Video: MD11 landing higher than we can fly.

[Garfly]

An excellent movie of a Lufthansa jet landing into Quito

 

(elev. 9,500 - right on the aerodynamic landing limit for the airliner.)

 

 

 

[hihosland]

Have lander a Skyranger at Leadville Colorado

 

Just on 10000. Ft amsl

 

No problem for the little plane that made 14,000ft over the pass on the way in.

 

I believe that they used to operate a regular Airline service to Leadville using twin Otters

 

 

[tillmanr]

I have flown into La Paz in Bolivia,13300ft high, but not up front. Amazingly fast touchdown and big braking. My Kitfox would have a nosebleed trying to get that high.

 

 

[tillmanr]

Also, I was passenger entering into Quito on a night flight when we required a missed approach. The interesting house lights above you lose some fascination as you have to climb some and then loiter/circle waiting for the visibility to improve. These guys earn their dollars and my admiration

 

 

[Garfly]

Yeah, interesting that they have to lower the cabin pressure rather than increase it on descent into those places.

 

Of course, quite a few ultralights and LSAs are capable of getting up that far; just that, as RAAus, we're limited to 9.5 for cruisin'.

 

There are some pretty high strips in PNG (though not in the South American league).

 

I think Keglsugl in the Simbu province is around 8.5.

 

There may be higher ones, these days.

 

Mt. Willhelm tops out at 15,000ft.

 

 

[Garfly]

High DA for the rest of us:

 

 

 

[KRviator]

And, for those that haven't seen it yet, what happens when you get it wrong trying to take off again!

 

 

 

[Garfly]

Yeah, a graphic lesson on performance calcs.

 

Here's another classic, on adding healthy margins, even when you've done 'em:

 

 

 

[facthunter]

With a high ambient at places like Hotham you will get high DA's. Teheran and some place in Africa is at about 10,000 feet AMSL. You should be able to LAND at ALMOST absolute ceiling but you have to have some margin. What bothers you is tyre speed which is in real speed not airspeed and aerodynamically you can't extend much flap to slow up and still be able to climb on one engine if the worst happens. Aircraft at those heights use a small flap setting for take off and have nosewheel brakes fitted and V1 is really high.Nev

 

 

[Geoff13]

Watched it from start to finish and totally enjoyed.

 

I got a buzz when he took over manual and the co-pilot sat back folded her arms and said have fun.

 

 

[hihosland]

In an earlier post I recalled landing a Skyranger at Leadville Colorado.

 

what follows is a repost for your entertainment of another's experience in the very same aircraft that I flew.

 

Not new but a good read never the less

 

=============================

 

This was written by a good friend of the owner/builders, Rod Raleigh, in march of 06. At this point David the owner was still a student pilot.

 

David says " Rod spent quite a bit of time testing and training Dad, myself and the plane, since his first flight of "Gizmo" in Nov. 05.

 

He posted this letter to the Skyranger group, a few days after. There pics on the group site, called "Gizmo" goes to Leadville."

 

A

 

I've been a silent observer on this list for about 8 months now - I figure it's time to weigh in with my story.

 

A little over 1 year ago, a dear friend of mine told me that he and his dad were going to build an airplane. Actually, it was his dad's idea; since he was approaching the octogenarian milestone of his life, Elton deemed it necessary to try something "out-of-the ordinary". Both men had some recent flight training, but neither had soloed, so they asked me if I would help them with the "pilot perspective" of the project. I readily agreed and thus began my introduction to the SkyRanger.

 

During my first visit to their workshop (April 2005), father and son proudly displayed what looked like 1000 pieces of assorted aluminum tubing and a pile of cloth that reminded me of my grandmother's sewing room. I found myself concerned that I was expected to eventually take this collection of parts aloft and return with a report on how it flew - perhaps I had been a bit too eager to volunteer as test pilot. My worries soon vanished when I realized that this pile of "airplane parts" would take years to assemble into any such craft that might take flight, and by then I would be "unavailable"; or so I thought.

 

Three weeks later, Dave called me and said, "Hey, why don't you come down to the 'hangar' and sit in the plane. We want to make sure the seat is set right and the control stick falls in a comfortable position for you." I was flattered by the concern, but I couldn't imagine why they would waste time to mock up a cockpit for control position. (Dave works a full time job and only builds airplanes during evenings and weekends.) I obliged and made a date to visit. At this visit, I saw a very complete fuselage & empennage sitting on its gear with seats, floorboard, pedals and control stick mounted. "Holy crap - these guys are AP's in disguise with a Boeing assembly line as backup! They might really pull this gig off - now what do I do?"

 

Over the next several months, I visited the "hangar" a few more times. Not so much as to help build the airplane, but to help build my confidence. I bounced in the seat, I twisted the framework, I thumped the fabric, I rocked the wings, I wiggled the ailerons, I ran the motor, I did what I could to find fault in this airplane, yet it escaped my search. Instead, I became more impressed with the SkyRanger's ruggedness and its airplane qualities - "Did you see the size of those flaps? I know some 'real' planes that would like to have a set of those!" I had grown fond of "Gizmo" and now found myself eager to fly the little bugger.

