Transporting Vital Cargo to a Hidden Mountain Village

welcome here to PO Guinea my name is Ryan we are going to take the Kodiak to the top of these

mountain

s we are almost at sea level right now we went up to almost probably 11,000 feet in about 7 8 minutes and then we came back right back. up to about 4000 feet to a really cool Mountain Air track called yaan which goes up to almost a 16% gradient, so that means a proper

mountain

landing around 8%. I'm going to load a bunch of hardwood floors In fact, on my plane today, some missionaries are building some houses and they're in a bottleneck right now and this is the next thing they need to continue construction, so I'll probably let's get about 700 kg of wood. rice and maybe a passenger and let's get out of here.

The guys should be here in just a minute, so let's go ahead and soak our fuel before they arrive. Looks like we got 190 on this one. I'd like to check it out a couple. However, a lot of times just to make sure we check the other side, probably 15 there's 160 160, so we'll use 160 and 190 okay, let's do our weight and balance real quick before the fuel guy comes here 62 for my passenger of pass 103 for On my front Pod Plus I have two seats here, so that's another 25, 37 and that leaves me with another 719 kg left, so if I were to go 79 divided by 3, that would give me two, basically 240 divided up , so let's go. 240 240 240 and it barely fits inside my envelope and that's perfect with an extra kg behind or less than 1 kg, so minus one, so basically within my allowed weight for taxi, let's load 2 4 6 eight of okay, now you're right, we have We have 780 in the fuel, once the Ro pressure is enough, we'll get to 211 NG, so we'll go ahead and introduce our fuel out of here a little later than I expected, but that's okay , these guys.

They cannot continue with their project unless they have this specific wood to continue on the right generator and the alterer on the auxiliary bus. We can get our air flowing here and we'll get flaps 20 in just one second, so that's about 11 minutes. The flight is probably realistically closer to 15 minutes, although by the time I get into the loop and everything, but it's not that far, let's open our saved flight plan, Yann heads up oh, a total of 31 miles away, not far to the right, we are. planning to go up to 900,000 with the highest hope take off speed will be 63 knots we are at max and then 75 if we have to come back with the fuel caps and selectors have all been checked that's up.

Tower November Tango Echo requesting taxi yaan 2p will request intersection Charlie no Tang holding Point Charlie Runway 27 ATC clearance via 350 radio and the cru, clear to taxi intersection Charlie and clear radio ALB 350 Cruise 900,000 noo this is my last round until yaan today Vin towards gooka, so I hope I can I will do a time lapse for you at the end of that towards Gooka. It should be good weather to get there, but you can see the end of my day. H, this will be my fifth flight today, the next one is my sixth. so yeah it's already a busy day it's only 11:30 line up Char Runway 27 rep ready line up 27 ready no it's okay you're all ready I'm going to abort if we have to abort on the runway we'll just stop at the runway after takeoff we will launch at 85 knots considering EPL if that doesn't work we will go ahead and feather it or consider emergencies with full flaps 8580 M open my door those guys to reinforce contact power well on Inlet and lights are ready ovens at high idle now ready for the exit turn right Runway turn right November all good ignition condition flaps 20 Fuel and harnesses are complete let's go 1540 okay 720 ITT is approximately what I want live speeds going up p 50 so we continue there is our 63 no and we'll turn 740, that's good, we're heavy, okay, I'll let go of my red rudder a little bit when I actually take off, when I'm that far away in CG, I'm right on the line, I'd really be gentle with my rotation. and just let it sit there for a second just to feel what it feels like once I lift the wheels off the ground.

Just sorry in case for some reason I executed my weight balance wrong, that can happen for sure, um, I mean. I've flown fcg, I'm probably talking about at least the first flight where it's right on the line, so when I take out the tail stand and look at the plane, I can just look at it and it looks good, that doesn't feel like it. true, I can say I'm right on the line, but the terrain, the terrain, it rises, it rises, it's pretty pathetic that it's G, a launch warning at a real airport, I'm 1,000 feet off the ground, that's weird , that's in the no Tang Tower. echo on right turn passing 1,400 uphill 9,000 3 approach approach approach approach without EO with you passing 1,700 uphill above 900,000 we will be following on 350 radial already 53 again 9,000 no traffic reported erage 1011 and contact most be on primary 123 of 9 seconds 3 8861 5565 1 Z miles 1 Z miles contact morby 1 2 39 o 8861 5565 good day I'm not coming back and11 okay just it's about yes another 14 minutes more probably a little less probably about 12 minutes from here I'm really with hoping the weather hasn't improved because you are only 20M max from the ocean so here usually around noon is when the clouds usually start to come up the valley and fill up pretty quickly, it looks like a beautiful day.

