1. Ins and Outs of Safe Mountain Flying Adventures Reference:Mountain Flying Bible Sparky Imeson Scott Stauter FAA Gold Seal CFII, MEI, AGII

2. Why are Mountain checkouts necessary? Aircraft performance suffers More severe/changeable/local weather Airports may not be as developed Suitable landing spots are less available Plan to survive an off-airport landing Oxygen requirements Careful preflight planning is necessary Filing a flight plan is good insurance Flight hazards

3. Aircraft Performance Suffers High Density Altitude means: Less engine power (less oxygen molecules)Less engine power (less oxygen molecules) Less propeller thrust and less liftLess 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, ~2%/1,000 ft Groundspeed may be 20% faster (10,000 ft) Vspeeds change: Vx goes up ~0.5% /1000 ft Vy goes down ~ 1 knot/1000 ft Vx = Vy at absolute ceiling With Gross Weight: For each 100# below MGW V A (turbulence) drops ~2 knots Vs decreases ~1 knot Takeoff Roll Increases with: Higher density altitudeHigher density altitude Tailwind component / local terrain effectTailwind component / local terrain effect Rough or soft runway surfaceRough or soft runway surface

4. Weather Challenges in Mountain Flying Mountain waves Lenticular clouds (rotors) Localized weather In a valley, near a body of water Downdrafts on lee side of mountains Try to visualize where to expect TurbulenceTurbulence Light, moderate, severe, extreme NOTAMs – give PIREPs (122.0) and use them Thunderstorms (3 phases) Cumulus: storm building, good source of lift Mature: rain and/or hail, updrafts & downdrafts Dissipative: mostly downdrafts, clouds more transparent Frost, ice, & snow must be cleared from airfoils Aircraft performs according to Density altitude Air density decreases with altitude Hot air less dense ~600 ft/ 10 0 F

5. Airports may not be as developed May not have any weather reporting –TRK and BLU have AWOS/ASOS –You may get nearby Wx by monitoring 122.8 Over fly runway –Look for wildlife –Check for runway slope –Evaluate surface conditions: may be unpaved, grass or rough terrain, humps and dips, snow removal? Approach –May be one-way in, other way out –May require non-rectangular approach –May have optical illusion (high or low) –Plan your Abort/Go around point (half runway) Weight needs to transfer to wings, or Abort Departure –May require a turn immediately after takeoff –May have drop off at runway end –May not have runway snow removal

6. Suitable landing spots are less available Highways – watch out for powerlines and traffic Rivers Reservoir or lake shorelines Mountain meadows are more rugged Swaths cut through trees = power lines High cruise altitudes give better gliding range Logging roads usually narrow and winding Small trees are better than big ones (ouch!) Accessibility for rescue – near road Be aware of Emergency Landing Areas Develop a where can I set down awareness

7. Plan to survive an off-airport landing Psychological hazards  Reluctance to accept situation  Desire to save aircraft  Undue concern about injury Survivable emergency landing techniques Concepts of crash safety  Maintain integrity of aircraft cabin area  Avoid body contact with interior structure  Energy absorption, use aircraft structure and vegetation  Occupant restraint  Groundspeed and stopping distance  Control sink rate – flare uphill Survival equipment  Water, and signaling capability

8. Oxygen requirements Breathable Oxygen Required Pilot and Crew >30 minutes >12,500’ must use O 2 Pilot and Crew >14,000’ any time must use O 2 Available for passengers >15,000’ Psychological training available at Beale & Edwards AFB Altitude Chamber test Experience hypoxia in controlled environment Less O 2 partial pressure at altitude; pulse oxymeters are useful Hypoxia symptoms Significant loss of vision AnxietyHeadacheNausea Slow thinking and reflexes Dizziness Numbness fingers, nose & mouth Fatigue Blurred vision Impaired judgment Subtle personality changes Cyanosis Mental Confusion Loss of consciousness Hyperventilation can have similar symptoms Caused by exhaling excessive CO 2 Usually triggered by stressful situations

9. Careful preflight planning is necessary Start with standard weather briefing  Get the latest up-to-date weather for the route  Check the winds aloft, ask about any NOTAMs  You may have to call the destination airport, or someone nearby – sheriff’s department may be helpful Plan for plenty of fuel reserves  You can have too much fuel (weight)  Sometimes fuel isn’t as available in mountains  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 Night falls quickly in the mountains -- Low altitude night flying not recommended I require at least 300 fpm climb capability (light twin?) Make your Go/No go decision Never be under pressure to go If you have any nagging doubts – Don’t go  Better to be on the ground, wishing I was in the air, than vice versa

10. Filing a flight plan is good insurance Flight Plans are not required in the US  But if you file and open one, you must close it  Avoid “round robin”; delays search and rescue Filing flight plan is Required in Mexico  But you don’t have to close – no search & rescue I think search and rescue is a good thing But they have far too many false alarms So I developed a gimmick to prevent forgetting  I rotate my watch when I open a flight plan  If my watch is backward, my flight plan is open

11. Flight Hazards Try to fly 2,000 ft above ridge lines Never fly in Marginal VFR in the mountains  Actual horizon near the base of the mountains Cross ridges at a 45 0 angle to the ridge line  Position aircraft where it can be turned toward lower terrain  If caught in strong downdraft, it may be best to point nose down and accelerate away Never fly down the center of a canyon  There is often wind shear in the middle  You would give away half your turning radius  Fly near canyon wall if necessary to get updraft  Course reversal may be necessary e.g. Box Canyon  I teach a modified wingover:  Pitch up ~ 20 0  Full throttle  Full flaps once IAS in white arc  Briskly establish steep bank  You can use elevator to quicken turn  You can drop the nose at 90 0 into turn