I’ve been addicted ever since I heard Chris yell CCLLEEAARR some episodes ago, and I haven’t been at all disappointed yet. How is it that this is the coolest video, but the one before it was coolest at that point too...? CAVU, gentlemen! 😎👍
Great video, thanks. Summit airport is at Broad Pass, it's not just a valley but a pass. True, it doesn't look at all like famous passes like Logan Pass, Donner Pass or Independence Pass in Colorado. Broad Pass unlike other passes is hard to determine where the top is when traversing the Parks Highway. However, like all other passes it marks a major drainage divide between the Susitna River drainage and the Yukon River drainage.
9:52 good you mentioned density altitude and operation of 10 deg flaps. I use that technique in las vegas. Dont forget to mention leaning practices...leaning for best power to maximize your r.p.m
About six years ago we drove up the parks highway and did the bus trip through Denali to the Kantishna lodge. It was a 12 hour bus trip. Long day but got to see a lot of wildlife including Grizzly Bears. Lunch at the lodge was excellent and my mother in law actually panned a couple of gold nuggets out of the river. Drove on up to Fairbanks and down the southeastern highway. For anyone who hasn't been but can go Alaska is unbelievable as Josh's video's show.
Was stationed at Eielson AFB, AK '15 - '18. Flew with my buddy a few times down the Parks Hwy all in that area and down to ANC. Thanks for sharing your AK experience!
Josh and Chris, check out Flight Chops latest video. He's inviting folks to come to Canada, help him build his new RV and take a flight in a warbird. We'd love to have you both visit our great country!
I was just there. K2 weren’t flying for the last two days due to strong winds and a power outage. Awesome place nevertheless. Good job to the helicopter pilots helping with the fire!
It was a pleasure meeting you both at Oshkosh this year! Chris, I spoke to you briefly regarding taking some military troops for a ride while temporarily deployed but it looks like Elmendorf has a flying club....I'll be getting checked out this coming Sunday, hopefully..... depending on the wildfires.
Really good discussion on density altitude. Here at FMN (5,506), even at 6:30 am and 57 degrees, when I left on Sunday morning density altitude is +1,000'. When I got back 2 hours later, it was +3,000' and everything was happening faster. It's all manageable if you know what to expect and pay attention. I landed at N19 (5,882) before going back to FMN and I had to do a go around because my timing was off, probably because I had been flying for almost 2 hours and didn't mentally switch to the landing phase. I got a kick out of Chris's call because I did almost the same thing when I went around. I told "traffic" that this time I thought I would actually land. The things is, for me, this is a good reminder that I won't always have AWOS and 6,700' (Rwy 7/25) of runway with no obstructions. Pull out the manual and check. It only takes a little time. The valley looks like a big glacier "drove thru" at some point in the past
Very cool video guys. Beautiful scenery. PB&J's looked pretty good too. Great series. You have learned alot flying with Chris. You both do your homework and take flying very seriously as it should be.
I recognized The Cantwell Airstripe(Summit) just off the Parks Highway. It's about 5 to 7 mile south of Cantwell Alaska. . You and your partner are in the Cantwell pass. I can't count how many I've drove thru that area going and to and from North Pole to Anchorage. I also miss flying in Alaska. There's nothing like it.
Great video. Enjoying your adventure. Been waiting for the Bettles segment!!! Flying there next summer in my 208 Caravan Amphib. And now you are there. Very interested to hear about the oddities you have found, a long with all the flying and nature discoveries. Can’t wait to see that next episode. Nice work, enjoy.
I had a run in with desity altitude last Tuesday. Fully loaded (100 lbs under gross) on out 182 on a 4,000' runway with obstacle and 102° with a 5000' DA. Almost stalled at 50' agl. Got behind the power curve a little bit. It's the kind of thing that wakes you up with cold sweats.
Wow, what a great continuation. Hate to see that this amazing journey is going to come to an end at some point, but thanks for allowing all of us viewers to come along!
