Flying M Ranch 1970-2006
Here are some pictures of a famous Oregon Aviation landmark.
Other Flying M Pictures can be found throughout the rest of
Captain Chuck's Excellent Flying Experiences.
Flying M Ranch
is rated 5 hamburgers in the $100 hamburger web page.
On a nice Sunday several small planes and the odd
helo drop in for the breakfast or lunch.
I like to attend the Sunday buffet breakfast whenever I can.
For Easter, Mother's Day, Father's Day, and Thanksgiving.
the Ranch has glorious buffet dinners (left).
Note the chocolate covered strawberries on the lower right of the
picture - the Eighth Original Sin.
The regular Sunday breakfast buffet includes unadulterated
strawberries in season.
With a relatively clear approach, the 2100 foot length
is long enough for vanilla bugsmashers.
Cessnas, Pipers, Ercoupes, and V-Tail Bonanzas
frequent the strip,
even the odd Mooney.
It's rather short for a Lancair IV or the average twin driver,
but twin Cessnas, Twin Commanders, Sky King, and even a DC-3 have gotten
in and out and only one ended up in the river.
Unfortunately, the numbers don't tell the whole story.
It's a one-way strip surrounded by trees and mountains.
It's a piece of cake for a bush pilot.
Unfortunately, pilots used to larger airports
are sometimes
startled into doing
terrible things when trees
get too big too quickly.
Flying M Ranch is popular enough to have a (near) midair.
Sunday June 4 2000 an Ercoupe was on final when Piper started its takeoff roll.
They narrowly averted a midair when the departing plane violently broke right.
The Ercoupe went around, threading its way between the trees.
Some planes are NORDO. Some pilots are NORDO.
The hills affect traffic pattern entry.
The other guy may forget to look for you,
or his sight line may be blocked by trees when he does look.
Keep your eyes out of the cockpit.
There is talk of a world class golf course going in nearby
and the runway being extended to 3000 or 4000 feet to accomodate
upscale duffers.
Please see my suggestions for safer flight at OR05 at the bottom of this frame.
Bryce is a neighbor anyone would be happy to have.
He has many flying stories to tell.
After his first crash, he decided to be more careful who he flew with.
He was not injured in any of those crashes,
none of which he piloted.
Left: Aviation artifacts.
Below: Entrance to the Trophy Room (dining room).
The Lodge is for sale and the Trophies may not remain once the lodge is sold.
Before ever flying there,
I visited this strip a few times by car.
During ground school I considered Flying M my personal
Mt. Everest.
When we studied airplane takeoff and landing performance,
I used the data for the Flying M.
Then I got
my own plane with a nice smooth propeller.
All of a sudden I wasn't
so keen to operate out of this gravel strip.
Neither Hillsboro Aviation, Eagle Flight, nor Bob Stark
will allow their rentals to be flown there
because ignorant pilots are likely to damage props.
When I finally landed at Flying M a year later and 220 hours wiser,
I was careful to avoid traveling over the gravel at
high power and slow speed.
My Skylane has excellent takeoff performance,
and I use some of that margin to advance the throttle slowly until I
build up speed.
(Rocks and debris are less likely to be pulled into the prop
when the plane is moving rapidly.)
The first part of my takeoff roll is on the grass to the side
of the center gravel portion.
Having to pay for maintenance is a disincentive for showing off.
A number of routes can be used flying from Hillsboro
depending on the weather.
Normally I take off from Runway 30 at Hillsboro.
Runway 30 is the safest choice considering the possibility of engine failure.
After climbing to a safe altitude,
I start a gentle turn to the left
until I parallel the county's east-west roads.
This takes me over Ollinger Airstrip OR81 at pattern altitude,
a nice place to be if the fan quits.
(Ollinger is just north of the area shown on the map.)
About the time I pass Ollinger's I level out, throttle back to
20 inches, and pull the prop back to 2300 RPM.
This allows tthe manifold pressure to rise to 21 inches,
yielding 62 per cent power.
I then close the cowl flaps,
and lean the mixture for maximum EGT.
I start the leaning by pulling the red knob out until my extended index
finger just reaches the panel.
Then I fine tune the mixture by turning the veriner.
I keep the carb temperature gauge in my scan.
General paranoia or any drop in MP calls for a shot of carb heat.
This is how the term "auto rough" came about.
When the weather is nice, I might use the route shown in black.
I use a crusing altitude of 2000 feet or so.