Why I choose to do this last flight and they can't move any further in the project without this wood, so it's a big deal. Let's turn off the engine landing light, turn off the bypass and the igniters. We still have our pulse light. So I still have a light while I'm still here in your airspace, we'll just keep it tilted about 11° on the attitude indicator and that will give me about 100 knots. 99 knots is our best. The climb angle starts at sea level and then decreases one knot every 2000 feet above that, so it should be about 98 knots right now.

I'm going to veer a little to the right. I know I can climb this cloud. in front of me, but the clouds are going to go down with the mountains at the same angle and I don't know if I can keep climbing the clouds as they go up, so I'm going to head to the right. I'm giving myself a little more space and time to be able to reach the altitude I need to not get stuck on top of these clouds and then have to do a 180 because I'm not going to be able to get over them.

Put this in the closest place here so that when I'm 10 miles from Nadzab it reminds me to call Morby. Okay, let's shoot at 97 knots now because we're at 4,000. You should be able to overcome them. climbing all this stuff now that we're here now that I can see a little further to the top of the ridge, the ridge is 8,000 minimum that I need to get through, I had a little hole coming this way, but I don't think that splinter is already there. I don't see it, so my estimate is that we will get up to 11,000 to be able to overcome it, well, no, wait a minute, now I'm looking. the top of a ridge might be there, let's wait, let's wait, I don't want to have to climb another full 2,000 feet before we get to the top of the hill, let's go over the strip chart though I have. a million times I'm going to go with you, I have this, memorize, we will land on runway 15, it is a one-way runway, 4400 feet MSL, landing slope is 8%, 468 M long, no I know how long it is and Landing we can take up to three knots of tailwind when we are full, we are going to be full.

I think let's go to Landing Performance. It says I'm landing at 74, which is actually one knot less, so I can add one knot to that I can handle four knots of tailwind, absolutely nothing else, that's what we're going to do, so it shouldn't be a problem today down here, this is the circuit, this is not how we fly it, but more or less, and then if you come. Down here in the profile, you can see it starts with an 8% landing and goes all the way up. I think the steepest gradient is 15.8%, so it's definitely pretty steep with some really gentle areas further towards the top and heading down if you've done that.

I haven't seen it before this is what it looks like a really cool place 6,000 9.5 miles marby at 861 November Tango Echo November Tango Echo forward November T EO a Z miles north of nadzab 6,400 uphill not higher than modified 1 1,000 estimating already one at time 550001 no traffic B no I just called her on HF even though they said the primary was 123 ner because I'll be in about three more minutes calling them again when I get the circuit on this one because I'll be behind. the mountain, so there's no point in calling it on that one just to change the color of this one, so it's okay, I saw a splinter, but it's not enough to waste time poking your nose, it's too small an area, oh, it's because That's what I told you I'm going to go up to 11,000 unless I get closer and then I realize that oh wait, no, it's open, there could be a lower section now that I'm looking at maybe a little bit around this Cloud. right here in front of me, it looks like it potentially falls right there, so maybe it doesn't have to go all the way up.

I hope so, it's not like that. I'm looking at it now, I don't know if I'm going to have To go, I probably have 9,500. I guess you would like to see some videos of things on the ground here on yaan. I probably have four or more videos on and probably five walking around the area and also something like that. doing updates about every month of this construction here for some missionaries we are flying to build three houses, two of them are almost finished, they just started on the last one, that's the entire floor so you can start getting up for the four walls and once they understand it, they can really take off, we have three more flights tomorrow and then I'm done until next week, so I really need to have these things.

I'm glad we're In fact, I can consider that they cut it to the wrong length, about 6 inches, so we had to stack the wood strategically so I could hang it over the top of the coat rack because I can't let it sit. the coat rack because our coat rack only allows 200 pounds and I would have about 1000 pounds on that edge, so we had to build it and then let it hang. I can see the ridge all the way to that little hole, but like I said it's just not worth getting in there to potentially find out that I don't have enough room to turn around.

