Yeah -- What happened to that plane behind you? Bent wing, crooked tire... At first, I was trying very hard to excuse it as some weird camera angle. But as the camera kept shifting slightly (no criticism!) I decided that wing's really bent! Ground loop?

@bartgoins1782

9 ай бұрын

I was going to ask the same thing.

@nursenick06

8 ай бұрын

Same questions here!

Those asking about the broken plane. It wasn’t from our group. It was there when we got there. I believe it happened the morning before we arrived.

Definitely adding this to the bucket list.

@GregHopp

7 ай бұрын

I did it from Ohio with an O-300 172 and my buddy in his 152. Page, GC, Monument Valley, Sedona, Dinosaur Nat'l Monument to the north. A trip of a lifetime.

Need to get out to this next year 2024 with C-FMVU

Fun episode. Thanks for it!

Such a fun trip and glad to have made it out this year!

Sounds pretty cool! Great video!

I see some hard landing behind you 😂

You could explain that if landing at the airport you are filming at here (pretty sure it’s UT25), treat it like Sedona Arizona KSEZ, by landing uphill (as you demonstrated), unless winds are substantial, from the other direction.

I've found most traffic transiting through the corridors doesn't self-announce. Definitely monitor, but don't trust it like you would a CTAF. In most cases all I hear when transiting is the helicopter tour ops traffic.

These are amazing views and looks like an incredible experience. But my biggest concern is the density altitude and naturally aspirated engines. What kind of climb performance do you see out of your Cessna here typically and what MTOW do you prescribe for this trip?

@jeffhiner

9 ай бұрын

It's fine in most 172s or other small aircraft with a service ceiling above 12k. The minimum corridor altitude northbound is 11500, which most small aircraft these days will make comfortably given enough time. A 700-800 fpm climb isn't unexpected out of a max load 172 under the right conditions: a sunrise takeoff leaned properly, flown at Vy. Wake up and depart early in the morning to mitigate DA, and just avoid afternoons altogether (quite turbulent even if you get in the air, and not fun unless you're in a glider). Climb performance is obviously better in any aircraft with less weight, but the book numbers are given at max gross. Don't take off with insufficient fuel. But definitely never exceed max gross, as it's an unforgiving mistake at higher DA. Another key bit a lot of folks forget: ALWAYS lean properly in the runup, as it can be a good 25% or more power difference for mountain takeoffs. Does your POH have a reliable leaning procedure?

Should be a dream to fly there...

When do you do this again? Sign up place??

@TheFinerPoints

Ай бұрын

Late September! We have our first trip going to the mountains of California in about three weeks and then again to Monument Valley in the fall you can see more here adventure.learnthefinerpoints.com

As a new Australian pilot I figure the north and south altitudes are easier to understand, but is the rational 000-179 degrees travel Odds+500 and 180-359 Evens +500 with respect to altitudes above 3000 feet for VFR pilots?

What's up with that Cessna over your right shoulder at the end of the video? Oops...

Oops, looks like C-180 (?) ground looped (behind Jason's right shoulder at 4:20). Otherwise, great video!

So, whats up with the plane over your right shoulder? Not one of your folks I hope.