A CLOSE CALL! - Low Level Wind Shear and Stall on Takeoff

Summary

The pilot recounts a turbulent flight from Tacoma Narrows Airport to Packwood, Washington, on July 16, 2020. Despite safe landing, takeoff was fraught with wind shear issues and severe turbulence due to mountainous terrain. The video offers a dual perspective analysis, including a point-of-view camera and wing-mounted camera, detailing the stall warnings and fluctuating airspeed. Post-flight analysis covers weight and balance, density altitude calculations, and performance data, emphasizing the perils of valley flying in summer.

Takeaways

• 🛫 The flight took off from Tacoma Narrows Airport to Packwood, Washington, encountering turbulence during landing but managed to land safely.
• 🌬️ Wind shear and turbulence occurred during takeoff due to wind gusts of 27 knots and mountain-induced turbulence near the Packwood area.
• 📸 The pilot recorded the takeoff with a camera mounted on the left wing and a point-of-view camera for detailed flight analysis.
• 🚨 The stall warning horn was triggered multiple times due to sudden airspeed losses caused by wind shear during takeoff, especially near the treetops.
• 🛰️ The flight path was programmed into the ForeFlight app, showing a 77 nautical mile route with an estimated time of 49 minutes and fuel burn of 8.6 gallons.
• 🌄 Packwood Airport is surrounded by mountains, and the winds coming from the southwest created severe turbulence as they funneled through the valley.
• 📈 Windy.com was used for flight planning, showing real-time and forecasted wind speeds. However, it couldn't predict the impact of local terrain features on turbulence.
• ⚖️ Weight and balance data were reviewed, showing the plane was well within its weight limits, but density altitude increased to 2,580 feet, reducing climb performance.
• 🛬 The plane’s climb performance was degraded due to wind shear, with the vertical speed indicator fluctuating between flat to 400 feet per minute before stabilizing.
• 📊 After analyzing the flight, the pilot concluded that taking off at a different time of day with more stable air conditions could have avoided the turbulence issues.

Q & A

When did the pilot experience the flight with turbulence and wind shear?

The pilot experienced the flight on July 16, 2020.

From which airport did the pilot take off and where was the destination?

The pilot took off from Tacoma Narrows Airport and the destination was Packwood, Washington.

What kind of weather conditions were reported during the takeoff?

During the takeoff, the wind gusts were reported at 27 knots and there was a lot of turbulence coming off the mountain and interacting with the trees and other terrain features in the valley.

What was the total flight distance and estimated time for the flight?

The total flight distance was 77 nautical miles and the estimated time was 49 minutes.

What was the fuel burn estimated for the flight?

The estimated fuel burn for the flight was 8.6 gallons.

What tools or apps did the pilot use for flight planning and analysis?

The pilot used apps like Windy.com for weather information and ForeFlight for flight planning, weight and balance data, density altitude calculations, and airplane performance data.

What was the airport's elevation and its impact on the flight?

The airport's elevation was 1057 feet. The density altitude at the time of takeoff was calculated to be 2580 feet, which significantly affects the climb performance of the airplane.

What was the rate of climb performance of the PA28140 under normal conditions?

Under normal conditions, the rate of climb performance of the PA28140 was about 700 feet per minute.

What was the pilot's total takeoff weight and center of gravity?

The pilot's total takeoff weight was 1787 pounds, and the center of gravity was within the acceptable range as indicated by the weight and balance data.

What were the wind conditions like at the time of takeoff according to Windy.com?

According to Windy.com, the wind velocity on the ground was about 7 to 10 knots, but it showed 27 knot gusts, which is what was experienced just after takeoff.

What was the pilot's conclusion about the flight and what would they do differently next time?

The pilot learned a great deal from the flight and concluded that they would not take the flight under similar conditions. They would choose a more stable time of day like early morning or a time of year with more stable air, avoiding summer midday flights.

