WebRuss
Well-Known Member
- Joined
- Jun 14, 2013
- Messages
- 990
- Reaction score
- 199
This article is part 2 of a multi-part review of our summer trip from Florida to Idaho then out to Tillamook Oregon then east to NYC then South to Tennessee then home to Florida.
Day Four July 13th
We set out early from our hotel, drove the courtesy car back to the airport and departed from Payette. Actually had no problem at all taking off as Payette is 2228 ASL and the morning air in the valley was cool with no wind.
For our first landing at Johnson Creek Airport I chose the southern approach. That means I flew southeast from Payette, over Emmett field - S78, turned northeastward to horseshoe bend, then north along the railroad track up to Cascade airport. After that I turned northeastward and followed a road through the notch in the mountain range until I intercepted Johnson Creek. From there I turned north and followed the valley right into Johnson Creek Airport.
The Route on Skyvector:
A brief note on landing at Johnson Creek. The preferred landing runway is 17 as the runway has a 10 degree upwards slope to the south. The canyon walls top out at about 8900 feet ASL but the runway is 4933 ASL. That means you have to fly the pattern at about 5900 feet very close to the runway. When approaching from the south you have to fly the downwind leg very close to the runway and very close to the trees in the canyon. For a first-timer this was intimidating! I found myself watching the trees and the altimeter and struggling to find the altitude that felt safe.
The landing pattern cannot be squared out like we might do back at home. I flew the plane north bound past the field to what is designated as the widest part of the canyon. At this point did a descending 180 degree turn to the left as I added flaps. This did not allow me to descend enough and I was high on final. This is a common rookie mistake. When I was abeam the numbers I should have been a maximum of 800 feet above the runway, however those trees looked really close at that altitude and I opted to stay a bit higher. To make the landing I did a side slip and held it almost all the way to the runway. My first landing was a bit steep and fast, but the runway is 3400 long so I had plenty of space to let the plane roll and burn off speed.
A couple of other points to consider. I was moving way faster in that thin air. Although my airspeed indicator said 70 knots it was in reality closer to 80 knots over the ground. Things happened fast. The direction of the wind through the canyon that day also created an updraft on my downwind leg. I was reducing power and still climbing. I had to push the nose down and reduce power quite a bit to get down to pattern altitude.
Piper Cherokee landing Johnson Creek Idaho:
[ame]https://www.youtube.com/watch?v=maf5c0C1FSg[/ame]
Once we landed at Johnson Creek. We camped for the next week. The daytime temperature was almost 100 degrees, at night the temperature would descend to about 45 degrees. This made for some cold nights. The good news is that there is a shed full of extra camping gear left behind and donated by other campers so we were able to find some extra sleeping bags!
The scenery here is breathtaking. The mountains are tall and steep and lush with green. The valleys are spectacular as they are full of life and beauty
Our campsite next to the river with all the comforts of home.
Day 8 July 17th
On this day we went to Sulfur Creek ID74, pronounced crick, for the famous $20 breakfast. Had a bit of haze during the flight in that we later discovered was smoke. The breakfast menu is very simple. Yes or no.
I think I hit a gopher on landing. Look and see:
[ame]https://www.youtube.com/watch?v=jpia0apZLGE[/ame]
Sulphur Creek is a fly-in resort with lodge and cabins. The price to stay there was a bit steep, but you do get all your meals included plus a warm comfy bed in a cabin. After freezing a few nights I was tempted to plunk down the cash for a warm bed!
Leaving was less eventful. Here is a video of our departure.
Piper Cherokee Taking Off Sulfur Creek:
[ame]https://www.youtube.com/watch?v=3bwxYWTD9Fw[/ame]
Remember when I mentioned back on day 1 where we flew through some precipitation near KMIO? Well, it seems that precipitation included some very abrasive droplets. The propeller on the plane was stripped nearly clean of all paint on the back side. I made arrangements with a prop shop in Boise Idaho to fix my prop and re-balance it.
On the flight south from Sulfur Creek we flew to KBOI Boise Air Terminal/Gowen Field Airport to get the prop re-balanced. As we traveled south towards the airport the valleys were filled in with smoke and only the very peaks of the mountains were visible.
It was a strange experience to see the mountains this way, as only a few days earlier we saw them quite clearly. This also significantly reduced visibility. As I got closer to Boise I estimate I could see about 3 miles in the smoke, sometimes it was even less.
As I got about 20 nm from KBOI, I radioed approach to gain access to the Class C airspace. I was denied and was told to hold outside the airspace. I ended up flying a little racetrack pattern for about fifteen minutes while I waited. I was then granted svfr access and given a specific altitude and vector to fly. I did not see the actual runway until it was very close. Approach guided me to a left base for runway 10R and then turned me over to the tower.
Piper Cherokee landing 10R KBOI:
[ame]https://www.youtube.com/watch?v=wjje3JhLhZ4[/ame]
The local prop shop kept my plane overnight and the wife and I spent the night in a local hotel. I slept almost 12 hours as sleep out there in the woods was not as warm and restful as I had hoped.