The Ranch is at the bottom of one of the wide ravines between the Willamette
Valley and the Coast Range.
The brown clearcut hill in the picture below is the first specific landmark
seen when flying this route.
The metal roof of the stables is normally the first part of the Ranch
itself that I see when flying this route.
Abput five miles out I start reducing power.
One can also find the Ranch by flying the Newberg VOR (UBG) 251 radial.
Sometimes low clouds preclude directly
flying over the ridges between Hagg Lake and
the Ranch.
An alternate route
follows Highway 47 from Forest Grove,
through Gaston, to Yamhill.
Follow the Yamhill river to the Ranch.
You will enter the airstrip vicinity at the upper left corner of the picture
on the left.
For me, the limiting factor on this approach is my requirement to see
the airstrip environment before proceeding southwest from the Yamhill area.
When this requirement is met, there is plenty of ceiling to fly the pattern.
I have threaded the pass to Yamhill once or twice only to turn back
at the west end of the valley.
Others may be willing to scud run the river in lower weather.
I like to fly an upwind to give me an extra look at the
airport. I check the pond and windsocks for wind as well as
the general condition of the landing strip.
On upwind I reduce speed to the white arc
and put in a touch of flaps.
This picture gives an idea of where I turn
crosswind, but I am normally lower at his point.
On downwind I recheck the strip for aircraft preparing to takeoff.
Passing the threshold I push in the prop and mixture.
This has little or no apparent effect as the prop governor has
already dropped out, but it does prepare for a possible go around
or evasive maneuver.
I add more flaps as I start the turn to a short base.
A tight pattern suits the Flying M Ranch nicely.
The first order of business after turning final is to check the road
for vehicles that might cross the infamous driveway.
It's also a good time to recheck for two and four legged critters
wandering on the runway.
By short final, if not before,
all 40 degrees of the barndoor
flaps are out. I "always" land with full flaps, even in crosswinds.
I've included the flight profiles I use at the request of flight simmers.
Simmers will have to make adjustments for the severely limited side views
available to them.
Some pilots skip the pattern and fly straight in from the east.
This is less safe because opportunities to see and be seen are limited.
One or two pilots land over the trees downhill
to the east when there is a strong wind
blowing up the ravine.
At least one could do a go around under those conditions.
Most pilots tolerate the tailwind or divert.
The nicest thing about flying to the Flying M Ranch is blowing past the
speed trap at Gaston at five times the speed limit
unconcerned by Kojaks with Kodaks.
It's also nice arriving at the Ranch without losing tooth fillings
to the washboard gravel roads.
Would you believe - an
Instrument Approach Procedure for Flying M??? (click here)
Above: Upwind to Flying M (1/2/00)
Note the clearcut hill right where many pilots would like to turn base.
Above: short final to Flying M Ranch.
Evidence of a slight tailwind can be seen on the pond.
The infamous driveway crossing the runway
leads from the building behind the pond.
Extra caution must be used to avoid pilots taking off
from the airstrip without making radio announcements.
This picture is deceptive; you're looking up a ravine,
not down a valley.
The horizon isn't.
Below: Crows visiting the runway.
Left: East windsock viewed from the west edge of the pond.
Topographic map of the area.
Synthetic view from the east.
Elevations enhanced 100 per cent..
These views were generated by DeLorme Topo USA 2.0.
East View (stereo) (summer 1997)
Looking east, taken a few hundred feet from the West end,
opposite the restaurant/lodge.
When printed at 300 DPI this picture makes a
Stereoptican slide.
This is a "one-way" strip; landings use rwy 25 and takeoffs use rwy 7.
While the approach is reasonable, mountains and 165 foot trees
make go-arounds tricky at best.
Rising terrain creates an illusion that makes a go around appear
easier than it really is.
West View
Looking west from same position.
Restaurant is off to the right.
The white area is a concrete run-up pad.
The blurry spot in the center is camera flare.
The road to the restaurant is behind the fence,
and a creek is behind that.
Some years ago a plane was seen nosed over in the creek.
Overrun Area
Overrun/underrun area at the east end of airstrip, looking west.
The overrun is
slightly depressed from the main strip.
Note tracks possibly left by a plane landing short.
A 206 did land short May 6 2001.
Blow-up of the touchdown area (11/98).
Blow-up of the touchdown area (5/01).
The threshold marking is visible now that the grass has been
mowed more closely.
Aerial shot from south of the strip (5/98).
This is about what you'd see on downwind in the pattern.
