Mountain Flying Instruction
Mountain Flying Course in the Heart of the Colorado Rockies
Have you ever wanted to venture into the mountains with your airplane, but worried that you may not be ready for the challenge? If you want to fly in the mountains, the best idea is to get some mountain flight instruction from a qualified flight instruction that specializes in mountain flying. The team of instructors at Alpine Flight Instruction can provide just that training.
Central Colorado offers incredible natural beauty, from desert mesas to snow-capped 14,000 ft peaks. This landscape also presents a wide variety of challenges for all pilot experience levels. Narrow and sloping runways, one-way airports, density altitudes in excess of 10,000 ft and difficult-to-predict mountain wave will test your decision-making abilities and skills as a pilot.
Safe and enjoyable flying in the mountains requires the right perspective, solid understanding of aircraft performance, the operating environment and most importantly, your abilities as a pilot. The proficient mountain pilot will carefully assess each of these factors when planning a mountain flight.
Call and talk to the instructors at Alpine Flight Training. We will build a training plan ideally suited to any pilot's skill level and experience. Our instructors can provide mountain training in our rental aircraft or in your own aircraft. Additionally, we can arrange to meet you at an airport east or west of the Rockies on the way from where you are coming from.
Instinct and Intuition - A Recipe for Disaster
In the course of going through the most basic pilot training many of us learn that control inputs based on instinct or intuition are often wrong. Some examples of this are the graveyard spiral or recovery from a spin. In the case of each, the natural thing to do is not the correct thing to do. Mountain Flying is very similar, in that the natural and intuitive strategy does not always equate to a good strategy.
The goal of our mountain flight training is to help you develop a different perspective with regards to navigating your aircraft through the mountains. This new perspective will help you develop conditioned responses to keep your aircraft safe as you navigate the mountains. The basic premise is simple....(1) stay in a position to turn to lowering terrain and (2) never fly past the point of no return. While these rules seem simple enough, it takes some practice to develop them into conditioned responses. This conditioning takes time and effort, that is, practice with an experienced mountain pilot. It is not something you go out and do once or twice and figure you have "it." But it is something you can be aware of so that you condition yourself. Keep repeating the rules to yourself, "Stay in a position to turn to lower terrain," while constantly evaluating the flight situation.
Redefining Aircraft Performance and Weather
The second really large area we focus our time on when teaching mountain flying is related to the areas of aircraft performance and weather. With regards to the topics of aircraft performance and weather the goal is to thoroughly review the knowledge areas, and focus specifically on how they apply to mountain flying. Additionally, we'll show you some techniques you can use to improve your flying specifically related to aircraft performance and weather.
Mountain Flying Syllabus
Our mountain flying training is custom tailored to each pilot. Every pilot is different is terms of what they plan to do, and the sort of aircraft they are using, as a result every mountain flying training session is a little different. For this reason we don't have a set training syllabus, however the training syllabus below will provide an overview of many of the topics we cover during mountain flight training. The goal of this course is to provide the pilot with the basic tools of knowledge, skill and judgment to fly safely in mountainous terrain, while having a challenging and rewarding experience.
Course Outline
Mountain Flying Strategy
- Flight Planning
- Navigation Strategies
Takeoff & Landing
- Determining Density Altitude
- Takoff and & Landing Performance
- Climb Performance
- Takeoff Startegy...Ground Effect? Flaps?
- Engine Cooling Issues
- Cross Wind Review
- Runway Gradient & Effect on TO/Land
- Constricted Approches
- Determining Wind Direction and Intensity
- Proper Techniques for Leaning
Flying through Rugged Terrain
- Box Canyons
- Canyon/Valley Turns
- Evaluating and Crossing Ridges & Plateaus
- Weather Factors
Mountain Weather
- Circulation & Pressure Patterns
- Orographic / Solar Effects
- Winds and Mountain Wave
- Diurnal Effect
- Turbulence
Emergencies
- Precautionary and Forced Landings
- Surveying Landing Sites
- Survival Planning
Practice at Mountain Airports
- Leadville, Aspen, Telluride, Glenwood Springs, Steamboat Springs, Meeker, Grandby, Gunnison, Salida, and others depending upon student’s interest.
Diamond DA-20 Katana Training Resources
Following is a link to revision 25 of the Airplane Flight Manual for the DA-20 C1 Katana Eclipse
The following is an excellent supplement to the DA-20 AFM. This is a composite guide to training in the DA-20.
