Good morning and welcome back to the
vlog we're here in Wewak Papua New
Guinea this morning and my name is Ryan
we just finished loading up the kodiak
with around 500 kgs worth of cargo so
it's pretty full up today so let's go
ahead and get started and be on our way
for a 35 minute flight out to Yombaitok
All right let's flip our taxi light
on and get going we're gonna go ahead
and call up for our flight following
which is our SAR here at Papua New
Guinea I can get them on our VHF first
Madang 126.7 NTK taxi
morning NTK taxi Wewak Yambaitok
1 POB
no traffic, NTK all stations wewak 126.7
NTK will be back taxing
runaway 10 for a  departure to the south not
above 9000. Get those birds out of here
alright no traffic but i'm going to check
anyways I don't see anybody on the right
I don't see anybody on the left back
taxi normal a 10 and our outbound track
today 1 6 4 now that we're on
the runway strobe on landing light on
and put our landing or a correction are
taxi light into pulse mode and it just
makes it pulls back and forth it's
supposed to help with the birds and make
us more visible but I don't know
alright they'll give us our area qnh
here shortly but I'm gonna go ahead and
put up my local qnh which is altimeter
setting at 20 feet above the ground or
more let's just 0 so 1 0 1 2 is all our
altimeter setting for this morning and
that way if anybody else does come in
and more than likely to be asking what
the local qnh is like give that to them
all right normally I do my my checklist
stuff before I get on the runway but
there's nobody here today so fuel caps
and selectors are good our controls are
good we'll turn Betty off because we're
gonna be heading over these mountaintops
fairly close to on the way out of here
wwhich is an instruments 9000 and
9er thousand on the our altitude
going out we are sixty three hundred
pounds today so rotate at fifty nine and
we'll set up our Vref in case we did have
to come back in for any recent emergency
whatnot 69 knots flaps are set at 20
indicated and verified the trim has been
set up before not fifty knots by the
1000 foot marker will full reverse heavy
braking flaps up if we're going off cut
off cut off pull off and shut off and
crack our doors embrace if we can and
after takeoff pitch for 85 consider EPL
consider feather left hand turn
immediately to the beach be full flaps
hit my emergencies crack my doors masters
off and if I can remember to give them a quick call
alright ignition lights and Inlet are
done our taxi is complete we're 27 degrees
out today so we'll go up to 25 at
sea-level 1680 so 50 pound of torque
below that because as we start rolling
it's gonna increase because the air is
flowing in now into the intake so go
1634 for 1680 rotate 59 so ignition
condition pushing up really slowly so
doesn't have a spike in our ITT flaps 20
fueling harness is complete all right
1630 for 1680
airspeed is alive continuing there's 50
there's 59 and rotate
So this morning we've got storms all off
the coast about five miles or so it's
been lightning and thundering all
morning long I looked at my Windy app
this morning just to verify that's not
gonna be coming in at all today just
because I have to go out to Yambaitok
and come out of there with my absolute
minimum fuel back here because we have a
pretty steep take off penalty and I'll be out of
there 360 kg we have to reduce our
loading by got six seven guys coming out
of there so I want to be able to get out
of there as light as I can looked at my
windy app that's what we use here for
our weather for a forecast to be because
there is nothing here Papua New Guinea
so it looks like all the rain and stuff
is just gonna stay out there just kind
of just stay along the coast as which it
does here a lot all right so I've
already reduced my flaps and I reduce my
prop down to 2,000 rpm and which brings
my ITT right at 720 degrees Celsius make
my right-hand turn out put my engine
Inlet back to normal my igniters are
turned off and climb on course and I go
ahead and call up my flight following
let them know when I departed. Madanga 126.7 NTK departure
NTK departed Wewak
time 08 tracking 1 6 3 on climb
Niner thousand ETA Yambaitok 43
1011 6538 Yambaitok NTK
For today's climb out I'm going to just climb out
right around 115 knots
it's gonna give me my fastest climb as
far as my speed goes I don't really care
if I get to my altitude as fast but it's