Stay tuned for part 3!
Day Four July 13th
We set out early from our hotel, drove the courtesy car back to the airport and departed from Payette. Actually had no problem at all taking off as Payette is 2228 ASL and the morning air in the valley was cool with no wind.
For our first landing at Johnson Creek Airport I chose the southern approach. That means I flew southeast from Payette, over Emmett field - S78, turned northeastward to horseshoe bend, then north along the railroad track up to Cascade airport. After that I turned northeastward and followed a road through the notch in the mountain range until I intercepted Johnson Creek. From there I turned north and followed the valley right into Johnson Creek Airport.
The Route on Skyvector:
A brief note on landing at Johnson Creek. The preferred landing runway is 17 as the runway has a 10 degree upwards slope to the south. The canyon walls top out at about 8900 feet ASL but the runway is 4933 ASL. That means you have to fly the pattern at about 5900 feet very close to the runway. When approaching from the south you have to fly the downwind leg very close to the runway and very close to the trees in the canyon. For a first-timer this was intimidating! I found myself watching the trees and the altimeter and struggling to find the altitude that felt safe.
The landing pattern cannot be squared out like we might do back at home. I flew the plane north bound past the field to what is designated as the widest part of the canyon. At this point did a descending 180 degree turn to the left as I added flaps. This did not allow me to descend enough and I was high on final. This is a common rookie mistake. When I was abeam the numbers I should have been a maximum of 800 feet above the runway, however those trees looked really close at that altitude and I opted to stay a bit higher. To make the landing I did a side slip and held it almost all the way to the runway. My first landing was a bit steep and fast, but the runway is 3400 long so I had plenty of space to let the plane roll and burn off speed.
A couple of other points to consider. I was moving way faster in that thin air. Although my airspeed indicator said 70 knots it was in reality closer to 80 knots over the ground. Things happened fast. The direction of the wind through the canyon that day also created an updraft on my downwind leg. I was reducing power and still climbing. I had to push the nose down and reduce power quite a bit to get down to pattern altitude.
Piper Cherokee landing Johnson Creek Idaho:
[ame]https://www.youtube.com/watch?v=maf5c0C1FSg[/ame]
Once we landed at Johnson Creek. We camped for the next week. The daytime temperature was almost 100 degrees, at night the temperature would descend to about 45 degrees. This made for some cold nights. The good news is that there is a shed full of extra camping gear left behind and donated by other campers so we were able to find some extra sleeping bags!
The scenery here is breathtaking. The mountains are tall and steep and lush with green. The valleys are spectacular as they are full of life and beauty
Our campsite next to the river with all the comforts of home.
Day 8 July 17th
On this day we went to Sulfur Creek ID74, pronounced crick, for the famous $20 breakfast. Had a bit of haze during the flight in that we later discovered was smoke. The breakfast menu is very simple. Yes or no.
I think I hit a gopher on landing. Look and see:
[ame]https://www.youtube.com/watch?v=jpia0apZLGE[/ame]
Sulphur Creek is a fly-in resort with lodge and cabins. The price to stay there was a bit steep, but you do get all your meals included plus a warm comfy bed in a cabin. After freezing a few nights I was tempted to plunk down the cash for a warm bed!
Leaving was less eventful. Here is a video of our departure.
Piper Cherokee Taking Off Sulfur Creek:
[ame]https://www.youtube.com/watch?v=3bwxYWTD9Fw[/ame]
Remember when I mentioned back on day 1 where we flew through some precipitation near KMIO? Well, it seems that precipitation included some very abrasive droplets. The propeller on the plane was stripped nearly clean of all paint on the back side. I made arrangements with a prop shop in Boise Idaho to fix my prop and re-balance it.
On the flight south from Sulfur Creek we flew to KBOI Boise Air Terminal/Gowen Field Airport to get the prop re-balanced. As we traveled south towards the airport the valleys were filled in with smoke and only the very peaks of the mountains were visible.
It was a strange experience to see the mountains this way, as only a few days earlier we saw them quite clearly. This also significantly reduced visibility. As I got closer to Boise I estimate I could see about 3 miles in the smoke, sometimes it was even less.
As I got about 20 nm from KBOI, I radioed approach to gain access to the Class C airspace. I was denied and was told to hold outside the airspace. I ended up flying a little racetrack pattern for about fifteen minutes while I waited. I was then granted svfr access and given a specific altitude and vector to fly. I did not see the actual runway until it was very close. Approach guided me to a left base for runway 10R and then turned me over to the tower.
Piper Cherokee landing 10R KBOI:
[ame]https://www.youtube.com/watch?v=wjje3JhLhZ4[/ame]
The local prop shop kept my plane overnight and the wife and I spent the night in a local hotel. I slept almost 12 hours as sleep out there in the woods was not as warm and restful as I had hoped.
Stay tuned for part 3!
Last edited:
