I did this exact type of trip in 1971 in my 1967 M20E. I left from Bolder, Co and went to Las Vegas, NV, then back again a few days later. It's a magnificent trip and indeed beautiful scenery.
I see a young man with those accomplishments and wonder if he knows how lucky he is. But even at that age, it isn’t luck that got him there. Must be good parenting and some natural gifts
Rapidly rising terrain, high angle of attack for the climb, slow flight, wing loading , getting boxed in, downdrafts, steep bank angles and accellerated stalls are high risk items when approching in this manner. All these factors can = rocks in the cockpit. Stay safe my friends
He appears to be properly using ridge/valley/ridge drainage systems rather than GPS direct for good orographic lift a bit later in the day and good thermal lift off the rocky ridges in the sun this early. Yes, he had the power to climb up in the big parks, but was also skilled in the "in the mountains" type flying. Notice that even with 200 hp he used good energy management free ground effect energy to accelerate all the way to near the end of the runway on takeoff. Too many from lower elevations leave this free energy unused by pitching immediately to Vy pitch attitude when at Vy airspeed. Often they get just high enough to kill themselves in a stall/fall from too little altitude to recover from an inadvertent stall. At Monte Vista at 7611 MSL in the C-140 I taught in, free level in low ground effect energy was at least half of my total energy available on takeoff and using both orographic and thermal lift was the only way I could cross the high passes with the fuel available to get to the next fuel stop in strong afternoon winds up high. Notice how he hugs one ridge, the one with updraft from wind energy later in the day but with thermal energy off the rocks this early. In the mountains flying is maneuvering flight, where horizontal space available is usually far less than vertical space available. This makes the 1 g turn of any bank angle (don't pull back on the yoke) the safe way to turn back down drainage. The target of this turn is the bottom of the drainage, way down there, and not the opposite ridge which is very close. Good job guys. Yes, very scenic.
Could you put me in contact with Eli? I'm about to finish PPL and looking to do some mountain flying and also buy a mooney (hence how I came across your video!). Just an hour away and looking for some mooney mountain time.
This looks fun but not too smart, At the Altatude ALT you are flying at, if the plane has any engine trouble your dead. Not enough ALT to get out of the mountains and find an off-field landing spot just dead. I would ever fly and single-engine Engine plane like this so low to the mountains just not smart you are playing with fire. A bush plan can land safely about anywhere so yes I would take a bush plane up there but a general GA plane no way in hell. I would use oxogen and fly over the mountains all day but I would be up over the mountain a good bit if the mountains are at 14k you need to be up to give yourself some room to get out if you find trouble with the plane up there. A plane is not a toy, every flight should be planned for safety There are many risks to flying, If you are a good pilot you plan your flight for safety, you also took another human up with you now his life is in your hands. All I am saying is flying so close to the mountains is not that smart in a single GA plane, Also you did not have oxogen, at 14k you might be okay but it can hit you faster than you think.
not even sure he was legal. At least 500ft above terrain VFR, 1000ft IFR, 2000ft in mountains, and not closer than 600m to any obstacle. Besides, that approach was waaaay too low.
He is skilled in "in the mountains flying." Too many not so skilled end up, "the air just slammed him into the ground." No the air does not go into the ground. A 2,000 fpm downdraft bottoms out/compresses at 200' or so in my experience. I will pitch down and fly through it quickly rather than pitch up to think I might maintain altitude. I would not maintain altitude in a normally powered trainer airplane. I would more likely stall/fall and they would say the air just slammed him into the ground. In a Taylorcraft I went from 7500 to 13,500 in about a minute. In a Tri-Pacer I went from 13,500 to 200 in about a minute. One of our Hueys at the Army's Mountain Flying School at Ft. Carson went from 7,500 to 17,500 in a minute at flat pitch. We got oxygen like the zoomies after that. God is bigger. You don't have enough engine to safely fly over the mountains GPS direct while not having any "in the mountains" flying training and experience. I agree about oxygen. If he can afford that Mooney, he can afford the oxygen.