just gonna keep me out there a little
bit quicker then what we're gonna be
doing is we have our ITT set up right as
close to as we can to 720 and our prop at
2,000 rpm and at sea level we're also
watching our torque because our torque
can go into the yellow at sea level
pretty easily if you just get right at
740 get over a tiny bit over 740 now your
torque is also going to be going into
the yellow but the higher we go up we're
not going to be as concerned about our
torque getting into the yellow we're
just gonna be concerned about our ITT
I've got a weather report out here at
Yambitok this morning they say
it's beautiful weather which is great
many times in the morning they have fog
that runs down the valley and just kind
of goes over the end of the airfield for
maybe 15 minutes and then it flows off
it's clear for the half hour another one
comes in so I'm really hoping that
when we get out there today
that it's perfectly clear and I don't
have to worry about it because today I
have brought out my minimum fuel my VFR
fuel you get out there and get back with
my reserve so I thought I'd go over our
auto pilot we have the S-tech auto pilot
here this kodiak this is the kodiak 100
the very first version so I think the
newest ones out there have I believe I'd
be wrong but I think they have the new
Garmin
auto pilots which are pretty awesome
this one works fairly well the the yaw
dampener on it
doesn't work at all really it just sits
there and sways back and forth but let
me show you how I set it up so today I
have it in heading mode I don't even
have my altitude select on or my
vertical speed button clicked at all just
because it doesn't have a airspeed hold
for climb it just has the vertical speed
So if you set it up for 800 like we're
going right now like 700 feet per min
it's just gonna hold that
vertical speed going up but then your
airspeed is gonna continue to go down
the higher you go up so it's super
annoying to have to click it down and
keep watching air speed as you're
climbing up and keep messing around with
that so I just fly on my heading mode or
my nav nav which is gonna basically fly
the magenta line your course going out
wherever you're going I just do what I'd
head I just set up my trim and trim it
out for whatever speed up going at today
I'm at 113 knots climbing out it's just
gonna hold that really really well once
I get really close to my actual course
then I'm going to hit my nav nav button
I hit a twice and then what its gonna do
is it's gonna connect in with my course
what I like to do is I like to wait till
basically I'm off of course myself I
twist my heading button so that I can
really really slowly get into it
especially when I have passengers I want
my flights to be as smooth as possible
just so that when they fly with me they
love flying with me because it's a
really smooth flight and I want to do
any jerking around and I don't like
setting up the autopilot far out for nav
nav because once you get within like a
quarter of a mile or eighth of a mile or
something they're just jerks the plane
and wants to connect to your course at a
thirty degree angle and super irritating
so I basically just fly all the way
until I haven't connected with my course
and slowly slowly even out and then once
I'm on the course then I hit my nav  nav
and then it just connects with it you
can see at my altimeter is flashing
right now once we go through our 7000
feet we have it set up on our GPS as a
reminder that we need to switch to our
area QNH so if we have our local QNH for
the airport or altimeter setting for the
actual airport we set that up but then
once we go out they give us area QNH that
they have all the airplanes flying on in
this area and she's already given me
that this morning as one1011.  I
also set up my secondary altimeter
setting over here
In case I were to lose both of my
computers.  all right we've got 500 feet
or to climb as I get 200 feet before my
desired altitude you're gonna hear it
big like a buzzer that's gonna let me
know that I'm 200 feet before my desired
altitude at that point I'm going to hit
my vertical speed and my altitude select
at the same time and then it will even
it's ill level off right at 9er thousand
so that was the buzzer but he made up
200 feet to go I'm gonna hit my vertical
speed in my altitude select and now it's
gonna just go ahead and level off. 
