Norcal, June 1999

Mountain Flying

Techniques and Tips

Some of the following DO's and DON'Ts of mountain flying have been extracted from the Department of Transportation book AC91-15, "Terrain Flying." These deserve careful consideration by any pilot who plans to conduct flight operations in mountainous country. An experienced pilot having many flight hours of flying time may be inexperienced in mountain flying and unfamiliar with these age-old rules and guidelines.

If you are a transient pilot, land at an airport away from the mountains and talk to the local pilots or the Aviation Safety Counselor in that area to find how best to get to your destination.

Arrange the flight to avoid topography which would prevent a safe forced landing.

Maintain sufficient altitude at all times to permit gliding to a reasonably safe landing area.

Plan the flight along routes that include populated areas and well known mountain passes.

Sectional charts are much better than World Aeronautical Charts (WAC) for details. Study them thoroughly for altitude over the route and for obvious checkpoints. Prominent peaks often make good checkpoints.

Watch for compass irregularities in areas of local magnetic disturbance, usually marked on charts. Magnetic disturbance can vary from 0 to 47 degrees.

Don't fly light aircraft when the winds aloft at your proposed altitude are above 20 to 25 knots. Expect wind to be much greater velocity over mountain passes than reported in areas a few miles away.

Know your wind direction at all times. Compare it to water as it flows up, over, and down the mountain ranges. Look for smoke, dust, and shadows of clouds on the ground to aid in determining wind direction. Watch for abrupt changes of wind direction and velocity in the mountains.

Don't fly near or above abrupt changes of terrain such as cliffs or rugged areas. Very dangerous turbulence may be expected, especially with high winds.

Don't fly up the middle of a canyon at any time. It is better to fly along one side or the other so that you will be in a better position to execute a 180-degree turn. Also, never fly so far up the canyon that a downdraft might trap you.

Don't get excited if you get in a downdraft. It will usually cease, leaving enough altitude above the ground to maneuver the aircraft safely away. However, do not count on this in extremely turbulent air or in canyon areas.

When encountering a downdraft, maintain sufficient airspeed. Guard against stalling the aircraft and fly out of the downdraft immediately with full throttle. Proceed to an area of updraft or smoother air.

Realize that the actual horizon is near the base of the mountains. This mistake of using the summit of the peaks as the horizon will result in the aircraft being placed in an attitude of constant climb. This could inadvertently lead to stall from which a recovery may be impossible.

Approach mountain passes with all the excess altitude possible. Downdrafts as much as 1,500 to 2,000 feet per minute may be encountered on the leeward side. Approaching the passes over a ridge will reduce this effect considerably. A clearance of 1,500 to 2,000 feet is preferred on windy days.

Expect winds above 10,000 feet to be prevailing westerlies in most western state areas.

Approach passes and ridges at a 45 degree angle so that, if necessary, you need only turn 90 degrees to the lower terrain instead of 180 degrees.

Many experienced pilots advise that an inexperienced pilot who plans to land at a high altitude field should make a power approach and a power wheel landing. This procedure is definitely advisable in gusty air. Check density altitude before departing.

When parking aircraft on sloping terrain, be alert to the possibility of fuel siphoning overboard. It may be necessary to place the fuel selector in the "off" position when the aircraft is parked or tied down.

When taking off into the wind in a narrow canyon with several sharp bends, downdrafts may be encountered without warning.

Always check your ELT (First five minutes past any hour.) to ensure it is operational.

Often, pilot reports are the only reports you get in the mountains. Denver Flight Watch (122.0) actively solicits and disseminates reports from pilots flying in the mountains. Monitor 122.0 for current reports.

Density altitude is a crucial criterion that determines the performance capabilities of an aircraft. Air density decreases with altitude. As air density decreases, density altitude increases; hence, the molecules of air decrease which means there will be less air flowing over the camber of the wing. The further effects of high temperature and high humidity are cumulative, resulting in an increasing high density altitude which reduces all aircraft performance parameters. In density altitude, Weight & Balance is another important consideration. For instance, consider the following two scenarios:

If the CG is set to the aft position, a stall would be impossible to recover from and may result in a spin.