Stall / Spin Training - Eagle Colorado
Thoughts on spin training and unusual stalls.
Yesterday I flew with a pilot to conduct a flight review. We had a discussion about stalls and spins and why understanding the nature of a spin was so important. He was flying a Cessna 210 and one of his comments was basically that he thought he would have to screw up pretty bad to enter a spin. In actuality that's not the case - inadvertent spins commonly occur as a result of an overshoot of final and entry to a cross-controlled stall on the base to final turn. In addition to that common recipe, there are others include flying a given attitude on departure rather than a speed. Hot day, heavy load, bingo... full power-on stall during climb out, add a climbing turn that’s a little uncoordinated and you've got all the ingredients for a spin entry.
I can distill all my thoughts on unintentional spins into one statement.....
If you learn good rudder control and always keep the flight controls coordinated unintentional spins will not occur. (Coordinated means the ball in the center)
Same topic, changing ideas…
This morning NAFI sent me a survey - they sent it to all flight instructors regarding spin training. The survey asked questions about our own spin experience and how we teach spins, and stalls.
The survey is good; it's a good topic worth researching. Several questions on the survey peaked my interest....
Does fear of entering a spins prevent you from teaching certain types of stalls?
Do you get uncomfortable about teaching stalls for fear of spins?
I answered yes to both questions, but my answer was based on considering all the different types of aircraft I teach in.
If I’m teaching in a Seneca I don’t ever want to even come close to a spin – I can’t be sure the aircraft would recover. If it did I wouldn't know how much altitude it would take. Manufacturers of twins don't need to show spin flight characteristics to get the craft certified. So they don't. If Piper wasn't willing to test that, why should I be willing to?
On the other hand, if I’m teaching in a Katana or a 172 then I wouldn’t hesitate to drill every type of stall over and over, and even fly the plane well beyond the initial indication of stall. – Because I know I can recover from the stall and spin without problem!
Conclusions...
I believe that it's important for every pilot to understand the aerodynamics of a spin, the causes, and how to recover. Pilots need to practice cross-controlled stalls, accelerated stalls, secondary stalls, power on, off, dirty, clean, and turning stalls. End of story... pilots need to know this stuff.
That doesn't mean all these things need to be taught in every different aircraft. My personal rule - if the aircraft isn't certified for spins then I don't go beyond power on and power off stalls. If the craft is certified for spins then we do it all, cross-controlled stalls, accelerated stalls, secondary stalls, turning stalls, spins.
So my recommendation to all pilots is that you learn and practice these maneuvers occasionally. That doesn't mean in your Bonanza, Baron, or Seneca, get an aircraft certified for the spins and then if the cross-controlled stall becomes a spin - no biggie.
If you need an aircraft or instructor willing to tackle these topics, come see me and we'll fly use my Katana!
High Density Altitude Takeoff Tip
Flaps... more flaps does not equal more lift.
The other day I was at an FBO and I overheard a conversation between two pilots talking about flying to Denver in the summer. The one pilot who had flew to Denver last summer was relaying his experience. He was flying a 182 into Front Range Airport and said he had a heck of a time departing, because he couldn't get the plane off the ground. Finally, after using over 6,000 feet of runway he lifted off was able to just barely get a climb going.
This pilot had stated that he couldn't understand how any aircraft could ever fly in or out of an airport like Leadville since he had so much trouble going to Denver.
I was intrigued by this conversation and decided to introduce myself as a pilot from Colorado and ask some questions. It turns out the plane was loaded properly, well below gross, the pilot, his wife, and maybe 75-100 pounds of bags. He had taken off into the wind of 7 kts. The temp was 95, and that was a factor to the performance, but as I asked more questions the real problem became evident. This pilot had used 20 degrees of flaps. His thinking was that more was better, and a short field procedure of 10 degrees should be adapted to high altitude procedure of 20 degrees of flaps. WRONG!
The reality of the situation is just the opposite. Generally speaking, the first flap setting usually adds more lift than drag, the second, third or even forth flap settings on most aircraft add more drag than lift. The better procedure would have been to use no flaps, or at the most use the 10 degree setting.
I explained that the 182 is a very capable machine, he just needed a different procedure. I also explained that I had flown 150hp 172's to and from Leadville (not in 95 degree temps though).
So what is a good procedure for takeoff from a high altitude airport? First we'll assume you have evaluated the wind, temp, aircraft performance, weight and balance and have concluded that the attempted takeoff is within the capabilities of the aircraft.