Never had any issue with my Mooney idling like shit, but I do have one with the O360. Usually people complain about the hot start with the IO360, never heard complaints about idling. Maybe his idle mixture is set incorrectly?
I've heard half and half. Some guys say it never happens. Others say it does. I've actually had pretty good luck with 360s. And they're fantastic engines.
agreed...waaay too close to letting terrain rise up to meet the plane if any power loss, same with the long flat approach. Lack of judgement in both seats.
Yeah you aren't supposed to approach a peak from below and hope your plane can climb over it 😂 a couple of people in a bonanza died doing exactly this out of Aspen a few years ago
Well said I just commented on this video. gave him some shit since no one else was. This was not smart at all. Flying that close to the mountains if any trouble comes there are just dead, not enough alt to get out and make an off-field landing just dead. Get some oxogen and fly up over the mountain okay, but that flight was just an accident waiting to happen agreed.
The basic level in low ground effect takeoff is critical in lower powered airplanes at high DA. In powerful airplanes like his, it is only critical when it is critical. But if we have already climbed through all those thousands of feet of free ground effect energy, it is too late now. The altitude gained by the end of the runway from pitching immediately to Vx or Vy, neither of which are appropriate on long runways, is just enough to kill in the stall/fall that comes from the three second delay after engine failure. In maneuvering flight, all mountain flying in small airplanes, airspeed and not altitude is life.
I did this exact type of trip in 1971 in my 1967 M20E. I left from Bolder, Co and went to Las Vegas, NV, then back again a few days later. It's a magnificent trip and indeed beautiful scenery.
My favorite plane in MSFS. Great vid, Thx.
I see a young man with those accomplishments and wonder if he knows how lucky he is. But even at that age, it isn’t luck that got him there. Must be good parenting and some natural gifts
Rapidly rising terrain, high angle of attack for the climb, slow flight, wing loading , getting boxed in, downdrafts, steep bank angles and accellerated stalls are high risk items when approching in this manner. All these factors can = rocks in the cockpit. Stay safe my friends
He appears to be properly using ridge/valley/ridge drainage systems rather than GPS direct for good orographic lift a bit later in the day and good thermal lift off the rocky ridges in the sun this early. Yes, he had the power to climb up in the big parks, but was also skilled in the "in the mountains" type flying. Notice that even with 200 hp he used good energy management free ground effect energy to accelerate all the way to near the end of the runway on takeoff. Too many from lower elevations leave this free energy unused by pitching immediately to Vy pitch attitude when at Vy airspeed. Often they get just high enough to kill themselves in a stall/fall from too little altitude to recover from an inadvertent stall. At Monte Vista at 7611 MSL in the C-140 I taught in, free level in low ground effect energy was at least half of my total energy available on takeoff and using both orographic and thermal lift was the only way I could cross the high passes with the fuel available to get to the next fuel stop in strong afternoon winds up high. Notice how he hugs one ridge, the one with updraft from wind energy later in the day but with thermal energy off the rocks this early. In the mountains flying is maneuvering flight, where horizontal space available is usually far less than vertical space available. This makes the 1 g turn of any bank angle (don't pull back on the yoke) the safe way to turn back down drainage. The target of this turn is the bottom of the drainage, way down there, and not the opposite ridge which is very close.
Good job guys. Yes, very scenic.
Textbook example of a properly executed High DA takeoff. Good job man !!
This is why I'm a student pilot right now.
does this motivate you to fly or does not?
This is exactly what motivates me to fly.
Could you put me in contact with Eli? I'm about to finish PPL and looking to do some mountain flying and also buy a mooney (hence how I came across your video!). Just an hour away and looking for some mooney mountain time.
Absolutely , shoot me an email or dm on insta.