Outlines

00:00

🛫 Turbulent Takeoff Experience

The pilot recounts a turbulent takeoff from Tacoma Narrows Airport to Packwood, Washington, on July 16, 2020. Despite experiencing significant turbulence and wind shear, the flight landed safely. The video includes an analysis of the takeoff with footage from a camera mounted under the left wing and a point-of-view camera on the pilot. The wind gusts were reported at 27 knots, causing severe turbulence due to the interaction with the mountainous terrain and trees in the valley. The pilot also discusses the flight route, distance, estimated time, and fuel burn, as well as a post-flight analysis covering weight and balance data, density altitude calculations, and airplane performance data.

05:01

🌬️ Analyzing Wind Shear with Windy.com

The pilot discusses the use of the Windy.com app for flight planning, especially for airports without a weather station. The app provides real-time wind velocity and direction data from various weather stations. The pilot uses the app to analyze the wind conditions during the flight, which were characterized by 27-knot gusts causing wind shear due to the surrounding terrain. The pilot explains how these conditions affected the climb out after takeoff, leading to a fluctuating airspeed and multiple stall warnings. The app is also praised for its weather prediction features and its ability to provide information from nearby weather stations.

10:01

📊 Weight and Balance Considerations

The pilot reviews the weight and balance data of the airplane, which is crucial for flight planning. The data includes the pilot's weight, fuel, flight bag, and baggage, resulting in a total takeoff weight of 1787 pounds with a center of gravity within the safe envelope. The pilot uses the 'in flight' app to calculate this data and compares it with an external weight and balance calculator, finding them to be consistent. The pilot also discusses the importance of considering density altitude during flight planning, which affects the airplane's climb performance. The density altitude at the time of takeoff was found to be significantly higher than the airport's elevation, which was crucial for understanding the airplane's performance.

15:02

📈 Climb Performance and Wind Shear Impact

The pilot examines the airplane's climb performance using a rate of climb chart for the PA28140, considering the airplane's loaded weight and the density altitude at the time of takeoff. The expected climb rate was around 700 feet per minute, but the wind shear conditions significantly affected this performance. The pilot uses track lock data from the 'for flight' app to illustrate the impact of wind shear on the climb out, with the airplane initially struggling to maintain altitude and experiencing periods of no climb or even a loss of altitude. The pilot also discusses the airplane's airspeed and vertical speed indicators during the takeoff, highlighting the moments when the stall warning activated and how the climb performance normalized after reaching about 500 feet above ground level.

20:05

🚀 Recovering from Wind Shear and Updrafts

The pilot describes the airplane's recovery from wind shear and the subsequent encounter with updrafts. After experiencing a significant wind gust that triggered a stall warning, the pilot chose not to pitch down to recover airspeed but instead leveled the nose to regain airspeed and resumed a normal climb. The vertical speed indicator showed fluctuations from zero to over 1500 feet per minute, indicating the extreme turbulence. The pilot emphasizes the importance of maintaining airspeed in such conditions and not relying solely on pitch changes to recover from stalls. The video analysis helped the pilot understand the need for caution during takeoffs in turbulent conditions and the importance of being prepared for rapid changes in wind direction and speed.

25:09

📚 Lessons Learned from the Flight

The pilot reflects on the lessons learned from the flight, emphasizing the value of video analysis in understanding the dynamics of wind shear and turbulence. The experience prompted further research into weight and balance data, density altitude, and their effects on climb performance. The pilot concludes that the best course of action for future flights would be to avoid flying during times of unstable air, such as midday in the summer, and instead choose more stable times like early morning or different seasons. The pilot expresses gratitude for the learning experience and hopes to apply these lessons to future flights, ensuring safer operations.

Keywords

💡Turbulence

Turbulence refers to the irregular and disordered movement of air masses, which can cause an aircraft to experience sudden and sometimes violent changes in motion. In the video, the pilot describes experiencing significant turbulence during takeoff and landing, particularly due to the interaction of winds with the surrounding terrain. This keyword is central to understanding the challenges faced during the flight.