You used 2 out of 3 of my favorite PB& ingredients; Dave's Killer Bread and Smucker's Jam BUT you really need to use Smucker's Natural Peanut Butter (not hydrogenated). You have to stir it but its worth it for the real peanut flavor and non-artery clogging benefit. Highly recommended!
Great vids. I noticed you only referenced book values for landing and take-off. We should all understand that covers a brand new aircraft usually with wheel fairings, with no nicks in the wings and an engine that is in peak performance. Rule of thumb where we fly is to add "at least" 30% to all calculated values. Some add as much as 50%. We always want to err on the conservative side. Incredible scenery! 2 more vids to go!
They mentioned having a RAM STC so it’s being compensated for...also mentioned they have experimented with takeoff performance, so I would say the experience is more valuable than a POH from 1963 for a plane with a different engine...
@Stephen Excellent advice. That fudge factor is valuable insurance for less-than-test-pilot-skills pilots in less-than-factory-fresh airplanes in less-than-steady wind/weather conditions. 🙂 @Josh The RAM STC Josh mentioned was applied to his Lycoming-powered 172M Skyhawk (N80991). Based on their “underpowered” remarks throughout this series, I’m inclined to believe the Skyhawk they are flying in Alaska has the standard 145hp Continental setup of its vintage. (Characteristic dual exhaust pipes peeking out beneath the cowling, so definitely a 6-cylinder in there.) I’ve heard mention of a 180hp upgrade for these Skyhawks, but unless I’m mistaken, that involves swapping to a different engine.
Chad Pollman yes I do believe at that point in the conversation he shifted to talking about his own plane, but the key thing is they’ve done their own tests...knowing how that specific plane performs is invaluable, otherwise you have to start adding/subtracting arbitrary numbers to the chart. 👍
Another great video little heavy on the flying stuff but have gotten used to it lol. Love the views summit looks like a great place to camp yall be safe
Hey Josh, first great video, i suscribed recently and i can only say iv enjoyed every video. Besides that, i think is a great thing you are trying to build with Aviation101 and i hope it becomes a great company. Good luck and cheers from Argentina!
I hit the like button like 75 times each one of the episodes in this series.. but it only adds one lol sorry josh I tried! Awesome awesome content. You have a serious talent. Thanks for sharing!
Concerning density-altitude: When I was on the job I had to investigate an incident where a Piper Warrior was landing at a private airfield with a county road just before the threshold of the strip. The Warrior, with a full load of passengers and luggage, was aiming for the numbers, but the temperature at the ground was 98+ F and the humidity was high. A high-pressure inversion had settled on the area and the hot, humid air was trapped at the surface. The pilot was descending through moderate air and set up for a standard glide-slope. Unfortunately, upon entering the hot air down low he didn't recognize that his descent went below the glide-slope and he came in extremely shallow, but thought he could clear the perimeter fence and make the runway. He would have, except for a single Ford Explorer driving innocently down the county road with a man and his 15 year-old daughter. The right main gear of the Warrior impacted the passenger-side window of the Explorer, rolling the vehicle onto it's roof and driving it into the airfield perimeter fence. The impact dislodged the landing gear strut and ruptured the aircrafts starboard wing fuel tank, which sprayed high-octane aviation fuel over the wrecked SUV. The resulting fire ultimately killed both the father and daughter. To this day I pray to God that they were already dead or unconscious when the fire ended their lives. All of the occupants of the Piper survived. It's a scene I'll never get out of my mind........................................................
Hi man, Nice vids as always, nice work! I'm trying to find a structure where I can fly with a friend in a kind of bush course in Alaska. Not looking for any particular ratings, just real flying in the bush, if possible on Cubs or 180/185, TW would be a must ! Any recommendations? thnks and congrats again for your work!
Curious also about personnel protection from a moose with attitude or a brown or grizzly bear, Sara even addressed the bear issue. Is bear spray enough or do you carry a 44 magum. Otherwise this series is spectacular and I'm looking forward to the episode(s) on the water with the father-in-law.
