Bonanza would go in there just fine, and the airfield isn’t obstructed any more by the looks of that video – so the Bonanza isn’t a bad aircraft for those types of field. I used to operate an S-35 into and out of the Soaring Club of Houston, while not short like Bute it was basically graded cow pasture. The Bonanza has decent sized wheels, decent amount of clearance for the landing gear doors, and the prop isn’t too close to the ground (at least the 3 blade prop we had on our club Bonanza). The flaps on the Bonanza are very effective Fowler flaps which keeps the landing speeds down – a lot of pilots seem to land them far too fast or only use the speed for gross weight (IIRC, the ABS suggests you reduce the approach speed by 1kt for each 100lb below gross, so for example 2 POB with half fuel this makes quite a difference in speed).
I wouldn’t take a Cherokee 140 in there though, the world is round so the Cherokee 140 can get airborne :-)
Jacko wrote:
any light GA aeroplane can operate there
I certainly don’t think any, but you’re right if you mean saying that not only UL and homebuilts can fly there, there are quite a few certified airplanes that can/could easily, and “safely” fly in there. To name a few, a Cub or Supercub, most Jodels etc, should have no problem.
OTOH I would not venture into Bute in say a Trinidad, Mooney, Bonanza, etc… maybe some people do, have done so or will, but safety margins can only be reduced by a certain amount.
on fields on which few certified aircraft are capable to operate in the first place.
But Bute isn’t like that. It was built for fixed wing air ambulance. Practically any light GA aeroplane can operate there if the pilot is willing to pay attention. Bute’s runway is wide and well drained. It’s even longer than my home runway, and we had one of these contraptions here a while ago:
Peter wrote:
You must have a really perfect maintenance industry up there in Norway
Not exactly. Our Super Decathlon has been grounded all summer, and still is, purely due to poor (insanely poor) previous reparations and fixes that has caused more damage. I also can never forget the Pawnee. Fresh out of yearly maintenance at more than €10k. I was the first to fly it, and grounded it there and then due to spark plug wires hanging lose. Only 6-7 out of 12 was in proper condition (airworthy according to the POH). If you want something done properly, do it yourself. Or at least know someone who you know for a fact will do a proper job, which is easier said than done.
I had a flat tire on a frozen lake once 
in -10. Then I wondered hard for a while what to do. But it got solved easily in the end
Peter wrote:
What is the actual difference
The actual difference is that the thread is about operation, and eventual mishap, on fields on which few certified aircraft are capable to operate in the first place. Or would one really fancy a trip to Bute or equivalent strip with for instance say… a Trinidad?
What is the actual difference though.
You can do work yourself or bring friends to help. I would have to bring an A&P and some helpers.
Both of us would need to organise a load of equipment to be brought to the scene.
If one walks away from it, I guess insurers have a well developed process for wreck recovery. But I would still like to be involved to make sure no extra damage is done.
Few years ago friend of mine dinged his wing on a muddy “remote” field, in NW Scotland, during the initial take-off roll…
Undeterred, he rode the pax seat on the accompanying friend’s RV-4 to fly back home. Fetched his trailer and… loaded the spare wing he had. Spare wing? Yeah, the guy’s a serial builder, and was finishing his 2nd RV-7… so, drove the good wing to Scotland and made the exchange, before flying back home with the now fixed -7.
I don’t recall how he retrieved the trailer/damaged wing, but the wing was quite easily fixed later, and the incident RV still graces the Swiss, and surrounding, skies as of today
A good demonstration of what the homebuilding/experimental world offers: freedom, adventure, access to interesting, and sometimes challenging fields, self repairs in the elements. Flying, technology, friendship.
And we always have a good laugh listening to the story one more time
You must have a really perfect maintenance industry up there in Norway
Having said all this, I don’t know of a solution. AFAICT most TBM owners carry a spare tyre in their front luggage compartment. But you still need a jack to change a tyre.
Now imagine a prop strike. Most European airfields have no hangarage. The process is going to be pretty difficult. Thank about it!
Peter wrote:
If the plane is rented i.e. belongs to somebody else, sure, but it’s never going to fly straight again.
It’s part of the game as far as I’m concerned. If you can walk away from it, which you usually can, then things are just fine. I don’t see why that plane couldn’t fly straight after a fix.
I often wonder about this when I land somewhere with no facilities. It reminds me of this famous crash. Basically the only option is to dismantle the whole thing and cart it out on a vehicle.
And even if e.g. a tyre is blown you are looking at a major exercise, getting a jack to some god forsaken place…
That’s what insurance companies are for
If the plane is rented i.e. belongs to somebody else, sure, but it’s never going to fly straight again.