💡Wind Shear

Wind shear is a sudden change in wind speed or direction over a short distance. It can pose a significant hazard to aircraft, especially during takeoff and landing. The pilot discusses wind shear issues after takeoff, where the aircraft's airspeed was drastically reduced, triggering stall warnings. This concept is critical to understanding the severity of the situation described in the video.

💡Stall Warning Horn

The stall warning horn is an auditory alert in an aircraft that indicates an impending stall, where the wing is no longer generating enough lift to keep the aircraft in the air. The script mentions the horn sounding multiple times during takeoff, underscoring the precariousness of the flight conditions and the pilot's need to respond quickly to maintain control.

💡Density Altitude

Density altitude is the pressure altitude corrected to standard atmospheric conditions (International Standard Atmosphere) and is used to determine an aircraft's aerodynamic performance. The pilot calculates density altitude and discusses how it affects the aircraft's climb performance. This term is key to understanding the technical aspects of the flight planning and the challenges faced during takeoff.

💡Valley Flying

Valley flying refers to the practice of flying within a valley, which can present unique challenges due to the potential for increased turbulence and wind shear. The script describes the pilot's experience with valley flying and the specific conditions encountered, such as severe turbulence and wind gusts. Understanding valley flying is essential to grasping the environmental factors at play during the flight.

💡Takeoff Performance

Takeoff performance is the ability of an aircraft to become airborne and climb to a safe altitude within a specified distance. The video script details the pilot's analysis of the aircraft's takeoff performance, which was significantly affected by wind shear and turbulence. This keyword is important for understanding the technical challenges of the flight.

💡Weight and Balance

Weight and balance refers to the distribution of an aircraft's mass and how it affects its flight characteristics. The pilot discusses checking the weight and balance before takeoff, which is crucial for ensuring the aircraft's stability and safe operation. This concept is integral to the pre-flight checks and the overall safety of the flight.

💡POV Camera

A POV (Point of View) camera provides a first-person perspective of the events being recorded. The pilot mentions having a POV camera mounted on them, which allowed viewers to see the instruments and experience the flight from the pilot's perspective. The use of a POV camera is significant for providing an immersive and educational viewing experience.

💡Windy.com

Windy.com is a weather forecasting website and app that provides real-time wind, weather, and ocean data. The pilot uses Windy.com to analyze the wind conditions before and after the flight. This keyword is important for understanding how pilots utilize modern technology for flight planning and weather analysis.

💡Rate of Climb

Rate of climb is the speed at which an aircraft increases its altitude. The script discusses the aircraft's expected rate of climb and how it was affected by wind shear and turbulence. Understanding rate of climb is crucial for evaluating the aircraft's performance during takeoff and the challenges faced by the pilot.

💡Terrain Features

Terrain features refer to the physical characteristics of the land, such as mountains, valleys, and trees, which can influence wind patterns and飞行条件. The pilot describes how the terrain features around the airport contributed to the severe turbulence experienced during takeoff. This keyword is essential for understanding the environmental factors that impact flight safety.

Highlights

Pilot experienced severe turbulence and wind shear during takeoff from Packwood, Washington.

The pilot had a camera mounted under the left wing and a point of view camera on himself for dual perspective analysis.

Stall warning horn activated multiple times during the critical phase of takeoff.

Wind gusts in the area were reported at 27 knots, causing significant turbulence.

The most dangerous takeoff the pilot had ever experienced due to severe turbulence and wind interaction with terrain.

Pilot analyzed weight and balance data, density altitude calculations, and airplane performance data post-flight.

The pilot used an app called windy.com for pre-flight planning and weather analysis.

Windy.com provided real-time wind velocity and direction data from numerous weather reporting stations.

The pilot discussed the importance of considering density altitude when planning flights, especially in mountainous regions.

A detailed weight and balance analysis was performed using the in-flight app, revealing the plane was well within operational limits.

