Mountain checkout
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Re: Mountain checkout
I don't understand how a FTU in BC can train someone to PPL standard, including cross countries, without teaching them about flying in the mountains...
- rookiepilot
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Re: Mountain checkout
This. Why not?
BP, I forgot to mention. My first long mountain CC was across a rather unpopulated part of the Idaho backcountry.
I was with a pilot with thousands of hours flying single engine in high African terrain. Might have picked up a thing or 2.
Of course I could have insisted we needed a mountain checkout before proceeding....
Pop quiz: ( lower time "instructors" only please).
What side of the valley Should one fly on, and why?
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Re: Mountain checkout
Thats a loaded question !!!What side of the valley Should one fly on, and why?
Re: Mountain checkout
The PPL syllabus, as specified by Transport Canada, doesn't include mountain flying.TailwheelPilot wrote: ↑Thu May 30, 2019 11:13 pm I don't understand how a FTU in BC can train someone to PPL standard, including cross countries, without teaching them about flying in the mountains...
If you train somewhere like Squamish you'll learn a lot about mountain flying. By necessity. But if you train at Boundary Bay, you won't. Nor will you need to until you're ready to venture further afield.
Yes, I know, present-day flight training is computerized magenta-line garbage. But since I live in the present-day and didn't have the opportunity to learn in the Good Old Days I'll have to make do and try not to kill myself along the way.
...laura
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Re: Mountain checkout
Maybe.corethatthermal wrote: ↑Fri May 31, 2019 8:03 amThats a loaded question !!!What side of the valley Should one fly on, and why?
I'm still waiting.....
Re: Mountain checkout
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).rookiepilot wrote: ↑Fri May 31, 2019 10:02 amMaybe.corethatthermal wrote: ↑Fri May 31, 2019 8:03 amThats a loaded question !!!What side of the valley Should one fly on, and why?
I'm still waiting.....
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Re: Mountain checkout
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.Schooner69A wrote: ↑Thu May 30, 2019 8:24 pm I have nothing against improving your skill level - be it mountain flying or aerobatic training.
I am against a school telling a student that it's required as part of his/her commercial course...
Fraud.
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.
I'm not sure what's more depressing: That everyone has a price, or how low the price always is.
Re: Mountain checkout
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.Schooner69A wrote: ↑Thu May 30, 2019 8:24 pm I have nothing against improving your skill level - be it mountain flying or aerobatic training.
I am against a school telling a student that it's required as part of his/her commercial course...
Fraud.
DId you hear the one about the jurisprudence fetishist? He got off on a technicality.
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Re: Mountain checkout
The limit though in 405 would be omitting or contradicting anything that is in the applicable FTM. There is nothing to say you can’t add extra. “Mountain checks” are really a bad name, and it would be hard to argue that any reasonably or even marginally useful training there would be counter to the FTM and FIG. A similar example (and way more common) to what we are talking about is the use of a simulator for training. The CPL requirements make no requirements for using a simulator, yet you would be hard pressed to find a CPL course in Canada that didn’t require it as part of their completion syllabus.
I'm not sure what's more depressing: That everyone has a price, or how low the price always is.
Re: Mountain checkout
I think the main reason mountain training is done as part of the CPL in Victoria and Vancouver is because there are very few long x/c routes you can fly that don't involve mountain flying.
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Re: Mountain checkout
My first flight lesson from a very experienced mountain trained instructor was incredibly detailed and specific.
1. Mountains don't move
2. Don't hit the mountain
It got a bit more detailed after that.
1. Mountains don't move
2. Don't hit the mountain
It got a bit more detailed after that.
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Re: Mountain checkout
I was told by instructor that you wouldn't be able to fly a lot of cross country solo without mountain checkout in the lower mainland because of the terrain.
Re: Mountain checkout
How much cross country solo are you planning on doing? I got all the way through my commercial licence in the lower mainland before I started to venture into the mountains.
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.
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.
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Re: Mountain checkout
Well actually I had flown up to Port Hardy and a couple weeks later was in Vancouver WA. Successfully argued it was a flight from Port Hardy to Vancouver with many stops enroute.
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Re: Mountain checkout
I haven't done 300 xc yet. I was looking at Victoria flying club website for the heck of it and noticed that it said you had to have the mountain checkout to rent their planes overr the mounntains
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Re: Mountain checkout
Instructor told me everywhere you go from lower mainland except south is mountainous so you need mountain checkout
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Re: Mountain checkout
In the mountains, the things of which you have to be aware are wind and weather.
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
- Saddles
- Cirques
- Pinnacle
- 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…
![Shocked :shock:](./images/smilies/icon_eek.gif)
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
- Saddles
- Cirques
- Pinnacle
- 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…
![Shocked :shock:](./images/smilies/icon_eek.gif)