Sedona Airport. Automated weather observation.
1742 Zulu. Weather wind
140 at niner. Gust
17. Visibility 10. Clear below
12,000. Temperature 26 celsius. Dewpoint
1. Altimeter 30.15. Remarks.
Density altitude 6,900.
Density altitude 7,000 feet. It's gusting to 17 and we're going to
go show some high density altitude flying today. Hey everyone. Jason
Schappert here, MzeroA.com. Alongside Hunter,
a great CFI that works for us and helps out with all our customer support. We're going to show
some, we've been showing some mountain flying. We're going to show a lap in the pattern
today at Sedona off the tabletop as it's known.
The Mesa. Which really if you're not flying by the end,
you will be whether you're ready for it or not. It is
a windy day. We're taking off downhill which
has been official. But wait until you see how it affects us on the landing. Wait until you see
the difference between indicated and true and everything else. So, it's going to be interesting.
I'm the flying pilot. Hunter is going to serve as my talking pilot. He's going to
help me with the run up once we get up here. We're going to show something a little
different during the run up. We'll do our whole run up Hunter and then we'll show how we lean appropriately
and everything else for that. Sounds good. In the 7,000 feet of density altitude
that we're dealing with.
Alright, I'm just going to...there's a little run up area here, enough room
and no one's coming behind us. Just that helicopter so we'll be alright. And that is why
what I mean when I say, if you are not flying by the end of it, you will be.
And we have to clear that little hump there too. So this is going to be interesting.
I'm going to turn into the wind just for everything else.
No one is behind us here. We're all good so, Hunter if you want to
run me through that run up checklist please.
Alright we will go through our before takeoff checklist. Parking brake we'll set.
Alright if you don't mind getting it for me. There we go. Thank you. Passenger seat backs and seat belts
secure. Good, good. Cabin doors closed and locked. Good but I'm going to leave my window
open for now. Alright flight controls free and correct. Right side up, left side down.
Left side down, left side up. Right side down. Full back, full forward.
Everything looks great. Flight instruments. We'll check our altimeters. So I've got
30.15. 30.15 confirmed. Confirmed.
Check my flight instruments while we're down here. Check those. Look good.
And we'll check our fuel quantity. Okay looks great.
Fuel selector valve. Both confirmed.
With the mixture control rich. Alright well in this situation it's a little different but we'll talk about
that in a bit here. (Radio chatter)
And the biggest thing here Jason is I like more mixture as
required and this is the perfect place for that. Yes, yes.
Let's do a throttle 1,800 RPM. Okay coming up.
Alright. 1,800 roughly.
We'll do a magneto check. Will you get it for me. Thank you.
Sounds good. Check the right.
Good. Everything's set.
Check our vacuum indicator. Alright, vacs good.
Vac is good. Fresh temp, everything's good. And we'll check idle. Alright and back to idle.
Alright.
Idle check is good. Now what I want to show here
is I want to show you can't go full rich as we know on this takeoff.
We were just talking to the airport manager and he said when you make the video, please show everybody how
to properly lean. So let me show you guys. Hunter let's shut the windows because it's going to get real gusty quick.
What I recommend, I'm leaned out about an inch
let's just call it right now. There's no science to that part. What I want
to do is I'm going to go full power here. I'm holding the brakes, parking brake is set. Hunter
you go me on the brakes as well. I've got you on brakes. I'm going to go full power.
Holding the brakes and I'm going to lean out
and you're going to see an increase in RPMs. It's already going up. And I'm going to
go until I start to get a decrease. Now I'm getting the decrease and I'll bring it in
just a hair from there, back up to that highest point I saw. About
23. If I give it too much and it starts going
down, I'll have a problem again. There 2,350 is what I was showing so I'm perfect.
right there. That's how you lean out. If you went full rich right now,
you would not get maximum performance out of your aircraft.
Let's make a radio call. I heard that helicopter talking. I've got something way
out there. I don't know where he's
going. I see him as well. We'll go ahead and make a radio call here.
(Radio chatter). Five mile final for runway three so
we will. We'll wait for him. We are absolutely going to wait
for him here just. Give him a call and let him know we're holding short.
Sedona traffic Cessna
1097 November is holding short runway 21 for landing traffic, Sedona.
While he lands, we'll cut this video and we'll catch back up with you guys.
Alright he's clear now. Our go and again
it's not like he choose the wrong runway. We were just talking about it's a direct crosswind
and it's not going to be exciting. So Hunter no laughing at my landing.
Let's do, I'm glad we spotted him. Let's
just for giggles look this way as well and make another radio call if you don't mind.
Sedona traffic Cessna 1097 November is holding short runway
21 will be departing runway 21 for left traffic, Sedona.
That helicopter and that's about it. We're leaned out.
Fuel and everything is set.
I'm using every bit of runway. You guys have seen enough MzeroA videos to know
my habit of going backwards to use every bit of legal
runway. Let's swing through
and do some of that inertia. We're going downhill so that certainly helps.
And we're full power.
I am showing true airspeed, but no indicated airspeed just yet. And this is where it starts to psych
you out, where you are getting the ground rush thinking you are ready to fly, but your indicator says
37. And here we go. 1,000 feet.
Not too shabby.
