have hit the same kind of sinking air we were encountering. Of course the NTSB doesn't have any way to determine that, but it is pretty obvious they were at the edge of the performance envelope for the airplane.

Back to the Lesson, flying low to medium performance airplanes off mountain airstrips requires you to leave large safety margins. Flying only in the mornings is highly recommended.

Brian
CFIIG/ASEL
Click to expand...

The point I was trying to make was that he had a long, long, time to abort that takeoff.

Yeah, high DA, low power, forgetting to remove carb heat, sinking air (I've flown gliders, too, so I have felt it), and other factors all have to be considered into safety margins.
 
Add to freak out.....

I used to do off airport work in Alaska. There was several strips that had trees like this at the end of the runway. There was a few times the tires hit the branches. I found a little green on the prop once, but it could have come from the grass in the field.

I used to measure the strips I flew to. If I had an extra foot left over after takeoff, then it was a good strip. Its all about knowing limitations.

I was never not able to take off after landing. I even once landed at the wrong strip. Well, it wasn't the wrong strip, it was a clearing where someone was going to build a cabin. oooops....

I have landed on paved roads, dirt roads, game trails, open fields, dry creeks, river banks, beaches that are banked and curved, sand bars but only after testing to see if they were packed, frozen rivers, frozen lakes and once on wooden planks laid over the soft spot in the field., and parking on the planks so the tires would not sink.

I don't think this guy got lucky, I think he knew his limitations and that by banking the plane he knew he could fit through the trees. Why should he abort the take off? He knew he was going to clear the trees and fly.

And folks, if this bothers you, don't ever leave the comfort zone of your 150 wide, 13,000 ft long runway. I always wonder why some people refuse to fly at the edge of the envelope. Might save lives one day.

I am not picking on anyone and I don't expect everyone to be at my level of skill, but it does bother me when someone does something different and people say something like I would never do that, that guy needs to be reported.

Fly safe and within your limits....:yes:
 
I agree that getting out of your comfort zone is how to become a better pilot and with good planning in a safe environment exploring the envelope is good fun and beneficial safety wise. However, I don't think what happened in the video is a good way to do either of those things. There is a difference between stepping out of your comfort zone and growing as a pilot and making risky decisions that could end badly for you and, in this case, a pax as well.

Fly safe indeed.
 
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