If the CG is set to the forward position, a stall will be encountered at a higher than normal stall airspeed configuration.

Density altitude is the altitude at which the aircraft thinks it is and performs accordingly. CHECK YOUR DENSITY ALTITUDE! Add a checklist prior to flying in the mountains that includes the following:

Density Altitude Calculations

Temperature/Humidity

Performance charts

Weight & Balance

Be certain you're aware of proper fuel mixture settings for your type aircraft. Full power leaning may be necessary for takeoff and landing procedures with normally aspirated engines. Most turbocharged reciprocating engines require full rich mixture prior to takeoffs and landings. Check your Flight Manual or Pilot Operating Handbook (POH).

There may be occasions when it will be necessary to climb to an altitude where oxygen is required by regulation. Portable oxygen comes in very handy at these times. Review Part 91.211. Additionally, be aware that your body may need supplemental oxygen before the FAR's require it.

Enrich mixture slightly before landing so that power will be available for a go-around.

Very seldom is a flight in mountainous areas purely routine--learn to expect the unexpected.

Remember that you, the pilot, have complete responsibility for the Go/No-Go decision based on the best information available. Do not let compulsion take the place of good judgment-know you can go, or stay on the ground.

Source: Air Traffic Manager
Denver Air Route Traffic Control Center

FRESNO DISTRICT AVIATORS

MARIPOSA "WINGS" PILOTS

We haven't forgotten you! This June 3^rd we will be in full regalia to attend to your vociferous interest in aviation safety. Your ever alert airport manager, Maria Little, called and made sure your area would be accounted for in our June schedule.

SPONSORING A FAT SAFETY SEMINAR

Remember that the first Thursday of the month is an "open" location for our seminars. If you and your flying buddies desire to sponsor a seminar at your local airport, give me a call or contact your local Safety Counselor. We'll try to get you taken care of!

	Airshow Season Airshow season is again upon us!
	1. Reedley---June 1 2. Madera---June 22 3. Lemoore--- June 12 & 13 4. Castle--- Sept. 10-11-12

New FAA Web Sites

A new way to find out about Safety Seminars, and much more, is available on the FAA Western-Pacific Flight Standards Internet WEB Site. You may view a complete listing of meetings available in California, Arizona, Nevada and Hawaii. There are options to search for meetings sponsored by SAC FSDO and for meetings at a particular airport. You may also register for the meetings on-line which will allow us to notify you via e-mail if the meeting is changed or canceled. Check it out at the following address:

www.awp.faa.gov/flightstandards

Also, check out Fresno's new home page at
http://www.awp.faa.gov/fresno/safety.htm

