nice!

Cool!

Nice job! Makes me wanna go fly!

What river is this one on?

This is east of Arlington, but dont know the name of the river.

Ah, another beautiful summer day in the Pacific Northwest.

If the gravel bar is on the river pretty much due East of Arlington it would be the North Fork of the Stillaguamish River which runs through the Oso landslide and towards Darrington, If it is to the South East of Arlington it would be the South Fork of the Stillaguamish towards Granite Falls.

TD

Been landing some bars on the Skagit, but looks like I'm going to have to head down to the Stillaguamish one of these days.

How smooth are the ones in Skagit?

motoadve wrote:How smooth are the ones in Skagit?

Just went and landed this one on the Stillaguamish this evening. I haven't found any quite that smooth on the Skagit, but that doesn't mean there aren't any. Go have a look - some are rougher than others.

Nice work. The PNW/WA rocks.

When you refer to smooth versus not so smooth, what size gravel or rocks are you talking about? What size nosewheel you have on that 182 MotoDave?

I have a heavy duty fork with 6 x 6.00 on the nose.
Smooth to me are rocks smaller than a tennis ball, more like a golf sized ball or less.

Very nice video. Personally, I don't like having the stall warner blaring that far out on short final--cutting it a little too close for my tastes. Curious--what is your AOA indicator showing during that part of the approach?

Cary

The stall warning can scream all day, its a matter of angle of attack it wont stall with the nose pointing down.
I have done a full 1 hr flight with the stall warning going off, practicing slow flight, slow approaches, slow turns and so on.

For the plane to stall I need to pull the yoke almost all the way back, and the angle of attack is high by then.
When the AoA shows 1 yellow the stall warning goes off.
After the yellow there is 1 blue (no lift no sink) then 6 reds.
The plane stalls at 3 red lights with power on.
In this kind of approach I only look at the AoA indicator on long final, then dont look at nothing inside and all outside, and fly it by feel and sounds also the nose of the plane picture helps calculating the AoA .

Where the AoA indicator helps a lot is setting up for the approach, like a slow base turn to final kind of thing.

Im not an instructor or expert , this is just what it works for me in my plane , so always open to hear other's opinions.

Don't get me wrong--I'm not criticizing. I just don't feel comfortable that close to the stall while relying on power to keep the airplane flying on the approach--I prefer steeper approaches with less power or no power.

My AOA indicator is analog, and I start feeling uncomfortable when the needle gets toward the red/yellow mark. Mine also stalls when the needle is well into the red, which I suppose equates with your 3 red lights. With more power and slower airspeed, I can move the needle almost all the way to the bottom of the red before it stalls, and then it's just a mush. When I calibrated it, I did it according to Alpha's instructions, which were to adjust it so that when I was flying it at the slowest speed possible in continuous level flight with full controls still available, i.e., very slow flight, the needle was at the red/yellow line.

Cary

I did not take it as critisim at all.
When landing at the gravel bars I try to go as light as possible and try to land as smooth and slow as possible, which can only be achieved - by flying well into the stall warning speed zone.

The stall Warner on a Cessna is adjustable. Loosen the screws and slide the housing up or down to suit, you may have to reach inside the adjacent inspection panel to accomplish this.

Often after installing a sportsmen I've had to do a couple test flights to get it right.

With that AOA indicator you should be able to get it set perfectly.

Yes we did re adjust it after installing the Sportsman STOL kit, it was going off at 15 mph before the stall.
Now is more like 10mph when it goes off before the stall.

Nice flying!