Pilot demonstrated how to use the weight and balance calculator within the in-flight app.

Track lock data from the flight was used to analyze the plane's climb performance and the effects of wind shear.

The pilot discussed the airplane's stall speed and how close they got to it during the turbulent takeoff.

A 3D replay of the flight from the in-flight app showed the altitude and ground speed during the critical takeoff phase.

Pilot learned the importance of selecting more stable air times for flights in valleys to avoid dangerous turbulence.

The pilot concluded that he wouldn't have taken the flight given the knowledge of valley flying dynamics he gained.

Transcripts

yesterday july 16 2020 i took a flight

from tacoma narrows airport to packwood

washington

and on landing i experienced a lot of

turbulence we got down on the ground

safely and shortly thereafter we took

off and that's where we experienced our

wind shear issues this video

includes a lot of analysis but it starts

with

simply with the takeoff so you'll just

see in real time

what we experienced on takeoff i had a

camera mounted under the

left wing and also had a point of view

camera mounted on me the pilot

so you get to see it from both

perspectives you're going to hear the

stall warning horn come on

a couple of times during takeoff very

close to the treetops

the wind gusts in the area were reported

at 27

knots and there was a lot of turbulence

coming

with the winds coming off the mountain

and interacting with

the trees and other terrain features in

the valley

so it made for the most dangerous

takeoff that i've ever experienced

if you're interested in seeing the

post-flight analysis that i did which

would include weight and balance data

density altitude calculations and

airplane performance

data and then i'll reshow the video and

stop it at certain points and talk about

what was going on with the airspeed and

the vertical speed indicator

and where and why we were experiencing

stalls

so if you want to see that portion stick

around if not you can just watch the

take off itself

and see what was happening with the

airplane as we barely made it above the

treetops

this is the route of flight that i

programmed into four flight departing

packwood arriving tacoma narrows

the total flight distance is 77 nautical

miles

estimated time 49 minutes and fuel burn

8.6 gallons

let's zoom in on packwood and take a

look at some of the surrounding terrain

as you can see it sits in a valley

surrounded by mountains

on this side to the west 5442

southeast 5980 to the east 6754

so it's completely surrounded by

mountains the winds yesterday were

coming from this direction

from the south west and then as they

come

over this mountain right here sky

mountain they

come down into the valley causing severe

turbulence

in the trees and other features down

here in the valley around the airport

[Applause]

okay pov cam on check check check

feet and speak valves trim

setting neutral that

flight controls right aileron left

aileron

elevator flight controls free and

correct directional gyro re-checking

going 2-9 or 0-2-9 or zero set

artificial horizon

that altimeter set to field elevation

fuel quantity

the efficient and balanced

primer is in and lock mixture full rich

and 1800 rpm

[Music]

good drop back to both rp check

light drop scene oil pressure fuel

pressure oil temperature

ferro suction gauge in the green and

pecking title

going rpms back to 1000

ammeter check with load new pump and

landing light on

transponder squawk altitude

radios and avionics on its debt

for flight

landing light is on strobe rotating

beacon on flap set for takeoff cabin

door

latch tops bottoms window secure

selector timer is on

and switching thanks

right tank set

time is noted

[Applause]

ipad graphite connection and we are

connected

backward traffic cherokee 7428 romeo

taking off runway 1-9

straight out departure backward traffic

okay we have a slight crosswind the left

variable

to hold the flight controls to the left

okay feet off the brakes full power

engine instruments in the green power

available

for takeoff airspeed indicator is alive

looking for 75.

