Wow just looking through the contents of that book on his website, it looks pretty comprehensive. I may have to give it a try.

Barnstormer wrote:Trike drivers might find it especially interesting as takeoff and landing techniques are written with that gear configuration in mind, something I haven't found in other books.

I bought one. As ridiculous as some of those videos are, he is all about the nose wheel.

correct me if I am wrong this is a T41 with 210hp and CC's plane.

Barnstormer wrote:Nearly finished reading this book and I'd have to class it as Good to Excellent (depending on the readers experience with backcountry flying).

Trike drivers might find it especially interesting as takeoff and landing techniques are written with that gear configuration in mind, something I haven't found in other books. For example "Prior to taking off again in a nose wheeler from a very soft or muddy surface, it may be a good idea to first tie up the nose wheel fork with rope to prevent the oleo from extending as the nose is raised during the takeoff roll. This trick will enable you to get the nose wheel off the ground very early whilst maintaining a lower angle of attack, preventing over rotation and excessive drag."

One sentence that caught my attention is "Always ensure that your first aid kit, fire extinguisher, food and water is located close to your seat and the door, so that you can easily grab them after an incident."

Hmmm. My first aid kit is in the back along with my survival kit, food and water. Next to the seat and door I keep a couple of quarts of oil, a can of Plexis, a couple of rags, and a couple of bottles of MMO. Guess none of these are really important after I have an "incident". Believe I'll make a change.

Book comes across very different then his persona in the videos.

A worthy addition to my library.

Make a change to carrying minimal SURVIVAL gear on your person, in a vest, or something similar. If that little "incident" ends in deep water or fire, you aren't likely to grab that kit you parked near your front seat. In fact, if that kit is not FIRMLY secured in position, it's probably not going to remain in reach after an accident. And, if it IS firmly secured near your seat, it's not going to be that easy to "grab and go", is it?

As I've said numerous times here, the stuff in that bag in the baggage compartment isn't survival gear, it's actually camping gear. The stuff that's on your person/in your pockets is survival gear.

Do a search.....there are several threads here as well as info In he knowledge base.

But don't count on a bag near your seat to be very useful after an accident.

MTV

My numerous experiences back up MTV on the survival gear issue. Post landing or crash, there is shock, disorientation, and urgency to exit the aircraft. In Vietnam, Bloody Bart went the wrong way from the LZ he had spotted on the way down. He ended up hiding from NVA coming up the hill to the crash site and again when they were going down the hill away from our Blues rapalleling onto the crash site. Dumb me stumbled into the LZ to be picked up by a lift ship.

When I turned a Pawnee over dead sticking into lush Rio Grande cotton, I thought the liquid draining to my front was spray from a broken side loader. I didn't consider that I was still facing the front of the plane that was looking back the way I had come. It was gas.

I have often found myself talking to firemen, police, or whoever drove up before I had actually looked back at the plane.

I love swimming but flying over cold water has always been something I have avoided.

contactflying wrote:My numerous experiences back up MTV on the survival gear issue. Post landing or crash, there is shock, disorientation, and urgency to exit the aircraft. In Vietnam, Bloody Bart went the wrong way from the LZ he had spotted on the way down. He ended up hiding from NVA coming up the hill to the crash site and again when they were going down the hill away from our Blues rapalleling onto the crash site. Dumb me stumbled into the LZ to be picked up by a lift ship.

When I turned a Pawnee over dead sticking into lush Rio Grande cotton, I thought the liquid draining to my front was spray from a broken side loader. I didn't consider that I was still facing the front of the plane that was looking back the way I had come. It was gas.

I have often found myself talking to firemen, police, or whoever drove up before I had actually looked back at the plane.

I love swimming but flying over cold water has always been something I have avoided.

I've been meaning to ask you (thread drift alert!), but did you ever run into a Billy Blackman flying helos in Vietnam? Shot in the dark...

CapnMike wrote:

contactflying wrote:My numerous experiences back up MTV on the survival gear issue. Post landing or crash, there is shock, disorientation, and urgency to exit the aircraft. In Vietnam, Bloody Bart went the wrong way from the LZ he had spotted on the way down. He ended up hiding from NVA coming up the hill to the crash site and again when they were going down the hill away from our Blues rapalleling onto the crash site. Dumb me stumbled into the LZ to be picked up by a lift ship.

When I turned a Pawnee over dead sticking into lush Rio Grande cotton, I thought the liquid draining to my front was spray from a broken side loader. I didn't consider that I was still facing the front of the plane that was looking back the way I had come. It was gas.

I have often found myself talking to firemen, police, or whoever drove up before I had actually looked back at the plane.

I love swimming but flying over cold water has always been something I have avoided.

I've been meaning to ask you (thread drift alert!), but did you ever run into a Billy Blackman flying helos in Vietnam? Shot in the dark...

Hell if he's asking, I might as well... Or another Vietnam era heli pilot named Wayne Arrington? The story's he told me of flying in Vietnam were nuts!

Now back to CC!

Or, James Arlotta? I sold an ultralight to him back when I was a Pterodactyl dealer in the '80's. Some years later I heard about a rescue he did back in the day, that involved some progressive tree chopping to get access using the rotor on his non rescue chopper. Saved a bunch of guys by being at the right place/right time and having big balls. He flew what is called a "slick" I believe, not a gun ship or a rescue bird anyway.