 We are leveled off at 9,000 now
I'm gonna go ahead and bring my power
lever back which is bringing my torque
back to 1250 for my cruise port and my
prop doesn't change at all when I bring
my torque back it just remains at 2,000
rpm and then my ITT just also comes back it's
below 700 so once it starts getting over
700 then I'm now limited by my ITT
rather than my torque so if I if I was cruising
at it like maybe 14,000 feet then I
would be limited to my ITT of 700 and my
torque probably around maybe 1100 or
something we're gonna go ahead and bring
up the strip chart for Yambitok
So Yambitok is 510 feet elevation
Oh
when we get closer I'm going to set my
altitude select at 1500 feet from my
pattern altitude we'll be landing on
runway 2 1 it's a one-way airstrip going
right into a mountain so we're only
gonna be landing on runway 21 the
length is 527 meters and at 0.7% slope
and it says it's uncertain to slope
direction it's pretty much flat that's
less than 1% so it really doesn't even
apply but there is a for takeoff though
there's a side slope at the top of the
runway which is a huge pain because
what happens is as you start your planes
wanting to turn off to the left already
from all of your torque and every all
your P factors and then you also have a
side slopes so you're kind of just
tapping the right brake as you're
taking off we should just slowing you
down and there's already a pretty big
penalty here so and they don't cut the
grass very well out here so it's fairly
short at just 530 meters and a lot of
times we'll have kind of quartering tail
winds a little bit on takeoff once we
get past like the pre quarter mark it
opens up once you see what I'm talking
about once we get there so I'll brief
my go around once we get there but
this is just gonna be before the river
we're gonna make a left-hand turn out
and just continue on up the valley it
shows actually a 180 but we're just
gonna continue on up the valley because
it goes a long ways and then eventually
we'll turn back around it enter it to
the circuit again we're ten minutes out
now at 28 miles to run I've already got
set up my descent angle so Betty's
gonna let me know my top at descent here
shortly and what I'm gonna do is just go
ahead and put my altitude select down to
my pattern of 1500 and that's just
gonna bring all those boxes all the way
down alright so I have it set up for 800
feet for a minute on my descent and what
that does is you can see that little
cyan arch right there and that lets me
know where I'm going to reach my out to
whatever I have into my my altitude
select it's gonna show me where I'm
gonna get to that altitude so if I'm
past it I just kind of increased my
vertical speed to 800 now and it's gonna
bring that little blue cyan back to
where I want it
yes flying with the g1000 definitely
does make things a lot easier when I
flew the GA-8 the air van here had
to do all these calculations in my head
and all this stupid mad and when I first
started doing I was also doing it with
this because I didn't know about that
feature and now I just set it up and
it's just so much easier so frees up my
mind for thinking about more important
things like flying right now that we're
coming in I'm gonna go ahead and start
up my checklist our selectors and our
brakes are good we're gonna turn Betty
off this week I'll be coming into low
terrain and she'll just say terrain pull
up a whole time gonna head over to our
aux page we're at 6150 we're gonna be
landing at 7 minutes so just bring our
weight down to 6100 because it doesn't
tell us our landing weight for these bush
locations regular like Wewak and Goroka
it will actually tell us our estimated
landing weight at these places it
doesn't so 6100 down here gives us a V
ref of 68 knots
so let's set up our Vref to 68 knots
our lights in an LED we're now 2-0 miles
out get flip our pulse light on and our
landing light on we'll do our bypass
here shortly
we're over 140 and someone asks in a
comment a few videos ago why we wait til
140 before we do our bypass because it's
actually not in the Kodiak Airport or
airplane flight manual but the reason
being is because years ago when we first
got them we just do it at any speed
and one of the little push rods that
actually moved actually it actually
moves the bypass got bent and we thought
it might be because we are going too
fast so that's why we just have a
company SOP that says 140 is all we can
do our engine Inlet and that's that's
why we do that if you're looking to find
that you'll never find it we'll do our inlet here shortly our abort like I
said earlier just before the river we're
gonna power up 20 degrees of flaps pitch
for 73 knots and make our left-hand turn
out up the valley super easy it's just
all pretty much the same altitude so it
can be really a like a really late go