Josh, look me up and let's fly some. I'm near Conroe/David Hooks. I don't have a medical, so I'm not current, but I used to be a multi-IFR instructor, and I've flown in Alaska, as well as flying a lot of solo IFR. I'll pay you ("sharedfff expenses"). Been flying since 1960. Your landing at Summit got caught between land-plane and sea-plane, and wasn't all of either one. However, the pitch control on takeoff from Summit was your best ever, most likely because of your recent seaplane training. ? Getting pretty impressive.
I think you need to clarify your comments at the 10:35 mark - in take-off or landing - you will fly the same INDICATED airspeed, but your groundspeed will be higher than at sea level. This leads to longer take-off rolls and landings due to the higher groundspeed. There are many stall-spin accidents at mountain airports as pilots pitch up on take-off to try to maintain their accustomed rate of climb and end up stalling the airplane. On a high density day ( I live at 5500 MSL) a C150, C172, Cherokee 140 may only have a climb rate of 50 to 100 feet per minute. Most of these airplanes have a service ceiling of 12000 to 13000 feet. To see the effect of altitude on performance, take your plane up to 9500 feet in cool weather (a common density altitude here in mid-summer) and enter into a full power take-off climb and see how your plane performs. It can be eye-opening if you have not planned for it.
Was this shot earlier this summer, or in August? Trying to get a feel for the density of bugs in preparation for our trip there next year. Although my experiences in the high Arctic proved that there’s ALWAYS hoards flies and mosquitoes.
Soooo, I know these guys who fly in Alaska, and plenty of people who've either lived or visited there. They *all* talk about how beautiful the state is in the summer when it's not so cold, but they all also add that the mosquitoes and flies can be brutal. And bears. Bears get into *everything*. And I'm thinking, why would I go there? Sure, the scenery must be fantastic, but you can keep the wildlife. I think I'd rather do in the wintertime, when there aren't as many bugs and the bears are hibernating, but I'm not a cold-weather guy. So for me, I guess Alaska's out. I'm enjoying your videos though!
Long days with daylight, stable air practically all the time, and a flying culture second to none. Short mountain airstrips that provide training and challenges not available elsewhere.That doesn't include the salmon fishing. If you can swing it, go at least once and get some good local instruction, like what Josh is doing. The highlights are mountain flying, bush flying, and float flying. He has hit all the high points. And take a half-day guided fishing trip on the Kenai River. Make it in early-to-mid August.
Seems strange to me that I keep seeing and hearing references about taking off with no flaps. My POH and instructor have us taking off every time with 10 degrees of flaps. Was there a thought process change or is it more aircraft specific? I’m in a 172SP
Reading into this opinion of the operators manual; and how it fits what I see in STOL, and how to apply that into a 172?. I see the guys, stick forward, full throttle, Jerk the flap handle to jump off ground and immediately dump flaps to maximize STOL Drag. Me Thinks that might be good in a 172 if you could handle the lift loss in ground effect if there was any. No doubt flaps up will afford the higher airspeed to accomplish rate of climb overall. I like airspeed to climb rather than crawling along at stall. To me the almost scary thing is piddling around in a puny four cylinder 172 in the place yawl play.
I'm an old guy who grew up in Alaska and my dad flew single engine planes, so I've been re-living my youth through your Alaska series. Thanks.
i am going to set that "Cleaaaaaar" sound as a notification tone on my mobile.
That 170 looked like it was getting eerily close to a ground loop. That side load!
That's what I was expecting. Nice save, though!!!
I saw that too. They have springy gear. Can’t sleep with those things.
I’ve been addicted ever since I heard Chris yell CCLLEEAARR some episodes ago, and I haven’t been at all disappointed yet. How is it that this is the coolest video, but the one before it was coolest at that point too...? CAVU, gentlemen! 😎👍
I am going to hate to see this series end. What an adventure you have you have given us.
I am a 54 year old Dutch house wife. Zero connection to aviation but I love your videos and spend much time watching them. Thanks.