I don't immediately recognize any of those, but my memory is not the best. Call signs and units stick better in my brain. A slick is a UH-1 (Huey) series lift ship.They put the first guns: miniguns, chunker, and rockets on B-models. The Charley-model was the first Huey with the 540 rotor system that was on the Cobra gunship. That rotor system allowed the aggressive energy management turns in the gun run.

The slick pilot who chopped his own hover hole and got the LRPS, pronounces lurps, out was famous. We gunnies said, "slicks are for kids," but they were brave. Only loaches got shot down more often.

I used to teach kids the right way and the wrong way to trim brush with the main blades - lost art. Thread creep anyway.

Shame about Melissa being dragged into this, she's had her heart on charity work in Africa and got sucked in with this CC clown that used her for media exposure. A1Skinner is right, she's attractive and skilled and American - just what is required to add the credibility sorely needed here.

Speaking of which, how does a South African get a US work permit and a business licence to operate a flight training establishment in the US. Who's airplane and what insurance. If you are training and end up a quad, do you have any recourse?

Just go CC's book, so far it looks pretty good, he touches on lots of subject including first aid, survival and all that good stuff. I haven't much yet, but it at least seems to be worth the money...

Chapter 1: Bush Flying
Chapter 2: Mountain Flying
Chapter 3: Emergencies
Chapter 4: Navigation
Chapter 5: Survival
Chapter 6: Camping
Chapter 7: Aircraft Technical

I just got my copy in the mail today. I have skimmed through and agree with most of it. I totally agree with his emphasis on the use of low ground effect both on takeoff and landing. I disagree with his use of power rather than energy management in the canyon turnaround. I think that comes from experience with canyons at low altitude rather than two continually crowding ridges culminating in a ten thousand feet pass. His teaching style is more to demonstrate than to explain as the student works through it. I'll get back to this thread when I finish the book.

I have finished the book through Chapter 4, the flying part. I think C.C. is very knowledgeable and proficient. I find his theories to be valid, but explanation of his techniques are both brief and complicated. I think he is trying to make the techniques more advanced and complicated than necessary. I expect he would work with his student in greater depth during ground and flight training, using the students background to make associations, etc.

His basic low ground effect takeoff is good but not explained extensively. His short field takeoff is a modified stabilized approach using a slower than 1.3 Vso airspeed and a directed course to an aiming point well short of the desired touchdown point, followed by a hover taxi to the desired touchdown point. That works fine, but the apparent rate of closure approach is much easier to teach and achieves the same result. He wants the extreme canyon turnaround to be acrobatic. That is a dangerous concept. Energy management or just allowing the nose to go down naturally in the turn is much safer. At the point we see that we will not make a high pass, we have given up on making that pass. Dependence on gravity thrust rather than engine thrust is much safer here. We are full throttle in most light airplanes anyway. And we have a big hole to put the nose into to achieve the gravity thrust.

I think his course would be interesting and worthwhile, if you have the money. I also know other instructors who teach these bush and mountain techniques. He is willing to go beyond FAA sanctioned texts, and I applaud that.

My one gripe is that it appears he personally sent the book, but didn't bother to sign the book it self! Jeeze!

I have had to deal with a few people in the training business who were more interested in the bottom line than in the training mission. Not saying his is that kind, but it should always be a consideration.

Looks like Mr CC Pocock is all about the tailwheel now...

https://www.youtube.com/watch?v=ONm9h0vRoLg

Stig:

Someone may have mentioned this already, but you have an excellent backcountry and off airport instructor in your backyard.

If you haven't done so already, would encourage you to contact Patrick. Website is as follows: http://learntolandshort.com/


Good luck, L

Short landings are pretty easy in that much wind. He also beat the dickens out of that tail wheel and spring. The 170 tailspring wont put up with much of that.

If he landed my airplane like that, I'd fire him.

MTV

The advantage of the apparent rate of closure approach is that we don't have to go behind the power curve and almost stall until coming into ground effect. Stabilizing the apparent rather than the actual airspeed rate results in the reduction in airspeed to near stall on very short final. We manage airspeed, 1.3 is fine, until the apparent rate begins to speed up (as we get low and close ). If we now manage this apparent brisk walk rate of closure with elevator, we will slow down enough to require more power. Ground effect and the extra power allows us to touch down softly on the numbers.

In that much wind we would not go behind the power curve and be near a stall. He was approaching at what appeared to be a very slow walk. In a downwind, however, we may go behind the power curve requiring even more extra power.

There was no need to go behind the power curve on this approach. He was just making the ground roll impressively short. At an apparent brisk walk rate of closure, he could have touched down on the numbers and on the mains almost as slow. More wind results in less pitch up at the same apparent rate of closure (or airspeed. )

Higher than 400' or further out than 1/4 mile results in an apparent brisk walk rate of closure regardless of airspeed. It becomes discriminate only low and close. Yet at this critical juncture, where the school solution is to keep airspeed stabilized, we have before us and coming right at us the data we need to land softly on the numbers every time.

mountainmatt wrote:Looks like Mr CC Pocock is all about the tailwheel now...

https://www.youtube.com/watch?v=ONm9h0vRoLg

That clown was at the Copperstate Flyin this year and decided to put on a show for us, he abused the crap out of that airplane dropping it in from about 3 feet or so, I was waiting for something to fall off of that 170. I wonder who signs off his annuals? You're right Mike, he wouldn't work for me either.