FLY OZ

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@billyaz933 Ай бұрын

I’m a retired 70 year old flight simmer. Life events caused me to stop about 12+ years ago, but I resumed my passion about 18 months ago, although this time I’m on an Xbox console which leaves me time to be a grandpa and a virtual pilot 👍🏻 Backcountry stick and rudder flying consumes most of my time, followed by searching for locations to fly and finding resources to help me learn. I’ve found lots of those resources and some really good ones too, but just wanted to tell you that your short 5 part series is hands down the best of all the rest. Thank you for sharing them!

@storiesfromthedepthsofspac6413 3 ай бұрын

Interesting, I’ve flown tailwheel airplanes quite a bit and prefer them. That being said, when I got back into flying after many years, I found a Cessna 150 and the price was right. I just retired and plan to hit some of those backcountry strips. I would like to visit your school.

@haystax 3 ай бұрын

Great work! Thanks!

@thefreshies 5 ай бұрын

Brand new pilot here that wants to start flying oz (been to trigger gap once). Nose high approach sounds scary never having done it.

@charliebrown2124 5 ай бұрын

Thanks you very much. Doing a XC with my student tomorrow

@heathbirley1774 6 ай бұрын

WE WANT MORE!! Is there an ep.6 coming out? Love this series! Thanx

@rossirossi9778 6 ай бұрын

Dear Lucas if I want to flight on my FS2020, these flighs how can I get the track? Thanks

@drvaleriejuliebrousseau9607 7 ай бұрын

Excellent details and information. Fantastic: superior instructions!

@Swfraley 7 ай бұрын

Episode 6 in the works?

@backroadnomad 7 ай бұрын

You can now go direct to the points on the custom map layer. No need for the second user waypoints download unless you want to edit details or add notes to the waypoint/airstrip, which the user waypoints do allow.

@bruce3909 8 ай бұрын

I am interested in coming down in my 182 from Nova Scotia. Hope I can make a trip this summer 2024. VBT is on my bucket list for sure

@0tubeman 8 ай бұрын

very nice...thanks for including us 182 folk!

@russbeers9613 10 ай бұрын

In episode 1 and 2 there is no mention of how techniques differ in nose-dragger aircraft... I'd love to see that.

@StuPierce77 11 ай бұрын

Very cool series! I enjoyed watching all 5 episodes. Thanks!

@PDZ1122 Жыл бұрын

This getting-the-tail-up-high thing makes no sense to me. Yes, the wing will have lower drag but initially it's low anyway. The tail will produce way more drag though keeping the back end up. Wheel drag is increased significantly. Go and lift up the tail of a Husky, probably a hundred pounds or more. That force comes directly out of your available thrust .But it's the fashionable STOL thing to do. Lifting the tail just enough to clear rough ground and letting the aircraft fly off at its minimum speed will likely result in a shorter take off. Don't believe me? Look at WW2 carrier take offs; do they shove the nose down until they are level? Hell no. They weren't stupid and they developed their technique over 20 years of trial and error and physics.

@flyoz Жыл бұрын

We don’t advocate a super aggressive high tail takeoff like you would see at Valdez and the like for normal ops. It’s hard to imagine that tail at level or slightly past creates a significant penalty to your thrust or lift when compared to having the tail a foot or so lower but still totally clear from turf and certainly it doesn’t come directly from the thrust vector. If the goal is absolute minimum drag you may or may not be correct, it would be difficult to measure considering the number of variables. In backcountry ops there are a number of other factors at play however. Lifting the tail to level or slight past greatly reduces your susceptibility to wind gusts and reduces the likelihood of being bumped up prematurely due to rough terrain. Any advantage you potentially lose in wheel drag is more than made up for in controllability. This is especially critical in an aircraft like a husky that may have poor aileron authority at the low speeds the wing will begin flying at. WW2 carrier takeoff were performed off of smooth decks in heavy aircraft, that’s a very different environment than a sub 1 ton aircraft with a super high lift wing off of a very rough surface. Thanks for the input! Always good to challenge our presuppositions.

@user-tu2gf6nu1i Жыл бұрын

Coolest chanel

@lostgriz Жыл бұрын

Great video! So, in a crosswind, do you prefer a wheelie or three point?

@flyoz Жыл бұрын

Personally it depends on a number of factors including but not limited to 1) the airframe 2) the strip surface and 3) my mood that day. I will say that in some aircraft with extended gear and large tires the AOA required for a proper three point can get very uncomfortable in a high crosswind and likewise if you’re running something where the aileron authority starts to bleed out at lower airspeeds then wheel landing can feel more comfortable. In that sort of aircraft if landing on a short strip I’ll do a modified sort of tail low wheel landing, otherwise both are totally viable options in most scenarios and it’s best to be proficient to do it either way.

@wagnergitirana Жыл бұрын

Fly Oz? Well, if he let me, no problem with that. But I’ve heard Dr. Oz’s been busy with politics recently! 😁

@RustyCoon Жыл бұрын

RAd!

@DavidHinkes Жыл бұрын

Do you hold pitch attitude as you vary power? Or do you adjust pitch in attempt to keep the speed constant?

@flyoz Жыл бұрын

In my experience it’s best to establish a relatively stable pitch and only vary power. Once you find a pitch that works for you somewhere steeper than a flat wing you’ll get much more consistent results by limiting yourself to one variable - in this case power. Remember airspeed is much less relevant than angle of attack when flying on the induced drag curve.

@Necknation44 Жыл бұрын

What is the 3 letter identifier of this airport?