This looks fun but not too smart, At the Altatude ALT you are flying at, if the plane has any engine trouble your dead. Not enough ALT to get out of the mountains and find an off-field landing spot just dead. I would ever fly and single-engine Engine plane like this so low to the mountains just not smart you are playing with fire. A bush plan can land safely about anywhere so yes I would take a bush plane up there but a general GA plane no way in hell. I would use oxogen and fly over the mountains all day but I would be up over the mountain a good bit if the mountains are at 14k you need to be up to give yourself some room to get out if you find trouble with the plane up there.
A plane is not a toy, every flight should be planned for safety There are many risks to flying, If you are a good pilot you plan your flight for safety, you also took another human up with you now his life is in your hands. All I am saying is flying so close to the mountains is not that smart in a single GA plane, Also you did not have oxogen, at 14k you might be okay but it can hit you faster than you think.
not even sure he was legal. At least 500ft above terrain VFR, 1000ft IFR, 2000ft in mountains, and not closer than 600m to any obstacle. Besides, that approach was waaaay too low.
He is skilled in "in the mountains flying." Too many not so skilled end up, "the air just slammed him into the ground." No the air does not go into the ground. A 2,000 fpm downdraft bottoms out/compresses at 200' or so in my experience. I will pitch down and fly through it quickly rather than pitch up to think I might maintain altitude. I would not maintain altitude in a normally powered trainer airplane. I would more likely stall/fall and they would say the air just slammed him into the ground. In a Taylorcraft I went from 7500 to 13,500 in about a minute. In a Tri-Pacer I went from 13,500 to 200 in about a minute. One of our Hueys at the Army's Mountain Flying School at Ft. Carson went from 7,500 to 17,500 in a minute at flat pitch. We got oxygen like the zoomies after that. God is bigger. You don't have enough engine to safely fly over the mountains GPS direct while not having any "in the mountains" flying training and experience.
I agree about oxygen. If he can afford that Mooney, he can afford the oxygen.
Never had any issue with my Mooney idling like shit, but I do have one with the O360. Usually people complain about the hot start with the IO360, never heard complaints about idling. Maybe his idle mixture is set incorrectly?
I've heard half and half. Some guys say it never happens. Others say it does. I've actually had pretty good luck with 360s. And they're fantastic engines.
My 67 F idles just fine. Never had an issue
As a mechanic i can tell your idle mixture needs setup and your fuel nozzles could probably use a good cleaning
14,000 and no O2?
13,800 and for 15min before we headed back east in a decent.
When you live at altitude, your body doesn’t feel the effects as much. I routinely cruise at 12.5 and climb to 14 if winds are higher in the Rockies
Nice flight! What peak was casting that shadow?
That is longs peak :)
Which pass did you cross through?
Accident waiting to happen.
agreed...waaay too close to letting terrain rise up to meet the plane if any power loss, same with the long flat approach. Lack of judgement in both seats.
Yeah you aren't supposed to approach a peak from below and hope your plane can climb over it 😂 a couple of people in a bonanza died doing exactly this out of Aspen a few years ago
Well said I just commented on this video. gave him some shit since no one else was. This was not smart at all. Flying that close to the mountains if any trouble comes there are just dead, not enough alt to get out and make an off-field landing just dead. Get some oxogen and fly up over the mountain okay, but that flight was just an accident waiting to happen agreed.
How much is per hour on this bird?
I'd say with fuel and maintenance combined maybe $130 hr
How the hell does an 18 year old afford those ratings and a plane?
Uber eats pays well.
daddies money 100%
No radio?
Yes it has radios and adsb-with mode c. We were just testing how quiet it was In the plane with no headset for part of this flight.
Wow, that was flat and low takeoff!
Pitching for that 90kt climb out 🤣
The basic level in low ground effect takeoff is critical in lower powered airplanes at high DA. In powerful airplanes like his, it is only critical when it is critical. But if we have already climbed through all those thousands of feet of free ground effect energy, it is too late now. The altitude gained by the end of the runway from pitching immediately to Vx or Vy, neither of which are appropriate on long runways, is just enough to kill in the stall/fall that comes from the three second delay after engine failure. In maneuvering flight, all mountain flying in small airplanes, airspeed and not altitude is life.