Watching it now on Big Screen TV. Thanks, Josh, for the beautiful scenes.
Enjoying all of the Alaska vids
I know this plane very well, 1963 172D. Flew it for several years in Kodiak between 2001-2003 until the owner passed away, loved it.
Great video, thanks. Summit airport is at Broad Pass, it's not just a valley but a pass. True, it doesn't look at all like famous passes like Logan Pass, Donner Pass or Independence Pass in Colorado. Broad Pass unlike other passes is hard to determine where the top is when traversing the Parks Highway. However, like all other passes it marks a major drainage divide between the Susitna River drainage and the Yukon River drainage.
9:52 good you mentioned density altitude and operation of 10 deg flaps. I use that technique in las vegas. Dont forget to mention leaning practices...leaning for best power to maximize your r.p.m
About six years ago we drove up the parks highway and did the bus trip through Denali to the Kantishna lodge. It was a 12 hour bus trip. Long day but got to see a lot of wildlife including Grizzly Bears. Lunch at the lodge was excellent and my mother in law actually panned a couple of gold nuggets out of the river. Drove on up to Fairbanks and down the southeastern highway. For anyone who hasn't been but can go Alaska is unbelievable as Josh's video's show.
Have so much enjoyed this tour of Alaska you've taken us all on, thanks. Stunning scenery!!
Was stationed at Eielson AFB, AK '15 - '18. Flew with my buddy a few times down the Parks Hwy all in that area and down to ANC. Thanks for sharing your AK experience!
Love me some PBJ's! Especially on Dave's Killer Bread!! Well done you guys! Thanks for sharing!
This series and your work put into these videos is top-notch excellent. Keep it up! 👍
The PB&J stop reminds of old school Old Milwaukee commercials.
Kindly address survival & protection equipment carried when flying to remote areas.
That “CLEAR” never gets old. 🍺
Josh and Chris, check out Flight Chops latest video. He's inviting folks to come to Canada, help him build his new RV and take a flight in a warbird. We'd love to have you both visit our great country!
Excellent choice in bread, peanut butter and jelly. My favorites.
One more thing those mosquito headnets are an absolute must. The bugs will eat you alive.
My first time landing right seat was at Summit! Also, that DC-4 has been like a local parts store, pretty much only AN fittings are left now.
I was just there. K2 weren’t flying for the last two days due to strong winds and a power outage. Awesome place nevertheless. Good job to the helicopter pilots helping with the fire!
It was a pleasure meeting you both at Oshkosh this year! Chris, I spoke to you briefly regarding taking some military troops for a ride while temporarily deployed but it looks like Elmendorf has a flying club....I'll be getting checked out this coming Sunday, hopefully..... depending on the wildfires.
Really good discussion on density altitude. Here at FMN (5,506), even at 6:30 am and 57 degrees, when I left on Sunday morning density altitude is +1,000'. When I got back 2 hours later, it was +3,000' and everything was happening faster. It's all manageable if you know what to expect and pay attention. I landed at N19 (5,882) before going back to FMN and I had to do a go around because my timing was off, probably because I had been flying for almost 2 hours and didn't mentally switch to the landing phase. I got a kick out of Chris's call because I did almost the same thing when I went around. I told "traffic" that this time I thought I would actually land.
The things is, for me, this is a good reminder that I won't always have AWOS and 6,700' (Rwy 7/25) of runway with no obstructions. Pull out the manual and check. It only takes a little time.
The valley looks like a big glacier "drove thru" at some point in the past
PB&J in the middle of nowhere should be its own series!
The Loons at the end was a beautiful way to finish. Love you video's, very inspirational, Josh.
Very cool video guys. Beautiful scenery. PB&J's looked pretty good too. Great series. You have learned alot flying with Chris. You both do your homework and take flying very seriously as it should be.
love this journey you are taking with Chris.. Cheers to both of you!
So far, watched them all and they are great, just beautiful!