@cgibber5747 Жыл бұрын

VBT - Louise Thaden Field

@willymakeit5172 Жыл бұрын

Hello, enjoying your series. I’ve done my share of flying off unimproved strips in both conventional and tricycle geared aircraft. I’m now 70 years old and flying the prettiest little Cessna 150 off a grass strip in Texas. I am curious about unimproved strips in Arkansas.

@flyoz Жыл бұрын

Hi Willy, we're happy to visit with you about airstrips in Arkansas. Check out our website: www.flyoz.com You can also go to www.airfield.guide and set the airfield filter to "Fly Oz". Lots of information about the strips here in the Ozarks. Feel free to reach out on the contact page of the flyoz.com website and we'll be happy to visit with you and answer any questions. Glad you're enjoying the series.

@fix8ed387 Жыл бұрын

Love this! I'm am trying to combine my love for mountain biking with aviation (working on my PPL now). I'll be visiting soon!

@flyoz Жыл бұрын

Can't wait to see you here!! Good luck on the PPL.

@tangoreal9098 Жыл бұрын

I assume y’all do training? How do I schedule? Aircraft is C140.

@SomeRandomdude857 Жыл бұрын

Some days as I’m driving to work, I think………”I live here”. I’ve waited 55 years to move here. It’s just as awesome as everyone says. ❤

@CorbinAviation Жыл бұрын

LOVE the rivers & lakes layer!

@AirSafetyInstitute Жыл бұрын

Good stuff, Chip!

@NealCuliner Жыл бұрын

Awesome - thank you for doing this for the flying community. Can't wait to visit.

@flyoz Жыл бұрын

Thanks Neal. Hope you find it useful. Let us know if you have any suggestions for future improvements.

@user-pn6mv4wy7w 2 жыл бұрын

I’m in the process of buying my first aircraft, these videos have been amazing refreshers, thank you for sharing them.

@badlandaircraft9504 2 жыл бұрын

Good vid. Thanks.

@jimmydulin928 2 жыл бұрын

You have a very good short field landing technique. I use a similar technique as your x and red box apparent relationship. The same thing was observed and taught by Wolfgang Langewiesche in "Stick and Rudder" on the top of page 304. "The clue to watch is the intended landing spot and the scenery beyond it and to the sides of it. Once the normal glide has been broken, the process of stalling the airplane down can be gauged entirely by watching the spot and the perspective in which it appears and its apparent motion." Stromberg carbs flooded fairly easily in his day so no power/pitch, which makes his stall down very much more difficult. He said only experienced pilots did it. With power/pitch, the technique if much easier than the round out and hold off where the pilot becomes a passenger trying to control both approach angle and airspeed with elevator. Basically no descent rate control at all. The Army and I call it the apparent brisk walk rate of closure approach. If you notice way back on the approach or even in your auto at a distance to the desired touchdown spot (stopping point in your auto) we appear to be approaching the spot at a brisk walk. That apparent rate will increase drastically as we get closer (1/4 to 1/8 mile.) By using elevator, as you say, to decelerate and power, as you say, to direct our approach angle to the spot, we keep the rate of closure appearing to stay at a brisk walk. We use elevator to prevent the apparent rate of closure from speeding up. This of course causes the sink rate you have at a higher altitude with your wing angle to horizon technique. For both of us, this causes a need for power to control sink rate and maintain the approach angle down to the spot. Gust balloon and sink is also dealt with using dynamic throttle. If we have to pull power to round out over the spot, we are going too fast. When done well, variable power will be used to touchdown slowly and softly. Your technique gets the slowly quite well. Try a bit more deceleration coming into ground effect (no we do not stall at Vso in ground effect, especially low ground effect.) Vso has to do with stall out of ground effect and is much faster than the airspeed at which the wing will fly in ground effect. Again, you technique is excellent and will work for nearly all single engine trainer type airplanes. Try stopping that apparent rate of closure from speeding up on short final and eliminate the little bounce on the big tires. You won't have to mess with the flaps, but you will have to cut power at touchdown. I know you want to brake for competition, but absolutely not necessary even on an angle across a big runway from the downwind corner to the upwind big airplane touchdown zone white square in a crosswind. At Vso, even a very slow Vso, you are going to have to pull power to keep the glide angle going into the spot. When a bit too fast to stall in one inch ground effect, there will be a bounce. Anyway, eliminating the difficult round out and hold off technique, except for powerless spot landing practice, is certainly a move in the right direction. And using the apparent rate of closure to decelerate, even without power, will mitigate the horrible statistic that most forced landings touch down more than halfway down the available landing site.

@travisdelongchamp 2 жыл бұрын

Awesome, thanks for this. Planning to fly in there soon and was looking at Google earth trying to figure out the airport. Kinda guessed that was what was going on with the hold short lines, but feels better that this video verified it.

@flyoz 2 жыл бұрын

Thanks Travis, glad it helped. Come see us!

@WoutervanTiel 2 жыл бұрын

great place to fly

@WoutervanTiel 2 жыл бұрын

that looks very nice.

@WoutervanTiel 2 жыл бұрын

I had been having some trouble with skidding inn the low speed turns as well, the heavy foot is exactly it. Thanks for showing it, this will help quite a few pilots.

@WoutervanTiel 2 жыл бұрын

excellent ! I love seeing the Ozarks too. We're at 7680' with 12-14k peaks all around, so different.

@lievenbertels 2 жыл бұрын

The video says KVBT is in Class E airspace from surface to below 2900 ft MSL but that's only true during opening hours. The FAA Chart Supplement states CLASS E svc 1130-0500Z‡; other times CLASS G