If that's the case then the procedure I like to use is to taxi into position using every available foot of runway, lock the brakes, engine to full power, and flaps in the up position (i'll get to using flaps in a second). When you're ready for the takeoff run, release the brakes. Once you get the aircraft in the air keep it close to the ground to use ground effect to accelerate (Ground effect is a reduction in drag caused by being close to the ground in flight). Once airborne in the ground effect you may want to retract flaps if you had used them as well as landing gear. As the plane accelerates past Vy then it will handle and climb better than if it were at or below Vy.
As you were doing the takeoff run, if you got to the 1/2 way point of the runway and you're not airborne or close to airborne then you can extend the first setting of flaps. The benefit of doing this during the takeoff run is that the aircraft will initially accelerate faster without flaps.
Every aircraft is different, this procedure may not be correct for some aircraft, but this will work well for many small single and multi-engine aircraft.
Winter Mountain Flying Courses
Different Seasons Create Different Experiences for Learning to Fly in the MountainsThe ceilings are low, the visibility decreasing. I look out at the airfield and a winter storm is rolling in... Not early, not late, just when we would expect to start seeing regular snow. There will probably be no flying for the rest of the day, but the next weeks and months will transform the Colorado Rockies to a winter wonderland.
With each season, the flight experience, challenges, issues, planning, even the survival gear that a pilot should carry changes. In the summer we high density altitude to contend with, in the winter we have pre-heating and icing considerations among others.
I offer mountain flight training for pilot/owners all year long. If you've ever considered taking some mountain flying instruction, winter is a great time, especially for those that have an airplane that doesn't have the performance capabilities to enjoy the mountains in the summer. I frequently have students that take a lesson in one season and come back in another season to receive the training and experience of flying through the Rockies in winter vs. summer or vice versa. We offer 1 and 2 days mountain flying courses based from Eagle Colorado. We can even arrange for a pilot to meet you east or west of the Rockies. Call us today for more information.
Aviation Accident Cause vs. Prevention - Mountain Flying Crash and Mountain Flight Training
Knowing the Cause of an Accident Doesn't Mean We Know How to Prevent It. For the last 2 days the front page of the newspapers here in Vail Colorado have carried headlines of yet another unfortunate mountain crash. In this latest accident the pilot was alone and crashed his Cessna 182 into the Holy Cross wilderness at 13,000 feet. This early in the investigation nothing is known for sure, but as an outsider it sure looks like the typical scenario we see repeatedly here in the high Rocky Mountains of Colorado.
Likely scenario.... sketchy weather, scud running through the mountains, VFR into IMC, possibly some ice and ultimately impact with the mountain. Only 2 months ago, there was a similar outcome to very similar set of circumstances. Even the same make an model aircraft... C-182, the only real difference being 4 dead rather than one.
Like all aviation accidents, eventually the NTSB will release their findings. Those findings will probably provide a reasonably accurate cause of the accident... the NTSB will have examined the aircraft, pilot, weather, traffic, and any other element that could have possibly contributed. That report will probably tell us about lack of situational awareness, bad decision making, factors of weather. Overall, the NTSB does an excellent job of explaining why an accident occurred, but they don't explain how to prevent one. Within aviation there is a broad assumption that as pilots, if we read enough accident reports explaining the causes then we will automatically understand accident prevention, and this is not the case. Two pilots will interpret the accident it two very different ways and therefore will develop different prevention measures.
Prevention only comes from education (scenario based), practice (stick skills and decision making), a deeper understanding of the variables and their influence, and ultimately developing a more robust decision making process. This is where scenario based training and single pilot resource management come in. Alpine Flight Training specializes in providing the training necessary for navigating the Rocky Mountains in a safe and conservative manner. We provide the option for one and two day classes in our aircraft and pilot's own aircraft. Call one of our mountain training specialists today for more information or to schedule a mountain training.
If the world was flat, and it were always sunny, always clear, always calm, no other aircraft, the plane was always guaranteed to work properly, the pilot was always rested, and always proficient and current then there would be no need for any recurrent or enhancement training ever, and decision making skills would be irrelevant.
But the world is not flat, the weather is infinitely variable, planes have issues, airports have traffic, and pilots are not always ready for their flight and they don't always think things through.... that why we need to keep learning if we want to stay alive.
