Ins and Outs of Safe Ins and Outs of Safe Mountain Flying AdventuresMountain Flying Adventures

Reference: Mountain Flying Bible

Sparky Imeson

Scott Stauter

FAA Gold Seal CFII, MEI, AGII

Why are Mountain checkouts necessary?Why are Mountain checkouts necessary?

Aircraft performance suffersAircraft performance suffers

More severe/changeable/local weatherMore severe/changeable/local weather

Airports may not be as developedAirports may not be as developed

Suitable landing spots are less availableSuitable landing spots are less available

Plan to survive an off-airport landingPlan to survive an off-airport landing

Oxygen requirementsOxygen requirements

Careful preflight planning is necessaryCareful preflight planning is necessary

Filing a flight plan is good insuranceFiling a flight plan is good insurance

Flight hazards Flight hazards

Aircraft Performance Suffers

High Density Altitude means:High Density Altitude means: • Less engine power (less oxygen molecules)Less engine power (less oxygen molecules) • Less propeller thrust and less lift Less propeller thrust and less lift • Lean non-turbo for best power before TakeoffLean non-turbo for best power before Takeoff• Use Aircraft POH or AFM performance tablesUse Aircraft POH or AFM performance tables

With Density Altitude: TAS higher than IAS, TAS higher than IAS, ~2%/1,000 ft ~2%/1,000 ft

Groundspeed may be 20% Groundspeed may be 20% faster (10,000 ft) faster (10,000 ft)

Vspeeds change:Vspeeds change:Vx goes up ~0.5% /1000 ftVx goes up ~0.5% /1000 ft

Vy goes down ~ 1 knot/1000 ftVy goes down ~ 1 knot/1000 ft

Vx = Vy at absolute ceilingVx = Vy at absolute ceiling

With Gross Weight: For each 100# below MGWFor each 100# below MGW

VVAA (turbulence) drops ~2 knots (turbulence) drops ~2 knots

Vs decreases ~1 knotVs decreases ~1 knot

Takeoff Roll Increases with: • Higher density altitudeHigher density altitude• Tailwind component / local terrain effect Tailwind component / local terrain effect • Rough or soft runway surface Rough or soft runway surface

Weather Challenges in Mountain FlyingWeather Challenges in Mountain Flying

Mountain wavesMountain wavesLenticular clouds (rotors) Lenticular clouds (rotors)

Localized weather Localized weather In a valley, near a body of In a valley, near a body of water water

Downdrafts on lee side Downdrafts on lee side of mountains of mountains

Try to visualize where to Try to visualize where to expect expect

• Turbulence Turbulence Light, moderate, severe, Light, moderate, severe, extreme extreme NOTAMs – give PIREPs NOTAMs – give PIREPs (122.0) and use them(122.0) and use them

Thunderstorms (3 phases) Thunderstorms (3 phases) Cumulus: Cumulus: storm buildingstorm building, good , good source of lift source of lift Mature: Mature: rain and/or hailrain and/or hail, , updrafts & downdrafts updrafts & downdrafts Dissipative: Dissipative: mostly downdraftsmostly downdrafts, , clouds more transparent clouds more transparent

Frost, ice, & snow must be Frost, ice, & snow must be cleared from airfoils cleared from airfoils Aircraft performs according Aircraft performs according to Density altitudeto Density altitude

Air density decreases with Air density decreases with altitude altitude Hot air less dense ~600 ft/ 10Hot air less dense ~600 ft/ 1000F F

Airports may not be as developedAirports may not be as developedMay not have any weather reporting May not have any weather reporting – TRK and BLU have AWOS/ASOSTRK and BLU have AWOS/ASOS– You may get nearby Wx by monitoring 122.8 You may get nearby Wx by monitoring 122.8

Over fly runway Over fly runway – Look for wildlifeLook for wildlife– Check for runway slopeCheck for runway slope– Evaluate surface conditions: may be unpaved, Evaluate surface conditions: may be unpaved,

grass or rough terrain, humps and dips, snow grass or rough terrain, humps and dips, snow removal?removal?

Approach Approach – May be one-way in, other way outMay be one-way in, other way out– May require non-rectangular approachMay require non-rectangular approach– May have optical illusion (high or low) May have optical illusion (high or low)

– Plan your Abort/Go around point (half runway) Plan your Abort/Go around point (half runway)

Weight needs to transfer to wings, or AbortWeight needs to transfer to wings, or Abort DepartureDeparture– May require a turn immediately after takeoffMay require a turn immediately after takeoff– May have drop off at runway endMay have drop off at runway end– May not have runway snow removalMay not have runway snow removal

Suitable landing spots are less availableSuitable landing spots are less available

Highways – watch out for powerlines and traffic Highways – watch out for powerlines and traffic

RiversRivers

Reservoir or lake shorelinesReservoir or lake shorelines

Mountain meadows are more ruggedMountain meadows are more rugged

Swaths cut through trees = power linesSwaths cut through trees = power lines

High cruise altitudes give better gliding rangeHigh cruise altitudes give better gliding range

Logging roads usually narrow and windingLogging roads usually narrow and winding

Small trees are better than big ones (ouch!) Small trees are better than big ones (ouch!)