up on 70. off the ground

[Music]

me

[Music]

so

here's an app i find extremely useful

for flight planning purposes

especially when there's an airport that

does not have a weather station

on the airport itself this is an app

called

windy.com up here in the search bar

i'm going to go ahead and type in

packwood which is the airport that we

departed from

in lewis county and we're going to go

ahead and click on that and as you can

see it shows the wind velocity and

direction

and it's gathering its information from

numerous weather reporting stations in

the region

now this isn't the conditions as they

existed yesterday when i took off

this is current conditions this is a day

later so the

speeds and directions aren't necessarily

going to be relevant

let's go ahead and zoom in on the

airport itself

and as you can see it's showing the

direction of the wind and it's

pretty similar to the direction

yesterday it was coming over sky

mountain

and cougar rocks right here and then

coming down into the valley here

and just above the treetops it was

swirling around

on the ground itself it was seven to ten

knots

from variable from about two zero zero

to one seven

zero which favored runway one nine that

was great

the problem started when as soon as the

airplane got above the treetops

and all that swirl started to happen

windy.com

yesterday around the time of takeoff

reported the wind velocity

again on the ground about 7 to 10 knots

but it showed 27 knot gusts

and that was what we experienced just

after takeoff

now that would be fine if the wind gusts

were generally coming from our direction

into our direction of flight

but unfortunately that wasn't the case

the wind was swirling around and so

what would happen is on climb out that

wind would come in behind the airplane

essentially wind shear caused by the

surrounding terrain

and now all of a sudden you would go

from a fairly steady

air speed of 85 and then you would have

this 25 knot gus come in behind you

and it would shear 25 knots off your air

speed

and which place the airplane into

its stall speed and that's why you were

hearing the stall warning horn and the

stall warning light was coming on

on climb out and that fluctuated several

times

pretty much above the treetops until we

got about five or six hundred feet agl

so those were the conditions we

experienced

i highly recommend windy.com especially

again

when flying into an airport that doesn't

have a on station weather

and especially if you're flying in the

mountains

one of the cool things about the app if

you look down here at the bottom

it also gives you a prediction of

weather and wind speed and direction

throughout the day going on into the

next two days

current conditions are indicated right

here

and as we can see right now the wind

gusts are already

around 17 knots as we get

more toward the middle of the day you

can see it picks up to 26

27 knots and that's what we're

experiencing yesterday

right about here 27 knot winds and if

you're interested to know

where it's getting its information from

in terms of weather you click right here

the nearest weather stations and when

you click on that you can see

it brings up a number of weather

stations including right in the town

itself

so this is a fantastic planning tool

wendy.com and that's what we used

yesterday

but unfortunately you can't predict

what the winds are going to be doing as

it interacts

with trees and other terrain features in

and around the airport

that's where we experienced our wind

shear yesterday

another thing i'd like to take a look at

in for flight if you go down here where

it says

more and click on weight and balance

right here

now this is bringing up the performance

profile of the airplane that i have

programmed into it you can program in

any number of airplanes and you put in

its performance profile

enter in the information that's relevant

to your flight right here and it'll give

you your weight and balance

data so yesterday i

it's just me on board 190 pounds

no co-pilot had 36 gallons of fuel

in the passenger seat i had my flight

bag i estimate that at 10 pounds and

then in the baggage area i had about 20

pounds

that's just a maintenance kit and some

other stuff that i have in there

and it shows your total takeoff weight

which is 1787 right here

and uh it gives your center of gravity

loaded as you see it right here

and as you can see we're well within the

the center of gravity

um envelope and i'm going to go ahead

and bring up here

the weight and balance calculator that i

also use

and all the data here matches exactly

what for flight does so that's a really

fantastic tool

in for flight that i uh refer to

every time i load the airplane for a

flight

in addition to the weight and balance

data for the airplane in terms of climb

performance we also have to consider the

density altitude at the time of takeoff

now when planning a flight you can

always go to four flight bring up the

airport

click on weather and then as you scroll

down here it shows you the density

altitude