See Also
- Wiki Single-Pilot Resource Management
SRM Concepts encompass risk management, aeronautical decision making, and task management
Eagle County Aviation Association
Local Interest Groups Facilitate Safety
Small local groups are a great way to get to know other pilots, facilitate open communication and to learn about the local flight environment. Our own Eagle County Aviation Association is a good template that many other communities would be wise to follow when it comes to arranging such a group.
The association is simple, everyone gets together every two months, they invite a guest speaker, air traffic controller, safety counselor, flight doc, etc. to speak. At the end of the night they have learned something, talked with other pilots, FBO operators, ATC people and overall have made an attempt at improving their flight safety.
IMHO... this sort of grass roots flying association can really make a positive impact on safety. In many communities throughout the nation the pilot population is hungry for training like this. The only piece many communities are missing is that person willing to organize the club. I often ask pilots "what have you done or learned today to improve flight safety?" We'll that door swings both ways, that needs to be asked of ASC's, DPE's, chief instructors, and the "senior" pilots living in communities (you know who you are.)
CRM is more than just being nice!
Crew Resource Management
Continental Airlines Flight 1943
Continental Airlines flight 1943 illustrates a unique CRM problem unlike that of most aviation accidents. In February of 1996, the crew of a Douglass DC-9 accidentally landed gear-up in Houston, Texas. Unlike most crews involved in accidents, this crew was very friendly, they liked each other, and they appeared to cooperate and communicate well. The missing element therefore was something else. To illustrate this problem I’ll refer to the following “trite little scientific equation” that a CRM instructor introduced me to. The equation is written as professionalism + niceness + teamwork = safety.
The crew appeared to communicate and interact in a positive manner, i.e. they were nice to each other. Both pilots appeared to be functioning as a team (that is until the last 30 seconds!) The primary missing element, therefore, was professionalism. In the analysis of the CVR, it is my opinion that the captain set precedence for lack of professionalism and the first officer followed his lead. By the strictest CRM definitions this would be a failure to set boundaries and define roles and norms, both for himself and for his crew. Probably the most glaring example of this lack of professionalism is the lack of adherence to the 10,000 foot sterile cockpit rule. Even as they flew down the glide slope at 3,000 feet the captain was still chatting about how his tennis plans would be messed up by the weather.
This lack of professionalism resulted in the pilots being less focused on the task of flying the airplane than they should have been. The lack of focus, the breakdown of the sterile cockpit, and the captain’s preoccupation in personal issues of tennis resulted in the in-range check not being completed. This checklist included activation of hydraulic pressure, which never occurred, resulting in the flaps, slats, spoilers, and landing gear not functioning.
On two occasions there was talk about the flaps not functioning, however neither pilot tried to determine the cause, and no one ever verified that the landing gear was down and locked. As the flight continued to the critical phase of landing, the first officer was flying and he voiced concerns several times about the aircraft’s speed, the fact that there were no flaps, and the un-stabilized nature of the approach. The first officer asked for a go-around, however the captain rejected the request. Instead of listening to the first officers concerns, the captain instead assumed control of the aircraft through a positive change of control, and proceeded to land the aircraft at 193 knots – 80 knots faster than normal without gear, flaps, slats, or spoilers.
There is a fundamental concept I mentioned in an earlier paper, and it begs being repeated for this accident. The concept was that it’s my belief that if either pilot calls missed then the flight should go missed, and if either pilot calls go-around then there should be a go-around. I believe in these last few minutes there was a breakdown of the teamwork, the first officer advocated a safer course of action, the captain insisted continuing the present course. The captain should have had enough respect for his first officer to think that perhaps he was aware of something that he wasn’t, and perhaps the go-around was a good idea.
In the end, it was the lack of professionalism that resulted in this accident. To me the CVR illustrates an absolutely shocking lack of professionalism. From the time they were 30 minutes out in cruise, to the time they touched down there were no reading of checklists, referencing of airspeeds, verbal calls of any nature. Neither pilot had good situational awareness of the condition of the plane, or its configuration.
The failing of this captain is that he did not set boundaries, establish roles, or convey a norm of professionalism to his first officer. First officers to some extent need to be adaptive to the style of the captain, and that is exactly what this first officer did, he followed his captain’s bad example. Had this first officer decided to mentally be the leader of the team and maintain his own vigilance over the flight, the captain most likely would have followed his lead since they were friendly towards each other. To some extent, the first officer did this towards the end, but by that time it was too late. The first officer is there to observe and check the work of the captain, and this first officer was not doing his job either.