The runway is the thin line running past the pond.
The infamous crossing where cretins in cars cut off landing planes
is to the left (west) of the pond.
It is shown in red on the diagram at the top of this page.
On final approach, better check the road for cars preparing
to cut you off at the pass.
The picture of the "overrun area" was taken from a crossing
road that is faintly visible to the right of the pond.
Aerial view from northwest of the strip (5/98).
Aerial view from north of the strip during heavy rains 11/29/98.
Aerial view from southwest of the strip (large) (5/98).
Aerial view from west of the strip (11/98).
The river can be seen flowing from the lower right of the picture
around to the left of the lodge.
Some years ago
an airplane was seen in the river just off the end of the strip.
Aerial view from south of the strip (5/01).
Aerial view from east of strip (1/1/99).
Flying M from Yamhill (1/2/00).
East windsock.
Final Approach to Flying M (4/18/99).
Microsoft Flight Simulator 2000 Final Approach to Flying M.
Richard Goldstein has developed accurate MSFS 2000 scenery for Flying M.
This may be downloaded from www.Avsim.com.
Final Approach to Flying M (large) (4/18/99).
A bit of snow at Flying M (large) (01/17/00).
Dick van Dyke is good to go with N8833X, Mar 7 1999.
Dick starting his takeoff roll
He avoids the gravel to
reduce the number on nicks on his prop.
Dick taking off.
Estimated takeoff roll 600-700 feet
(approx. 10 kt headwind)
Dick lifting off
Dick with his reborn N8833X.
The paint job is new, the three blade prop is new.
Dick replaced the main gear with taller legs from an older model,
and the beefed up nosewheel comes from the larger 206.
These changes increase the prop clearance,
a weakness in vanilla Skylanes.
The wimp wheel pants are gone.
Dick regrets not finding a "straight" tail for N8833X.
The P-Ponk engine mod gets N8833X off the ground quickly.
Left: A low pass in the new 8833X
Don starting his takeoff roll.
A lightly loaded 206 makes a good bush plane.
Don taking off
Don lifting off
Safe(er) Flying at Flying M Ranch
While some consider Flying M too dangerous to consider,
I believe the risks can be minimized by good judgement and
proficient flying.
Left: Straight-ins not recommended.
Study the
accident reports.
Don't make the same mistakes.
Keep yourself out of the newspapers.
Call ahead
(503-662-3222)
to check runway condition and for any special events that
might cause vehicles to cross the runway.
Announce yourself on the CTAF 122.9.
Eyes out of the cockpit. Some pilots don't seem to know there is a CTAF
at Flying M Ranch.
They might need an eye exam too.
Landing into the sun late afternoon can be bad for your health.
The runway will disappear into dark shadows as you squint into the sun through a brilliantly illuminated windshield.
Check the pond and windsocks before landing.
Excessive tailwinds can put you in the creek,
or kill you if you botch a go around.
East winds are amplified by the ravine.
Headwinds have a habit of suddenly disappearing at the tree line,
waking up the pilot with a nasty sink.
Infrequent crosswinds on the narrow strip add to the fun.
You should be in good form for short field landings.
The A6 turnoff at HIO Rwy 30 should be a piece of cake.
You won't get strong braking action from the gravel or grass.
If you get it right, you won't need to use the brakes much.
Flying M has
no VASI.
The visual cues will be unfamiliar.
Land long and you'll end up in the river if the fence doesn't stop you.
(It's been done before.)
Landing short isn't recommended either.
Practice go-arounds from the full dirty landing configuration.
Know how hard to shove the nose down
to avoid a "trim stall".
Know how your plane climbs with full flaps,
and what happens when you milk them up.
This should be part of your recurring stall exercises,
performed at a safe altitude.
On turning final, keep an eye on the road for vehicles which might
arrive at the runway crossing just as you get there.
The lower you get, the more interesting the go-around will be if
you are cut off.
I found an unexpected
go around from 400 feet in a Skylane to be a character building
experience.
If you must go around,
lean to the right to give yourself more room to make the left turn
to crosswind and downwind.
Did I mention rising terrain?
The published approach procedure recommends dragging the strip
"to alert ground personnel".
Hardly anyone does this, but this legal buzzing is fun to watch.
Don't count on this maneuver to keep cretins off the strip.
Set strict personal limits the first few times - performance
margin, tail wind, visibility, etc..
A headwind on landing can give you stinker of a sinker
as you descend below the treetops.
>>>FLYING TOP MENU