Used your kneeboard pad for my IFR training and on my checkride! It works really good for doing multiple approaches at different airports. :)
as always - an awesome video. Just give it a bit more gas on landing, Josh! Going to call you Mr. Stall-Horn soon.
I recognized The Cantwell Airstripe(Summit) just off the Parks Highway. It's about 5 to 7 mile south of Cantwell Alaska. . You and your partner are in the Cantwell pass. I can't count how many I've drove thru that area going and to and from North Pole to Anchorage. I also miss flying in Alaska. There's nothing like it.
I love that Foreflight now has runway takeoff and landing performance calculations in there.
Great video. Enjoying your adventure. Been waiting for the Bettles segment!!! Flying there next summer in my 208 Caravan Amphib. And now you are there. Very interested to hear about the oddities you have found, a long with all the flying and nature discoveries. Can’t wait to see that next episode. Nice work, enjoy.
This series has been so much fun. Keep them coming!
I had a run in with desity altitude last Tuesday. Fully loaded (100 lbs under gross) on out 182 on a 4,000' runway with obstacle and 102° with a 5000' DA. Almost stalled at 50' agl. Got behind the power curve a little bit. It's the kind of thing that wakes you up with cold sweats.
Wow, what a great continuation. Hate to see that this amazing journey is going to come to an end at some point, but thanks for allowing all of us viewers to come along!
Those PB & J’s looked good! Great series of videos!
@20:24 damn good PB&J's never underestimate a good PB&J!
You used 2 out of 3 of my favorite PB& ingredients; Dave's Killer Bread and Smucker's Jam BUT you really need to use Smucker's Natural Peanut Butter (not hydrogenated). You have to stir it but its worth it for the real peanut flavor and non-artery clogging benefit. Highly recommended!
Ahhhhhh Super Chunky Peanut Butter is the best and great choice for that Jelly. A good PB&J even for dinner works once in awhile for me.
Great vids. I noticed you only referenced book values for landing and take-off. We should all understand that covers a brand new aircraft usually with wheel fairings, with no nicks in the wings and an engine that is in peak performance. Rule of thumb where we fly is to add "at least" 30% to all calculated values. Some add as much as 50%. We always want to err on the conservative side. Incredible scenery! 2 more vids to go!
They mentioned having a RAM STC so it’s being compensated for...also mentioned they have experimented with takeoff performance, so I would say the experience is more valuable than a POH from 1963 for a plane with a different engine...
@Stephen Excellent advice. That fudge factor is valuable insurance for less-than-test-pilot-skills pilots in less-than-factory-fresh airplanes in less-than-steady wind/weather conditions. 🙂
@Josh The RAM STC Josh mentioned was applied to his Lycoming-powered 172M Skyhawk (N80991). Based on their “underpowered” remarks throughout this series, I’m inclined to believe the Skyhawk they are flying in Alaska has the standard 145hp Continental setup of its vintage. (Characteristic dual exhaust pipes peeking out beneath the cowling, so definitely a 6-cylinder in there.) I’ve heard mention of a 180hp upgrade for these Skyhawks, but unless I’m mistaken, that involves swapping to a different engine.
Chad Pollman yes I do believe at that point in the conversation he shifted to talking about his own plane, but the key thing is they’ve done their own tests...knowing how that specific plane performs is invaluable, otherwise you have to start adding/subtracting arbitrary numbers to the chart. 👍
I love that you crank the music up right when you started making sandwiches… Such a tearjerker
Extra Crunchy... good call right there
Another great video little heavy on the flying stuff but have gotten used to it lol. Love the views summit looks like a great place to camp yall be safe
highest respect for the Daves bread!!!
Yet another cool vid with Josh and Chris! "CLEEEAR!"
WOW $100 PBJ! Such an adventure for PBJ. Good Job Josh
Another stunning production! Thanks Josh!
Hey Josh, first great video, i suscribed recently and i can only say iv enjoyed every video. Besides that, i think is a great thing you are trying to build with Aviation101 and i hope it becomes a great company. Good luck and cheers from Argentina!
