Glenn Inn, Squadron 2 Flying Club, gave a talk on “Mountain Flying Safety” tonite in the airport building.
It was an ambitious presentation, with computer, projector and videotape aids.
He talked for a while from slides, then showed an FAA safety video, then he handed out sectionals and aircraft performance data for 4 audience groups to plan a mountain flight to Lake Tahoe
The FAA considers mountain flying to be any time terrain is over 2000′ MSL. That is because a 2000′ airport on a hot day can have a DA of over 5000′.
Most of my airplane ratings were earned in Hawaii, so I have plenty of experience with solitary mountains, but little with ranges. I flew about 20 hours in New Zealand, which combines mountains with rapidly changing cloud formations and visibility.
Some mountain flying tips are:
- get local weather from FBO pilots or ASOS
- it’s unlikely your old airplane will match performance charts of a new, clean airplane – especially in rough air
- carefully calculate weight and balance and takeoff/landing performance
- fly below 90% max weight for better maneuvering
- file a flight plan (and close it)
- don’t fly over challenging terrain at nite – plan to touch down before dark
- fly where help is available – follow roads
- be aware of alternate airports, golf courses and landing areas in case of engine failure
- consider oxygen above 5000′ at nite, 8000′ in day
- only fly with enough fuel for the trip plus comfortable reserves, cut baggage
- fly in the morning for better density altitude (before 10 am)
- overfly mountainous terrain by at least 1000′, 2000′ is better
- if caught in a downdraft, try a change. Turn 45 degrees or accelerate out of it
- avoid rotor and cap clouds, beware of clear air turbulence (reduce to maneuvering speed of 1.7x VS0)
- higher DA means thinner air, so TAS will be higher than IAS, landing and takeoffs will be at higher ground speeds
- approach ridges at a 45 degree angle to easily turn away
- approach peaks on the upwind side to benefit from lift (think like a glider pilot)
- may have to circle for more altitude
- fly to one side of narrow canyon so a u-turn can be executed
- it’s possible to land at an airport with high DA and not be able to takeoff later
- small planes should avoid thunder storms by 40 miles, larger planes with weather radar perhaps 20 miles
- Leadville is at 9900′ MSL and can have a DA of 14,000′ or 15,000′. A Cessna 172′s service ceiling is lower than that DA, and might be the wrong plane in that situation even with reduced fuel and baggage. Consider a turbocharged airplane.
Wings forms were available for attendees.
I looked at the bulletin board for airplane offers. Several planes, but nothing of interest. Mostly 1/5 to 1/8 shares, which is a lot of people to share one plane with. Half the planes were more than 30 years old. Looks like RHV has tie-down spots though.
Had a ride back in a Honda Insight hybrid car. The owner was pretty happy with it, though he said the Prius was more capable as a hybrid. The car actually seems to shut off at stoplights and becomes silent. He said that he had no problem merging on the highway.