I'm very heavy so my turning radius will be huge compared to if it were empty and it takes extra time. 2 minutes to go up to increase my safety, so that's what we're going to do. I'm now at 8,900 FT, so I think 95 should get me over that Patreon page. I forgot to mention if you are a flight fan. Post I've had like hundreds of these flights there with similar maps and landing maps and things like that so you guys can recreate a lot of my flights and places like Yawan and other places. I also have some downloads for you. available so you can put them on micro Microsoft Flight Sim some of them on xplane too so check it out and if you don't know how to fly I have a Kodiak course to teach you how to fly the Kodiak so really everything if you really want to get started to get involved in the flight simulation, okay, look at that 9,400 feet, it looks like we found a hole, we're almost ready to immediately head back down, so I'm going to put my Tor back at 1250. it wastes extra fuel and I have a feeling we might have to walk a little further that way, so I don't know if you guys can see this or not, but we might have to go up this valley and around that corner to get there.

Just because the clouds kind of come down this ridge here because there's a lot of clouds here today that built up in the last hour over the clouds, now there's a lot of left rudder pressure on our way down, I pulled the power out and we're going down, the speed is increasing, so we need less and less correct pressure. Let's check our fuel selectors, our brakes are good, our launch is off, what's our train awareness, our vref, we've already checked that, but let me check it. once again we hit 74 knots so I'm going to add two knots to that because it's a sloped runway and I found that two knots works best on top of VRE that way it allows you to even out the slope before widening and if you don't add them you try match the slope and the flash and everything happens at the same time and you just hit the ground really hard, it looks clear enough to go over these clouds, but What we're going to do is slow down at a 45 angle °, so if we cannot pass safely, we will still have an easy exit on our left, we will go 10°. fins up a little bit that will slow us down this will just give me more time and space to think as I'm entering the clouds we'll go 20 degrees fins we're going to slow down on the way down probably about 90 knots which is our terrain configuration Fair enough, we have an easy exit here on the left if I don't see enough on the other side, butI'm 99% sure that the valley will be open here because look Up here, to the left or right of this Cloud, are our 90 knots.

I'm just adjusting my speed with my power. Okay, yeah, I can see everything just fine, so now we're getting engaged. This will save me going around again. about 2 or 3 miles downhill, I really hope there are no clouds at my base, if we have to go around we can handle up to four knots of tailwind. The winds are coming in this direction, so we should have no tailwind, but basically level I wings. I'm going to check the runway for obstructions. Kids, animals, stuff like that. I could see and after almost the Wings level, after about a second, I'll be engaged, which means I have to land no matter which kid runs in front of me.

Either I will crash into it or I will have to crash myself because I no longer have enough room to get out of this valley because it is too tight, our propeller and harness are complete. These things are a must for single pilots, especially if you don't fly that often, you're training, anything else that just really, anytime I mean, I fly every day and I love it because you don't have to use a checklist on paper and, um, it's a visual thing, a gum check is not a visual thing, it's an oh, where am I again?

This allows you to bounce around and not miss anything, okay, let's do 10° 10° flaps looking at the smoke down here, kind of like my windsock, it's not really doing anything up here, we're six knots behind me, we should go down to the next one. a Z should drop to zero knots once it is close to the ground at 861 November. Tango echo on the Y and report after landing, decelerating to 96 knots in our downwind direction, which is basically parallel to my base, heading toward 5,300 feet, bracing myself. to do a 180 back there is 5396 knots we are going to add power, maintain altitude and accelerate here until we say 1.4 nautical miles and we will do a 180 there 1.2 1.3 my turn 1.4 the full flaps checklist is complete.

I do not do it. I don't adjust my power, I'm on my turn, I have full flaps, that slows me down, so I'll go down to 86 knots on my turn, so I'll shoot base 7 6 final. I'm going to Let's reduce the power a little bit, we want 4850 over the top of this last ridge and we're going to slow down to 81 knots going over the ridge and we're good like one or two knots, they're negligible, they got the right rudder pressure before start our slow speed. down for final deceleration to 81 knots and then 76,500 final 83 knots there's 81 knots power off turn right start trimming back that's right Rudder pressure goes to 76 there's our 76 bring our power back a little to maintain that 76 pitch is Stay the same five knots crosswind to the right, not headwind and we are committed 26 600 in The descent going down to 550 R Looks good, not crosswind 500 iol flaps low up Me I'm going very far to the right because it's very smooth here add some power and let's go Mars B 8861 November Tango echoes on the ground now and cancels SAR no Echo there Landing fuel 650 like I said stay tuned until the end I'm going to do a lapse of time back to gooka now it's noon others are waiting thanks for watching us