around if we need to.  All station Yambaitok 126.7  Kodiak
November tango kilo 1 0 miles to the
north
passing 4700 on decent , circuit Yambaitok time 41
alright we're also gonna do 128.5 because we're kind of right on
the border for that VHF frequency as
well all stations Yambitok 128.5
Kodiak NTK 10
miles to the north passing 4200
Yambitok circuit 41 all right where
are eight miles out I'm gonna go ahead
and set my autopilot back up to heading
mode so I can hit my OBS button and
twist this to runway 2 1 0
as you can see it puts this really cool
line on the screen and that lets me know
the direction of the runway at all time
because a lot of our patterns are not
quite standard little nice square
rectangle boxes it's kind of going at at
different angles to different little
ridges and stuff and sometimes you can't
really see the runway at any time so
sometimes it's down in the jungle trees
are high so it's really nice just to be
able to see that and actually look on my
OBS and see exactly in my parallel on my
perpendicular with the runway so also
what I do is a autopilot off I'll turn
my heading bug perpendicular so this one
doesn't only matter because at no point
will we actually be be fricken
perpendicular to the runway but that way
if I'm I can fly directly perpendicular
to the runway really easily without even
seeing the runway at any time so nice
little things you can set up and
actually utilize what the g1000 will
allow you to do really easily all right
four miles out gonna go ahead and call
up my SAR I can land for sure so the
next 6 5 3 8 November tango kilo in the
circuit yup I talk cancels our
no pulsations up my talked up in
particulars at the circuit help my dog
novelizations 128 does alive November
dingo kilos and the circuit yeah by
Tucker
perché and 140 so we're gonna go ahead
go 5 pass that is complete broadband
harness our complete our SAR is complete
going to 1500 our pattern altitude
advisory just letting us know that we
are now well that's on the circuit so
138 knots 10 degrees of flaps for our
first notch I'm going to fly around the
valley right over top of it that way I
can look down big good indication of
what the ground is they just sent me in
a thang saying it was nice out but I was
just in here laughing hundred it looks
like it's dry doesn't look like they've
cut it anymore they seem to wait till
it's super high and then I have to cut
the whole airstrip by hand with nine
like Bush knives it's a huge huge job
and that's why they don't do it very
often and then they just burn off all
the remaining grass clippings right
flaps to go 68 file 78 on page 18 on
downwind there's 150 feet yet to go for
our altitude for our circuit I have my
torque right now at 470 450 so usually
and this usually in the circuit if you
want around 100 knots
set it up around 800 foot on a tour and
then kind of on approach and stuff I'm
gonna set up usually around 400 to 450
if you are flying the simulator and
we're shooting for 88 knots and around
1,300 feet I that hill in front of us
20 degrees of flaps and slowing 288
knots
I'll get my whole circuit I'm gonna be
pitching for my airspeed and my power
for my altitude so I want my speed Oh
Josh it's unreal to pitch for it and
then adjust with my our lever for my
altitude to recorrect for whatever I
just adjusted for right so I'm gonna go
out one point basically just pass this
little hill right in front of me one
point three nautical miles that gonna go
which i think is one point four there's
one point four I'm gonna go ahead and
turn my base which is kind of an ugly
face and a final it's gonna be a really
short final and we're looking for nine
hundred feet at a specific tree as where
I'll turn my final so I'm looking for 78
knots at this point full flaps checklist
is complete now we're going to this
specific tree at nine hundred doesn't
really matter it's usually nine nine I'm
not gonna worry about my all-time under
setting if it is off or anything I just
know I need to go to that tree all right
we're gonna turn final in the sixty
eight knots
all right turning final one to 68 knots
if I've not Soph of our left or 68 knots
150 on the descent before knots off the
left
all right we're committed to land
alright looks like I better be staying
in the center when I take off the grass
is high everywhere else I don't have to
talk to him about getting that cut
because that's that's not gonna work in
the future for us anyway so guys this is
young boy talk thanks for coming along
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well again thank you for taking the time
to watch and have a wonderful day
alright cuz I put on the side slope here
I'm gonna go ahead and turn my fuel off
up here 20 degrees of flaps down get a
air turned off lights all the fuel pump
off ox bus generator
and cut off guys see you next time
