Additionally... there is a wealth of info at backcountrypilot.org , particularly in the forums.

As for piloting, I found this book to be valuable for different insights..

https://www.amazon.com/Contact-Flying-J ... g=btalk-20

Best,

Tom

There's a couple guys in Missoula with the extra wings on the nose. They get up here a few times a summer practicing. One of the guys somehow keeps the plane on the ground for 1500 feet before lifting off.

interesting discussion on the VGs - exactly what I have seen over at BackCountry forums! Was hoping there might be some more definitive answers here.

No to worry - before I actually go do anything crazy in the back-country (besides flying into a grass strip) I will get some good training on that. I’ve done a fair amount of flying in and around the sierras and now the rockys, but not at low level.

I looked at an aircraft with the canard, but seeing as I will be training my two boys in this (I didn’t not like the tandem seating in the citabria), I wanted an aircraft that will show them the stall characteristics they might see in my other airplanes. In my recent sim training in the citation, there was a completely new emphasis on stall awareness and how we deal with them. We actually did stalls (albeit in the sim) in the pattern, on approach, and on takeoff, etc. That is new - they used to be done at higher altitude. Given the raft of stall/spin accidents i still see, I want that to be able to deal with it (and it is good training for me to be training them).

Given the chance that I won’t be doing super hard core back country ops, I still want the large tires. I just think they look cool and I really don’t mind if it impacts cruise speed a bit (because if I want to go any appreciable distance, I will use another aircraft).

This aircraft will be based up in Utah, HCR, with an altitude of almost 6,000 ft (before density altitude).

I don’t think that you need the larger wheels/tires for maintained grass and dirt strips. Have been into a number without problems here and in Mexico. It is more about technique than equipment.

The bigger wheel/tires are good for unmaintained strips and gravel bars with larger rocks and holes and ditches. For these I would think twice about it...

Best,

Tom

I found Contact Flying to be mildly helpful, and not particularly well written.

In contrast, the new book by Amy Hoover is, in my mind, an instant classic for anyone wanting to get into mountain or canyon flying.

https://www.amazon.com/Mountain-Canyon- ... g=btalk-20

Agreed

All the videos I have linked below my signature here are with 8:50s on the mains and 8:00 on the nose. But you don’t even need that on 90% of the strips here. I saw little difference with VG s. I saw a much bigger difference with sportsman stol but as discussed, you don’t need any of it. You already have the best mod.....the big engine. That makes a huge difference.

I hate the standard back seat. Get the jumps.

Today at sulphur Creek was a disaster. Saw one horribly close go around and two planes on final get cutoff accidentally and dramatically by super cubs.

Get training, go in with somebody first or at least watch a video of the approach for any of these strips.

Nothing but nothing substitutes for seeing it before you do it.

I don't think it is a need...

I have a pair of Goodyear 26 blimp tires in the hangar - would be nice to use them...

Agreed on all points on the training.

-Jason

Installed and tested several before and after Horton STOL and VGs. The Horton kit increased climb and gave super solid slower speed. The VGs have a nuisance factor but are good for slower speeds and slow the aircraft in all regimes at all times. However speed is not an issue with wheel pant removal and fat tires. Having both is a belt and suspender waste of money. Either one will take you to the limits of the HP available to keep you from falling out of the sky. In my opinion the best bang for the buck of any modification is the installation of flap gap seals on the Cessnas. Closing off that hole gives an extra 100ft/min climb and helps with a slow nose high approach.
With my 1956 C172 and full Horton kit I was able to do slow crabbed turns to keep the wheel out of the photos with door off and cameraman sideways in seat above Mount San Jacinto(11,400). Albeit in winter at sunrise before thermal activity. Typical flight would be two to three hours with stall horn blaring in tight turn cameraman giving directions 100to 500feet depending on shadows and the geologists specifications for that area. We would meet him at a Highway Patrol gravel strip near the photo site. Remove door and fly to the depicted areas. For the mountain shots we just departed from home base in the dark and arrived on site at altitude wearing ski gear wind breakers for warmth. Just some of what can be accomplished with the STOL kit.

I will be the first to agree that Jim the author of Contact Flying could use a good editor. But his book is not directed at Mountain Flying... And for me, it challenged some mainstream beliefs.

I will get the Hoover book based on your recommendation. Thanks

Tom

For that matter wheel pants are Ok for maintained grass and dirt strips too. I did all the grass and dirt strips with fairly low wheel pants. No damage but you need to be vigilant for rocks. With wheel pants and ROP, I can do 154 knots and that makes a big difference while traveling far away from home vs 130-135 knots without wheel pants. My plan is to develop a fast on and off kit for my wheelpants. A kit of bags, hardware and speed tools.. Next on to do list.

The only time I mangled a wheel pant was when I landed on the paved (well sorta) runway at the L94, Tehachapi glider port. The tow plane declared an emergency and told me to get the f#@* off the runway. I immediately left it into the weeds. The berm was a bit much and the bottom of one of my wheel pants scraped and needs some fiberglass work. Not a big deal.

Blue skies,

Tom

Given you have an IO-520-D

Don’t think I’ve seen Engine Monitor mentioned anywhere yet ?

A great Engine Monitor would be a priority, right after the BAS Harnesses, before, or a part of any avionics

It actually has a brand new JPI-830 but that will be coming out when I install the G3X Touch (with EI).

The 182 has the air duct hanging on the airbox, which in turn works the rivets that connect it to the carb. Every legacy 182 I’ve checked has loose rivets in this area. There is a stiffener kit available that is an easy install and works great. Not sure if this will apply to your upsized engine.

I will be the first to agree that Jim the author of Contact Flying could use a good editor. But his book is not directed at Mountain Flying... And for me, it challenged some mainstream beliefs.

I will get the Hoover book based on your recommendation. Thanks

Tom