right here in in this case at this

moment

it's 273 feet but since i had to do a

look back at what the conditions were

yesterday

i brought up this information on the

internet so this is a terminal area

forecast for yesterday july 16

21 35 zulu which is the time we took off

this is the nearest airport kilopapa

lima

uniform which is thunfield in pierce

county washington

so at the time of time of takeoff we

were showing a barometric pressure of

30.02 in inches of mercury

and the temperature dew point spread was

26 16

celsius then i went ahead and entered

that data

into this calculator so we have a field

elevation

at the airport in packwood of 1057 feet

air temperature 25 celsius altimeter

setting 3002 in inches of mercury

and dew point in celsius is 16. when we

click calculate

we see that the density altitude of the

airport is actually 2580 feet

that's what the airplane sees based on

all of the conditions

whereas the elevation the airport is one

thousand fifty seven

so we see we have about a fifteen

hundred foot difference

which also affects the climb performance

of the airplane

now that we know the density altitude of

the airport we can take a look at a rate

of climb chart for the pa28140

this is based on two different weights

1950 and 2150

the loaded weight of the airplane as we

saw earlier is

rounded up to 1800 pounds so we're going

to go with the 1950 pound which is the

solid line

the density altitude the airport is

rounded up to 2600 feet so that puts us

about right here at 2600

and we take that all the way across to

the solid line

and we show about a 700 foot per minute

climb performance

again given the weight of the airplane

and the density altitude at the airport

at the time of takeoff

which is normally a good rate of climb

but factor in the wind shear conditions

that we experienced

and you saw the results of that and

we'll take a little bit of a closer look

what you're seeing here is track lock

data from yesterday's flight taken from

for flight and we're going to go ahead

and play this

in 3d the things to pay attention to

here are our altitude

in msl and then our ground speed

unfortunately there's no way for

for flight to portray airspeed keep in

mind that

there were some strong headwinds and so

the ground speed

at times is going to show a low number

but

this will show how the climb out

performance was affected by the wind

shear

so pay particular attention here to the

altitude as we climb

out this is being played at normal speed

this is our take off roll

as you see the ground speed increasing

1057 is the altitude of the airport

so you'll see just when we left the

ground right there

the climb out was decent initially we

got just barely above the tree level and

then we experienced the stall warning

horn

which was clearly evidence of a wind

shear or wind gusts coming from behind

the airplane

and the climate performance was greatly

degraded as you'll see in the video

we'll zero in on the

air speed indicator and the vertical

speed indicator there were times when

the climate was nearly flat

to maintain a v y climb

then all of a sudden when we got about

roughly 500 feet hel

the climb out normalized the wind gusts

subsided and it was a fairly normal

climb out after that in fact i

experienced this

strong updraft after getting above about

500 agl where the airplane was climbing

better than the thousand feet per minute

i maintain a stall speed table in the

for flight checklist

so if we click on more and go to

checklist we'll see that for this

airplane with zero degrees

bank angle and no flaps the stall speed

is 64 miles per hour

this is based on a fully loaded airplane

of 2150 pounds

below this airspeed the airplane is

unable to maintain lift

here we are lined up on runway one nine

getting ready to take off

under normal circumstances given the

weight and balance data for the airplane

and the density altitude for the airport

we would expect a rate of climb of about

700 feet per minute as you'll see

just as we get above the treetops that

climb performance greatly degrades

and a couple of times we experience the

stall warning

we're going to freeze the video a couple

of times and we'll look at the

vertical speed indicator the air speed

indicator and talk about what was going

on at those various times

during takeoff full power

mention instruments in the green power

available for

takeoff airspeed indicator is alive

looking for 75. everything's normal up

to this point

as soon as the we get off the ground

though you'll see a strong wind gust

push us

way off center line so i'm correcting

for that now

okay right there you hear the stall

warning horn

it gives just a really quick blip now i

want to go back a few frames just to see

what was going on there

so right now i'm going back i want to

see what's happening with that airspeed

indicator

why did that happen and i'm not really

sure because i'm not seeing the air

speed degrade

to the point where it should have gone

into a stall

so we're going back we're going back a

few frames

i see it probably right around 70.