That's the benefits of being leaned out. Look how it crabbed right away. You feel that? You're right, yup just right into the wind.
And like I said, if you aren't flying by the end, you're going to see
exactly what I meant here in just a second.
Looking good. Wow.
Beautiful place to fly. A little intimidating and
humbling all at the same time.
She's climbing out well. I'm showing 400 feet per minute. Not bad.
Good engine
gages, everything is looking great. Really getting max RPM.
I'm going to turn my crosswind a little early just to be inside of this thing
here so if you don't mind making a crosswind call. I will do that. Sedona traffic
Cessna 1097 November is turning left crosswind runway 21 Sedona.
And that's 100, 200 feet too early but I do not want to be over that
thing if something. Let's keep it over the lesser terrain you know
what I mean. Well a big thing here too is with all the mountains and terrain, I mean it's just like water
going over rapids. The air is the same way and you get those gust. Great point.
Those updrafts, those downdrafts. Looking back at the airport
gosh that's pretty. Alright and I'm going to keep
my downwind inside of this too because the same thing. That looks like two goal post to go through
but at the same time, that's dangerous. If you want to call my downwind here.
Sedona traffic, skyhawk 1097 November is turning left downwind for 21, Sedona.
And again, am I a little you know
did I turn downwind early, absolutely I did, but look at that. I'm not flying directly over that.
That's got updrafts and downdrafts written all over it. I'd rather kind of fly
and drift out this way a little bit, knowing the wind wants to push me back this way too.
So the winds going to be coming off of this, this way anyways. So I already have the odds stacked against me
here. Here comes my, now that's 1,000 feet AGL. You look straight down at the ground and you go oh
we're a little high, but you look at the runway and you go no that's where we need to be.
Bringing some power back here. Everything else is set.
I've got a narly little crab angle in here. I'm worried about going past this right here.
Just eddy off of that. So I'm kind of bracing for that.
I'm showing 104 on the true and
90 on the indicator. About a 10 knot difference on the true and indicated. And that's going to play a big role on the indicator.
coming in to land here. Power's coming back abeam my touch down point and I'm going
10 degrees of flaps. This girl is coming down.
There she goes.
There goes those rapids right there.
Wow. My bottom left the seat on that one. I've got helicopter traffic
off the left wing. Insight.
Again, I need to turn my base before this stuff too Hunter. That's right. I don't mean to fly such a tight pattern, but...
Sedona traffic, Skyhawk 1097 November is
left base runway 21. Full stop Sedona. Whew Yeehaw.
Wow. I can't catch a brake here.
I'm trying to get this thing down, but I'm catching updraft after updraft.
Figure out this turn, I've got to get 20 degrees of flaps in here.
This will challenge your skills no doubt and it's
this silly little hump right here at the end that makes me nervous too.
And I'm showing 72 indicator right now and my heart
is racing like Jason why are you 72 on base, but you know it's
you have the true airspeed there to back it up. There's a lot to think about with these landings.
Yeah. Cut some power here.
Alright final is clear. Final is clear. Those flaps helped
a lot. I feel like I gained a little more control of this thing. I'm having to give it
some power now to keep it going. I'm still showing 82 true.
Sedona traffic Skyhawk 1097 November is turning final
runway 21, Sedona. Look at that crab angle.
Right. Too right after we go over
this hill it's going to shift again. Same thing. Well you saw there's three windsocks
at this airport and all three are showing like 90 degrees apart from each other.
Looking good. Runways clear. I'm looking at like that third chevron
there.
I feel like I am a little fast here.
Easy to do. Easy to get slow. A little easier to go fast in this case because it psychs you out
a little bit. But it gets slow quick too.
And then I'm landing downhill so.
Makes it a little difficult. What's my speed right now Hunter. 77
true. Yup there goes that turn coming in. Rockin
rollercoaster. Come on girl.
Gosh.
Come on girl. Yeehaw.
Wow. A little aerodynamic braking. You mind getting my
flaps for me. Yeah flaps are coming up and aerodynamic braking.
That is teamwork right there. Wow.
And we're rolling out here at the 2,000 foot marker here, so you can see high density altitude
and really challenging wind conditions takes almost 3,000 feet of runway. But that's the thing, people
think like oh the takeoffs are scary. But when you're landing,
downhill with a 17 knot crosswind, with
7,000 feet of density altitude, the airplane did not want to touch down. Not at all.
There is no reason for it to. And then every time I thought it was going to touch down, the runway sloped away from
me. You want to give a call we're clear. Alright. Sedona traffic, skyhawk
1097 November is clear runway 21, Sedona.
Alright guys. I'm excited to read your comments on that video. Can't wait to
hear some more of your mountain flying, some of your high density altitudes
some of your Sedona stories. Can't wait to read those. So listen, enjoy the
rest of your day and most importantly remember that a good pilot is always
learning. Have a great day guys. We'll see ya. I wrote the Private Pilot Blueprint with
the intention of if I could do my flight training over, what I
wished someone would have told me. And I want that book to be yours for
free. All I ask is that you pay shipping. Visit
PrivatePilotBlueprint.com to get your free copy.