Accessibility for rescue – near road Accessibility for rescue – near road

Be aware of Emergency Landing AreasBe aware of Emergency Landing Areas

Develop a where can I set down awareness

Plan to survive an off-airport landingPlan to survive an off-airport landing

Psychological hazardsPsychological hazardsReluctance to accept Reluctance to accept

situationsituationDesire to save aircraftDesire to save aircraftUndue concern about Undue concern about

injury injury

Survivable emergency landing techniques

Concepts of crash safety Concepts of crash safety Maintain integrity of aircraft Maintain integrity of aircraft

cabin areacabin area Avoid body contact with interior Avoid body contact with interior

structure structure Energy absorption, use aircraft Energy absorption, use aircraft

structure and vegetationstructure and vegetation Occupant restraintOccupant restraint Groundspeed and stopping Groundspeed and stopping

distancedistance Control sink rate – flare uphill Control sink rate – flare uphill

Survival equipment Survival equipment Water, and signaling Water, and signaling

capability capability

Oxygen requirementsOxygen requirementsBreathable Oxygen RequiredBreathable Oxygen Required

Pilot and Crew >30 minutes >12,500’ must use OPilot and Crew >30 minutes >12,500’ must use O22

Pilot and Crew >14,000’ any time must use OPilot and Crew >14,000’ any time must use O22

AvailableAvailable for passengers >15,000’ for passengers >15,000’Psychological training available at Beale & Edwards AFBPsychological training available at Beale & Edwards AFB

Altitude Chamber testAltitude Chamber testExperience hypoxia in controlled environmentExperience hypoxia in controlled environment

Less OLess O22 partial pressure at altitude; pulse oxymeters are useful partial pressure at altitude; pulse oxymeters are usefulHypoxia symptomsHypoxia symptoms

Significant loss of visionSignificant loss of visionAnxietyAnxietyHeadacheHeadacheNauseaNauseaSlow thinking and reflexesSlow thinking and reflexesDizzinessDizzinessNumbness fingers, nose & mouthNumbness fingers, nose & mouth

FatigueFatigueBlurred visionBlurred visionImpaired judgmentImpaired judgmentSubtle personality changesSubtle personality changesCyanosisCyanosisMental ConfusionMental ConfusionLoss of consciousnessLoss of consciousness

Hyperventilation can have similar symptomsHyperventilation can have similar symptomsCaused by exhaling excessive COCaused by exhaling excessive CO22

Usually triggered by stressful situationsUsually triggered by stressful situations

Careful preflight planning is necessaryCareful preflight planning is necessaryStart with standard weather briefing Start with standard weather briefing Get the latest up-to-date weather for the routeGet the latest up-to-date weather for the route Check the winds aloft, ask about any NOTAMs Check the winds aloft, ask about any NOTAMs You may have to call the destination airport,You may have to call the destination airport, or someone nearby – sheriff’s or someone nearby – sheriff’s

department may be helpfuldepartment may be helpful

Plan for plenty of fuel reserves Plan for plenty of fuel reserves You can have too much fuel (weight)You can have too much fuel (weight) Sometimes fuel isn’t as available in mountainsSometimes fuel isn’t as available in mountains AFD may show fuel services but it may not be available to “outsiders”AFD may show fuel services but it may not be available to “outsiders”

If density altitude is too high, depart before the heat of the day or after If density altitude is too high, depart before the heat of the day or after

Night falls quickly in the mountains -- Low altitude night flying not Night falls quickly in the mountains -- Low altitude night flying not recommendedrecommended

I require at least 300 fpm climb capability (light twin?)I require at least 300 fpm climb capability (light twin?)

Make your Go/No go decisionMake your Go/No go decision

Never be under pressure to goNever be under pressure to go

If you have any nagging doubts – If you have any nagging doubts – Don’t goDon’t go Better to be on the ground, wishing I was in the air, than vice versa Better to be on the ground, wishing I was in the air, than vice versa

Filing a flight plan is good insuranceFiling a flight plan is good insurance

Flight Plans are not required in the USFlight Plans are not required in the USBut if you file and open one, But if you file and open one, you must close ityou must close it

Avoid “round robin”; delays search and rescueAvoid “round robin”; delays search and rescue

Filing flight plan is Required in MexicoFiling flight plan is Required in MexicoBut you don’t have to close – no search & rescueBut you don’t have to close – no search & rescue

I think search and rescue is a good thingI think search and rescue is a good thing

But they have far too many false alarmsBut they have far too many false alarms

So I developed a gimmick to prevent forgetting So I developed a gimmick to prevent forgetting I rotate my watch when I open a flight plan I rotate my watch when I open a flight plan

If my watch is backward, my flight plan is open If my watch is backward, my flight plan is open

Flight Hazards Try to fly 2,000 ft above ridge lines Try to fly 2,000 ft above ridge lines Never fly in Marginal VFR in the mountainsNever fly in Marginal VFR in the mountains Actual horizon near the base of the mountains Actual horizon near the base of the mountains

Cross ridges at a 45Cross ridges at a 4500 angle to the ridge line angle to the ridge line Position aircraft where it can be turned towardPosition aircraft where it can be turned toward lower terrain lower terrain If caught in strong downdraft, it may be bestIf caught in strong downdraft, it may be best to point nose down to point nose down

and accelerate away and accelerate away

Never fly down the center of a canyon Never fly down the center of a canyon There is often wind shear in the middle There is often wind shear in the middle You would give away half your turning radius You would give away half your turning radius Fly near canyon wall if necessary to get updraft Fly near canyon wall if necessary to get updraft Course reversal may be necessary e.g. Course reversal may be necessary e.g. Box CanyonBox Canyon I teach a modified wingover: I teach a modified wingover:

Pitch up ~ 20Pitch up ~ 2000 Full throttleFull throttle Full flaps once IAS in white Full flaps once IAS in white

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Briskly establish steep bank Briskly establish steep bank You can use elevator to quicken turn You can use elevator to quicken turn You can drop the nose at 90You can drop the nose at 900 0 into turn into turn