so i'm not really seeing anything that

would give me an indication of why that

came on

nonetheless though it did come on so at

least for a very brief moment that wing

lost lift let's go ahead and resume the

video

i was definitely a little concerned when

i heard that and very focused on what

was going on

so let's take a look at the vertical

speed indicator so normally right here

we're at a vy climb speed of 85

we should be expecting about 700 feet

per minute

but we're barely seeing one maybe 200

feet per minute on climb

out and as you can see there's some

pretty tall trees just ahead of us

see the airspeed indicator is very

erratic right there

we get a full-blown stall warning all

right so let's go back a few frames and

see what was happening

with the airspeed so here we're going

back

we were at a normal v y climb of 85

and then it went down to about 62

miles per hour and that happened in less

than one second

so we had about a 20 mile per hour swing

in airspeed in less than one second

and so we went from a normal vy climb of

85

to below stall speed in the clean

configuration

and so you can see how that triggered

the stall warning light

and horn and i knew that i didn't have a

lot of altitude to play with

so instead of pitching down to recover

that air speed

i just leveled the nose let it regain

air speed

and then resumed a v y climb at 85.

so they were back at a normal v y so

again

the if you look at the the the speed we

have here it is fluctuating

probably between somewhere between 75

and 90.

again that's due to the wind gusts

but the vertical speed indicator is

going from zero to

maybe 400 there's zero

so we're flat

so it went from flat to about five or

six hundred feet per minute

and these tree tops are not very

far below us here we might have 50 feet

above those treetops and that obviously

had me concerned

see that vsi it goes flat it goes up to

about 400 feet per minute

and right about here you see we're

getting kicked all over the place

but right about here when we got to

about 500

now look at the vertical speed indicator

we're about

400 agl right here maybe 450 agl

the vertical speed indicator goes from

flat to about three maybe four hundred

feet per minute

all the way up to above a thousand feet

per minute all in a couple of seconds

and right there you'll see it goes to

fifteen hundred feet

per minute now i didn't change the pitch

attitude of the airplane at all

so clearly what we were experiencing

before

was a down draft and now we're

experiencing a significant updraft

so again no change in pitch attitude and

we went from a vy climb of 85

up to 100 and 1500 feet per minute

in rate of climb

so there at vy we're at 1500 feet per

minute right now on climb out

now it's going back down to a thousand

now we're going to see it normalize

as we get out of that mechanical

turbulence so there's about what we

expected 700 feet per minute

is a normal climb out at vy speed right

here of 85

full power engine instruments in the

green

power available for takeoff

airspeed indicator is alive

looking for 75.

up on 70 and off the ground

[Music]

me

so

[Music]

so in conclusion what did i learn and

what would i do different next time

well i learned a great deal this flight

allowed me to analyze some video footage

from both the pov camera and a wing

mounted camera

the pov camera was able to see the

instruments i was able to associate what

i was seeing there

with the stall warning horn and when

that occurred

and so it was an invaluable experience

for me it also caused me to

go back and do some research on weight

and balance data

and density altitude and the effects

that those are going to have on client

performance

and i was able to put all of that stuff

together and learn a great deal

the simple answer to uh what i would do

different

is i wouldn't take the flight now that i

understand

the dynamics of valley flying and

the summertime temperatures and winds

and the effect of those winds

accelerating over the mountains down

into the valleys and the turbulence that

they cause when they interact with

terrain features

and trees and that sort of thing i would

select the time of day when the air is

more

stable like early morning or a time of

year when you typically experience

more stable air and do the flight then

instead of a summer

midday flight it's one thing to look at

the weather

and see wind direction and speed it's

another to experience

the types of turbulence that i

experienced on this flight

and as you saw from the video there were

times when the airplane was not only not

climbing it was losing altitude

and at times even dipping below its

stall speed while trying to clear

trees at the other end of the runway

so i hope that you were able to learn as

much as i

learned from this experience i

appreciate you joining me and i hope to

see you again next flight

[Music]

do

[Music]

do

[Music]

[Music]

do

[Music]

so

[Music]

oh

[Music]

[Music]

you