 

On November 7th, 2005, "Gizmo" took to the air. After a few adjustments to trim and rigging, I was flying hands off and enjoying the incredible view! In less than 8 months, a non-pilot, first-time-AC-builder, while-working-a-day-job, father-son team, built a SkyRanger. A rock solid aircraft that flew like any "real" airplane should fly.

 

Since November, we have been occupied with the usual (and not so usual) flight-testing and proverbial "tweaking". It was the events of the past few weeks that moved me to write these accolades of the SkyRanger. Please note: I did not pick this airplane, it picked me; I therefore have no actions to justify.

 

"Gizmo" is powered by a Rotax 912 (100hp) turning an IVO Medium 3 blade ground adjustable prop. It has a BRS emergency chute, the 20 gallon fuel tank, clear coat on all the fabric (top & bottom), full electrical with mode C transponder, ICOM panel mount transceiver, strobes, position and landing lights - it weighs in a tad heavy. I bring about 215 lbs to the equation - okay, I weigh in a tad heavy too. Our home field is 6,200 MSL.

 

March 17, 2006 - After doing a few maximum performance take offs, I decided to explore "Gizmo's" service ceiling. OAT was 50 degrees F on the surface. While climbing through 7,000 MSL, the airspeed indicated 65 mph and 800 ft/min on theVSI. At 11,000MSL the VSI was registering 500 ft/min. By 15,000 MSL the climb rate had dwindled to 200 ft/min. The VSI was still indicating a positive 100 ft/min when I had to turn around at 17,700 MSL; I was fast approaching the boundaries of heaven, and you need God's permission to enter in. I took pictures of the altimeter - I didn't think anyone would believe me; after all, I was solo. The climb to 15,000ft. (from 7,000ft) took me just under 18 minutes - that works out to an average of 450 ft/min. For all practical purposes, 15,000 ft MSL will clear most everything we have in Colorado with safe margin. (Side note: I've tried the same stunt in my 230 HP "Spam-can" - I got bored hanging on the prop at 16,500 MSL and never went higher.)

 

March 25, 2006 - Clear Colorado sky, wind calm, a great day for some dual cross-country. Elton and I load up the SkyRanger with 11 gallons of fuel, 445 lbs of organic material and head out! Pikes Peak is due west of our field, rising to 14,300 ft. We veer a few degrees north and level off at 10,500. Our destination, 83 miles distant, is Lake County Airport; just outside of Leadville Colorado. Immediately east of Leadville is a mountain ridge that reaches up to about 12,000 ft. Elton eases "Gizmo" up to 13,000ft. MSL to "avoid leaving tracks in the snow". We drop down into the valley and set up right traffic for RWY16. Lake County Airport holds the grand honor of being the highest airport in North America. At 9,927 ft.MSL, Lake County is not for the faint of heart. In the thin mountain air, the stick is full aft as the SkyRanger settles nicely onto the runway.

 

The ramp is vacant except for a covered 182 and a gleaming RV-4. We meet the pilot of the RV in the pilot lounge. "What is that you're fly'n? A Kit Fox? An Avid?..A what? It's made where?" "You know, gettin' in here is the easy part, it's the leavin' that bites ya. You might have trouble gettin' out in that little plane this afternoon."

 

(Does that smirk come with the RV kit or is it a special order item?)

 

If you ask, the nice folks at the FBO will present you with a "Certificate of Pilotage" just for visiting via an airborne vehicle. Elton handled his certificate at if it might break. He carefully stowed it away flat, so as not to mar it with a crease or wrinkle. The courtesy car was out of service so we headed back out to the ramp - tummies a grumbling.

 

Headwinds had hampered our westerly travel so we opted to add some 100LL before heading back. We back taxied on RWY16 to take advantage of its full length. If we couldn't fly out of ground effect, I wanted enough runway to land again and exercise plan "B". After run up, we deployed flaps and fire walled the throttle. Unbeknownst to us, a gallery of skeptics had gathered outside the FBO to watch our departure. No doubt they were eager to see us wallow down the runway, struggling for altitude. We waved as we passed the FBO - with 1/3 of the runway behind us, we were at 50ft AGL and climbing. ASOS announced density altitude at 10,900 yet we were climbing at 300 ft/min with 2 fat boys and ? fuel on board! By the end of the runway we were 200 ft AGL and still climbing. I had Elton lower the nose just so we could watch for traffic. I'm sure our grins were visible from the ground. For the rest of the trip home I sat in disbelief. I just couldn't believe how "Gizmo" launched off that high runway at near gross.

 

Those of you that are flying SkyRangers know the outstanding performance these aircraft offer - my story only confirms what you already knew. Those of you that are straddling the fence, I urge you to fly a SkyRanger. My first impression of the SkyRanger was that it was a mediocre ultra light made for the flat lands; it had no real business in the high country. After riding "Gizmo" through the gauntlet, I have the utmost confidence in the capabilities and performance of the SkyRanger. I'd take it anywhere. I'll race an RV to 300 ft AGL any day of the week!

 

There are new challenging fields on my wish list to visit - places that I never would have considered before I met "Gizmo".

 

If you happen to be in the Rocky Mountain region, give Dave & Elton a call (719-661-3615), they'll set you up with an incredible ride in a SkyRanger.

 

Rod Raleigh

 

SkyRanger convert