SIC SAC
*Significant Information for* **Pilots**
AVIATION SAFETY COUNSELORS (The following are excerpts taken from FAA Pamphlet FAA-P-8740-43.) Within each Federal Aviation Administration (FAA) Flight Standards district Office (FSDO), there is an individual directing the aviation safety activities. He or she is the Safety Program Manager (SPM). The SPM relies on the assistance provided by the staff of the FSDO, other FAA offices, and by the efforts of talented volunteers within the aviation community and beyond. These volunteers are known as Aviation Safety Counselors (ASC). The major advantage of having talented people join the ASC program is the credibility associations offer to both parties. All of aviation benefits when everyone works toward a common cause, in this case, the promotion of aviation safety. The advantage to the FAA is to associate with talented, motivated volunteers who constantly bring fresh ideas to the program and who provide direct contact with airmen for which there could never be sufficient FAA employees. Currently there are about 5,000 ASC's nationwide. The advantage to the ASC is the opportunity to be involved closely with the FAA's mission and programs and to carry the credibility of that association along to the contacts made by the ASC. ASC's are issued an identification badge by the FAA and may display that ID badge as long as their appointment is valid. ASC's have no authority to enforce Federal Aviation Regulations. Not all ASC's are airmen (pilots, Air Traffic Controllers, maintenance technicians, aviation Medical Examiners, etc). Most, though, are. Many ASC's bring talents such as photography, video production, marketing and advertising, writing, and seminar development skills, just to name a few. Some typical (and not so typical) examples of ASC functions are: Providing information and guidance on local flying conditions to transient pilots. Providing counsel for airmen who may have exhibited unsafe acts in the air or on the ground. Providing assistance to pilots, aircraft owners and mechanics on matters pertaining to proper maintenance of aircraft and avionics equipment. Counseling airmen following incidents requiring flight assistance from personnel in ATC. Assisting FAA in transmitting safety information to pilots, aircraft owners, maintenance facilities, and mechanics. Conducting proficiency flights (when appropriately rated). Writing articles about safety activities for magazines or other periodicals. Associating with other ASC's to form committees to do various functions that benefit airmen. Conducting Safety Activities for airmen. (Seminars) Creating educational materials, soliciting Clearly, when any given SPM is responsible for directing a vital and dynamic Safety Program to thousands of airmen in a district, the ASC program is an essential element for success. Since most ASC's are airmen, they can generally be found at, or by, Fixed Base Operators (FBO's) flying clubs, Flight Service Stations (FSS), ATC facilities, corporate flight operations, airport management offices, or your local FSDO. And one final point to keep in mind: If for any reason direct contact with the FAA feels uncomfortable, an ASC would be a great first contact. (Just a final note from SAC.FSDO, we are looking for someone with good organizational skills to help with organization of our ASC program.) Thanks for all the support. See you at a meeting! Dan Abdon and Gordon Campbell.

**SACRAMENTO AREA**
(Fly in if You Wish)
"Sacramento Executive Airfare Wings Over Laos" Saturday June 12 Sacramento Executive Airport Airport Conference Room Come see this ever-popular event featuring outstanding static displays of classic and vintage aircraft, war birds, sky divers, food booths, FAA tower tours, etc. A pancake breakfast will be available at 7:30 AM Information: Sacramento Airport (916)875-9035

SAN LUIS OBISPO (SLO)

SAN CARLOS AREA

PALO ALTO AREA

**A Special Opportunity For All Pilots**
WINGS: An excellent way to gain proficiency. WINGS is the FAA Pilot Proficiency Award Program designed to encourage general aviation pilots to continue their training. It provides an opportunity to practice selected maneuvers in a minimum of instruction time. WINGS is an excellent opportunity for you to re-evaluate your flight proficiency and knowledge. If You're a Pilot, You're Eligible WINGS is open to all pilots holding a recreational certificate or higher with a current medical certificate, when required. After you've logged three hours of dual instruction under the program and attend at least one FAA-sanctioned safety seminar you will be eligible to receive and wear a distinctive set of WINGS. You will also receive a certificate of completion. Pilots: Your attendance at safety seminars fulfills one of the requirements of the Pilot Proficiency Award program (Wings Program). Completion of the requirements of the Wings Program, as outlined in Advisory Circular 61.91g, will qualify you to receive a Wings lapel pin and wall certificate. ADDITIONALLY, if you satisfactorily complete a phase of the Wings Program within the period specified by Section 61.56 of the Federal Aviation Regulations, you need not accomplish a biennial flight review. More Wings To Work For Each twelve month interval after earning your first set of WINGS you will be eligible for more WINGS. Each WINGS pin is specially designed to mark your additional progress. WINGS-The Sign of a Safe Pilot It's a fact - recurrent training makes a difference. Statistics show that pilots who participate in recurrent training programs such as WINGS, have a much better safety record than the pilots who do not. Earning your WINGS could have a positive impact on your aviation insurance costs. Be sure to inform your insurance agent of your commitment to the WINGS Program WORK FOR YOUR WINGS. THEY'RE WORTH A LOT MORE THAN THE TIME IT TAKES TO GET THEM.