I can’t wait for part 11. Thank you! I love your videos!
I hit the like button like 75 times each one of the episodes in this series.. but it only adds one lol sorry josh I tried! Awesome awesome content. You have a serious talent. Thanks for sharing!
I look forward to your videos. Actually I don't watch much TV anymore. It's mostly TH-cam lol
crazy landscape.. looks like carved by a glacier
Concerning density-altitude: When I was on the job I had to investigate an incident where a Piper Warrior was landing at a private airfield with a county road just before the threshold of the strip. The Warrior, with a full load of passengers and luggage, was aiming for the numbers, but the temperature at the ground was 98+ F and the humidity was high. A high-pressure inversion had settled on the area and the hot, humid air was trapped at the surface.
The pilot was descending through moderate air and set up for a standard glide-slope.
Unfortunately, upon entering the hot air down low he didn't recognize that his descent went below the glide-slope and he came in extremely shallow, but thought he could clear the perimeter fence and make the runway.
He would have, except for a single Ford Explorer driving innocently down the county road with a man and his 15 year-old daughter.
The right main gear of the Warrior impacted the passenger-side window of the Explorer, rolling the vehicle onto it's roof and driving it into the airfield perimeter fence. The impact dislodged the landing gear strut and ruptured the aircrafts starboard wing fuel tank, which sprayed high-octane aviation fuel over the wrecked SUV.
The resulting fire ultimately killed both the father and daughter. To this day I pray to God that they were already dead or unconscious when the fire ended their lives.
All of the occupants of the Piper survived.
It's a scene I'll never get out of my mind........................................................
Great vid guys! Those flies/mosquitoes would've drove me freakin CRAZY!!!!! I would've made it a point to NEVER go there again lmao..
Fantastic as always!
Middle of nowhere is anywhere in the empty quarter. Alaska is better known as the backside of beyond!
Hi man,
Nice vids as always, nice work! I'm trying to find a structure where I can fly with a friend in a kind of bush course in Alaska. Not looking for any particular ratings, just real flying in the bush, if possible on Cubs or 180/185, TW would be a must ! Any recommendations? thnks and congrats again for your work!
Dave's Killer seed bread. YUM!!
Where was the Signature FBO there? - Ha!
You say not to retract flaps in ground effect . That is the best time and then let speed build up before starting climb
I'd love to do my cross -country training with that view :)
Great video, amazing scenery! Alaska is a fantastic place! Keep up the good work! =)
Curious also about personnel protection from a moose with attitude or a brown or grizzly bear, Sara even addressed the bear issue. Is bear spray enough or do you carry a 44 magum.
Otherwise this series is spectacular and I'm looking forward to the episode(s) on the water with the father-in-law.
Really enjoying your Alaska trip
how much drag does that jelly clump produce? LOL thanks again for another great video!
Josh, look me up and let's fly some. I'm near Conroe/David Hooks. I don't have a medical, so I'm not current, but I used to be a multi-IFR instructor, and I've flown in Alaska, as well as flying a lot of solo IFR. I'll pay you ("sharedfff expenses"). Been flying since 1960.
Your landing at Summit got caught between land-plane and sea-plane, and wasn't all of either one. However, the pitch control on takeoff from Summit was your best ever, most likely because of your recent seaplane training. ? Getting pretty impressive.
Another great one...You guys make a great team. Although I do miss Marisa...
That 170 landing was crunchy. Yikes.
14:40 it exists for pbj stops
Y'all had Skippy ! Heck yeah
You were talking about sandwiches, I thought you were talking about B-25's
Great video. Thank you so much.
I think you need to clarify your comments at the 10:35 mark - in take-off or landing - you will fly the same INDICATED airspeed, but your groundspeed will be higher than at sea level. This leads to longer take-off rolls and landings due to the higher groundspeed. There are many stall-spin accidents at mountain airports as pilots pitch up on take-off to try to maintain their accustomed rate of climb and end up stalling the airplane. On a high density day ( I live at 5500 MSL) a C150, C172, Cherokee 140 may only have a climb rate of 50 to 100 feet per minute. Most of these airplanes have a service ceiling of 12000 to 13000 feet. To see the effect of altitude on performance, take your plane up to 9500 feet in cool weather (a common density altitude here in mid-summer) and enter into a full power take-off climb and see how your plane performs. It can be eye-opening if you have not planned for it.
