CpnCrunch wrote:I don't have a huge amount of experience in the mountains, but the general idea is to *not* fly low up valleys. You either fly near the peaks where you have a good view ahead and more options, or else have enough height and horizontal space to be able to turn around. Low flying in the mountains is generally risky and mostly unnecessary...that's how Sparky Imeson and Steve Fossett died. (If your job is to fly in all weather in the mountains, you'll hopefully be highly experienced at mountain flying, and you'll accept the increased risks).pelmet wrote:Probably easy to do. I suppose in this particular case, one could do a couple of fly-by's at 90 degrees to the entrance to make sure that It is safe. There must be some experienced guys who flew VFR in the Rockies...what were your techniques.
I did one course out in BC and the same sort of thing almost got done.Should be doing another course this month.
If you want to see people flying on the very edge of what is safe in the mountains, Everest Rescue is a good show to watch (on Discovery...if you have Shaw it will be in the on-demand page).
There are two types of low weather flying in the mountains. You can have low ceilings and good vis underneath, in which case you followrivers/vallleys, sticking to one side so that you don't have to think about which way to turn if a 180 is needed, and as high as you can. You never head up a canyon without knowing the elevation of the pass at the top, and if you are unable to attain or maintain an altitude suitable for crossing it, you turn around, try another pass or go home.
The other possibility is low vis in high ceilings - smoke is a common one, or ice crystals, occasionally precipitation. In this case, you can fly closer to direct lines but should always know where the higher terrain is in relation to your position, and where the low terrain is. As you approach a saddle, make your approach angle as shallow as possible with the intent of not making it through (turning back should be the plan, getting through should be the surprise, not the other way around) If you get up close and see decent enough weather on the other side, you can continue on your track. If you don't, go home.
As the elevation of the passes you are trying to navigate increases, the performance of your aircraft decreases. Just because something works in a 2000' pass does not mean it will work at 4000'. Always have an out, and don't rely on extreme maneuvring to take it. The trip will still be there tomorrow.