Do's and Don'ts

DO'S AND DON'TS
OF MOUNTAIN FLYING
DON’T fly into unimproved mountain strips without a minimum of 150-hours total flight experience. Even then, be proficient at slow flight maneuvering and the spot method for landing.
DON’T plan a cross-country flight into the mountains when the wind at mountaintop level exceeds 30 knots unless you are experienced in this type operation (strong updrafts, strong downdrafts and moderate or greater turbulence). This does not preclude taking a “look-see.” Often with a stable air mass the air will contain very little turbulence during these high-wind conditions. Expect the wind velocity to double or more in mountain passes and over the ridges due to a venturi effect.

DON’T choose a route that would prevent a suitable forced-landing area.
DON’T leave the airplane without a compelling reason if you have executed an emergency or precautionary landing. Temporary evacuation may be necessary if a fire hazard exists.

DON’T go if the weather is doubtful or “bad.”

DON’T become quiescent with weather reports of ceilings of 1,000-2,000 feet. The ceiling is reported above ground level. Often, in the mountains, the weather reporting facility will be surrounded by mountains that extend thousands of feet higher than the facility. Clouds may obscure the mountains and passes in the vicinity.

DON’T fly VFR or IFR in the mountains in an unfamiliar airplane make and model. It is required that you learn the flight characteristics, slow flight and stalls in various configurations, beforehand.

DON’T make the landing approach too slow. Some pilots feel they have to make a low approach on the backside of the power curve to get into a mountain strip. This “hanging on the prop” is a dangerous operation. Use a stabilized approach for all landings.
DON’T operate low-performance aircraft into marginal mountain strips. If in doubt about your takeoff, use the “sufficient runway length” rule of thumb.

DON’T rely on cloud shadows for wind direction (unless you are flying at or near the cloud bases). Expect the wind to be constantly changing in direction and velocity because of modification by mountain ridges and canyons.

DON’T fly close to rough terrain or cliffs when the wind approaches 20 knots or more. Dangerous turbulence may be encountered.
DON’T fail to realize that air, although invisible, acts like water and it will “flow” along the contour of the mountains and valleys. Visualize where the wind is from and ask yourself, “What would water do in this same situation?”

DON’T slow down in a downdraft. By maintaining your speed, you will be under the influence of the downdraft for a lesser period of time and lose less altitude overall.

DON’T forget or fail to realize the adverse effect of frost. Less than 1/8 inch of frost may increase the takeoff distance by 50 percent and reduce the cruise speed by 10 percent. Often, if the airplane becomes airborne, the smooth flow of air over the wings is broken up by the frost and the extra drag prevents the airplane from climbing out of ground effect.
DON’T give insufficient attention to the importance of fuel and survival equipment. It is important to keep the airplane light, but don’t skimp on these items.
DON’T fly the middle of a canyon. This places you in a poor position to make a turnaround and it subjects you to shear turbulence.
DON’T fail to use the same indicated airspeed at high-altitude airports that you use at low-altitude or sea level airports for the takeoff or for the approach to landing.
DON’T be too proud or too vain to check with experienced mountain pilots concerning operations to and from unfamiliar fields.