Hey josh, i passed my commercial checkride the other day while wearing my Aviation101 shirt!
Next eat Fluffernutter sandwiches on a small island airstrip in the Caribbean.
Flys? Holey moley those looked like horse flies like we have in Texas. I would have thought the Alaskan winter would kill that kind of stuff.
J. Leatherwood you know what they say “life......uh....... finds a way.”
Peanut Butter ewwww. Man, I hate that stuff. Feel unfulfilled, no 'CLEARRRR' from Chris. Great as usual Josh!
A O300 powered 172 seems like it would be marginally powered for Alaska. I swapped mine for a O360.
Hey Josh quick question I'm 11 hours into getting my ppl and am wondering which headset is the best that is affordable.Thanks
Dave's bread! The best!
Was this shot earlier this summer, or in August? Trying to get a feel for the density of bugs in preparation for our trip there next year. Although my experiences in the high Arctic proved that there’s ALWAYS hoards flies and mosquitoes.
Thanks for making these in 4K :)
2:45 Therrrrrrre it issss! XD
Soooo, I know these guys who fly in Alaska, and plenty of people who've either lived or visited there. They *all* talk about how beautiful the state is in the summer when it's not so cold, but they all also add that the mosquitoes and flies can be brutal. And bears. Bears get into *everything*. And I'm thinking, why would I go there? Sure, the scenery must be fantastic, but you can keep the wildlife. I think I'd rather do in the wintertime, when there aren't as many bugs and the bears are hibernating, but I'm not a cold-weather guy. So for me, I guess Alaska's out. I'm enjoying your videos though!
Long days with daylight, stable air practically all the time, and a flying culture second to none. Short mountain airstrips that provide training and challenges not available elsewhere.That doesn't include the salmon fishing. If you can swing it, go at least once and get some good local instruction, like what Josh is doing. The highlights are mountain flying, bush flying, and float flying. He has hit all the high points. And take a half-day guided fishing trip on the Kenai River. Make it in early-to-mid August.
@@jameskliewer5809 - I'm no fisherman. As for the other stuff, to each their own.
Glad i found this series of video,s.
Funny how Gems like this show up in your recommendations.
Definitely be back for more.
And Sub,d ( of coarse ).
Amazing! Thanks guys
What are you planning next? Bahamas? Mt Everest? Florida Keys?
Thanks again for the video.
Peanut butter & jelly ?? You mean JAM right ??? Very nice vid really enjoyable
Spiro nope. Preserves. Get right with yourself. ;)
Gosh I love your videos. I wanna fly.
My two mentors from a distance together... Amazing 😘
Seems strange to me that I keep seeing and hearing references about taking off with no flaps. My POH and instructor have us taking off every time with 10 degrees of flaps. Was there a thought process change or is it more aircraft specific? I’m in a 172SP
Looks like a little AWOS station or something there?
the bugs there would kill me.
Ok, I just wanna say that I freaking hate you for making me wait on the next video. I need it now!!
Reading into this opinion of the operators manual; and how it fits what I see in STOL, and how to apply that into a 172?. I see the guys, stick forward, full throttle, Jerk the flap handle to jump off ground and immediately dump flaps to maximize STOL Drag. Me Thinks that might be good in a 172 if you could handle the lift loss in ground effect if there was any. No doubt flaps up will afford the higher airspeed to accomplish rate of climb overall. I like airspeed to climb rather than crawling along at stall. To me the almost scary thing is piddling around in a puny four cylinder 172 in the place yawl play.
Is Alaska a place for a c150? thinking about a trip up there. Curious if its just mainly high DA all around.