Mountain Instrument Flying Courses
Can using too much automation be a bad thing? In some cases perhaps. Here in Eagle Colorado, I provide instrument flying classes, as well as courses for mountain flying. Occasionally I have the opportunity to blend the two and address the specifics of flying instruments in the mountains, more specifically in lower performance piston aircraft.
In recent weeks I've had the opportunity to get a Cirrus checkout, and then go though Cirrus Standardized Instructor (CSIP) training with another flight instructor. On a couple flights I was a back seat observer watching the other instructor being checked out and the instructing instructor go through the paces of the CSIP checkout.
During one of the flights (a night profile), the two instructors (one flying, one teaching) setup a monument to automation by having the Cirrus fly a hands off GPS approach with the lateral and vertical modes of the autopilot coupled to the GPS, and then had the Cirrus calculate the wind correction angle, fly the correction, with vertical step-downs.
Now, while I was mildly impressed with the automation they had programmed in, what wasn't terribly impressive is that the approach controller passed them to the tower controller, and they acknowledged the handoff but never called the tower.
Now, I don't like being a backseat pilot, but at a half mile final I had to ask "You guys gonna get a clearance to land?" They did, and the flight ended uneventfully. Doesn't that completely illustrate an age-old principal... two CFIs in the front, and no-one flying the airplane. They were both playing the role of the instructor. The second principal that seemed relevant was a newer one.
This flight got me thinking about all the automation in this little Cirrus SR-22. Wow! MFD, PFD, moving map, XM, charts, 2 GPS units, an autopilot with all the modes, and all the electronics talk to each other.
My observation is that use of all these tools leads to a great deal of heads down time. Now, in an IMC environment that may be ok, because the flight needs to be orchestrated through the instrumentation. The issue is that there are a good deal of VFR pilots conducting VFR flights in VMC, but are spending a good deal of their time with the head in the cockpit rather than looking out the window for traffic, keeping situational awareness of their visual surroundings, communicating, looking for the potential landing site, overall just using their most important tool (visual sight) to gather information about their flight.
With all this new automation, pilots need to remember to look out the window and not get buried looking at computer displays. I submit that the above potential incident was due entirely to not looking out the window. The pilots did not have positional or situational awareness. Had they been looking out the window it would have been obvious what needed to happen as the runway grew bigger in the window.
Glenwood Springs Flying Club
Depending upon what your specific goals and plan is, joining the Glenwood Springs Flying club may or may not be right for you.
Essentially, the club has about 15 members and 2 early 70's aircraft. Both aircraft are Cherokee 235's. The aircraft are older, and given the small number of users they are readily available. Buying into this club (a 1/20th share) is about $3000, and once you are a member you operate the aircraft for cost (roughly $120/hour fuel included), you'll also be responsible for monthly minimums, and quarterly fees.
Now the benefit of this club is that their aircraft, Cherokee 235's are very capable, and after you have your license then you'll have a plane to fly.
Unfortunately, many people join this club just to learn to fly, thinking that they can sell their membership later - very few ever do, finding a buyer for your membership if you want to get out of the club later is nearly impossible.
Now if your entire goal is to just learn to fly, and you're really not interested in owning an aircraft there are better avenues that will cost you less.
As an example, we rent our Diamond Katana DA-20-C1 Katana Evolution for $129 per hour, fuel included. If you purchase in a 10 hour block you can rent the Katana for $119/hour. As you can see, as a member of the club you'll be paying nearly $120 per hour to fly a 40 year old airplane, mean while you could be spending the same and flying a thirty year newer aircraft, and you didn't have to buy-in for $3000, and you don't have monthly minimums, and you don't have quarterly dues.
There are some other advantages learning in the Katana at Eagle - First, students in glenwood spend a good deal of time travelling to the larger runways of Eagle and Rifle to practice landings because student practice is difficult and time consuming at Glenwood Springs because of it's runway length and placement in the valley. Learning at Eagle means you spend more time practicing and less time commuting to other airports. The result is that your training time is less, and therefore the cost is less. The second major advantage that the Katana provides is a simpler aircraft that is easier to learn in. This means you get through your training faster as well.
If you're considering learning to fly, we would like to invite you to come out to Eagle airport and take a discovery/intro flight. You'll have a chance to meet our instructors, fly the plane for an hour, see our training curriculum, and get all your questions answered. We offer discovery flights that are 1 hour of flight time and 2 hours of instructor time for $199.00. Call 970-401-5105 to schedule one today.