You should fly on the right-hand side of the valley for traffic avoidance, unless there is a reason to fly on the other side (e.g. downdrafts).
To play the devil’s advocate, not quite. While there are minimum standards required by TC for a commercial syllabus, technically speaking the are no limits on it either. As a school, you can come up with whatever requirements you want, you could require your students to dress up in pilot costumes to complete your course, make them fly Boeing simulators, whatever. Also technically speaking, TC has the power to not approve such a syllabus, and again, technically, could beat you over the head for not following your own syllabus.
It’s important to note that there is a difference between a CPL course, and the bare requirements to obtain a CPL. Or any license or rating for that matter.
That is not to say I agree with such practices, though I get why it happens. It’s how the big players in the flight training game compete with one another. Stuff that sounds good on a resume for the unknowing and uninitiated sells flight training to the undiscerning market. But technically it’s not fraud. It’s scummy, and disingenuous, but not fraud.
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Well, not quite. There are some limits. See CAR 405.11 - 405.14. There's nothing in the Flight Training Manual or the Flight Instructor Guide about mountain checkouts, so it's hard to see how it fits in with 405.12 or 405.14.Squaretail wrote: ↑Fri May 31, 2019 1:41 pmTo play the devil’s advocate, not quite. While there are minimum standards required by TC for a commercial syllabus, technically speaking the are no limits on it either.
1. Mountains don't move
2. Don't hit the mountain
It got a bit more detailed after that.
In any case, if you are going to be flying into the mountains in less than perfect weather it's important to get training from someone with considerable mountain experience in marginal weather. This is irrespective of whether or not you get a mountain checkout from a school in the lower mainland. Go ahead and do the mountain checkout, just don't confuse it with the training required to safely get an airplane from ZBB to YLW and back.
What route did you use for your 300nm X/C?
No school would allow an under training student set off on a solo cross country if either condition was going to pose a problem for the u/t pilot.
To suggest that you need a “mountain checkout” to enable you fly in conditions you will never see during your training is suspect.
When it comes to vertical real estate, I think there are two types of pilots: those who want to work IN the mountains and those who want the fly THROUGH the mountains.
Those who want to work in the mountains need a different skill set and knowledge level than those who want to safely navigate through the mountains.
By way of explanation: many years ago, I took a 4-week 25-hour mountain flying course with Okanagan Helicopters in Penticton. During the course, I garnered much knowledge and learned many techniques:
- Psychology of Mountain Flying
- Geography of Mountains and their effects on helicopter operations
- Wind and Weather
- Contour Crawl
- Standard Mountain Approach - Landing and Takeoff
- Basic Circle Recce
- High Altitude Operations
- Ridges and Crowns
- Shoulders and Ledges
- Canyons, Narrow Valleys and River Beds
An excellent course for working a helicopter IN the mountains; however, for flying a helicopter THROUGH the mountains, only the first three would be necessary.
And that applies equally well to a neophyte fixed wing pilot wanting to traverse the Rocks from Calgary through to Kamloops. A good briefing to stress:
- Don’t push weather
- If you’re going to fly through the valleys, do so on the upwind side
- If you’re going to fly “over the top”, remember that if the wind is over 20 knots on the ground, the speed will be higher at altitude and the ride rougher.
- Don’t push weather
- Follow the VFR routes
- Don't push weather
Mountain flying and sexual activity have a lot in common…