Is it better to get flight training in a region with more diverse altitudes?

[Nelson12]

I'm going to flight school in Texas. End goal is a CPL and part 135 ops but that's a long way off. Anyways, I'm worried that I won't get the most robust experience learning to fly here because the weather is almost always nice and there is not much in the way of mountains or major altitude changes to account for.
Am I correct in assuming that a potential employer would be biased toward hiring a pilot out of, say Washington, rather than me from Texas, all else being equal? (Assume that this potential employer is not close to either location, and is not picking based on hiring a local).
Thanks to those who were able to put aside how smart and funny you think you are to provide an actual answer.
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[‘Bob’]

The airplane is unaware of the ground that is underneath of it.

There’s no reason why you can’t take a Cessna 172 to 10,000 feet over Texas.

If you think Texas always has nice weather you haven’t been around for their thunderstorms, tornadoes, and hurricanes which exceed anything the PNW has to offer in terms of extreme weather.

[Julian.B]

I'm going to flight school in Texas. End goal is a CPL and part 135 ops but that's a long way off. Anyways, I'm worried that I won't get the most robust experience learning to fly here because the weather is almost always nice and there is not much in the way of mountains or major altitude changes to account for.
Am I correct in assuming that a potential employer would be biased toward hiring a pilot out of, say Washington, rather than me from Texas, all else being equal? (Assume that this potential employer is not close to either location, and is not picking based on hiring a local).
Thanks to those who were able to put aside how smart and funny you think you are to provide an actual answer.

Not at all. I wouldn't worry about it now. Focus on the learning the basics and getting that license first. There are operators that might prefer some mountain experience (if they operate in those geographic areas), but worry about that when you get that first job... if you even get a job that requires you to land a Cessna 208 on a gravel strip in Montana.

[lhalliday]

Basics first, terrain second. Once you know what you're doing in the cockpit it's not difficult to learn about mountains and stuff.

...laura

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[RedAndWhiteBaron]

Basics first, terrain second. Once you know what you're doing in the cockpit it's not difficult to learn about mountains and stuff.

...laura


SAM_0837.jpg

Well, as an Ontario trained flyboy, I would argue that yes, it is difficult. I don't see a lot of mountains, airborne or otherwise.

[rookiepilot]

Basics first, terrain second. Once you know what you're doing in the cockpit it's not difficult to learn about mountains and stuff.

...laura


SAM_0837.jpg

Hmmmmmm.....
How does that work exactly?

[photofly]

major altitude changes to account for

I can't see that learning to fly in high density altitudes teaches you very much except that the climb to 3000 agl takes that much longer and costs that much more. You can learn that in one flight - no need to reinforce that learning point over 50 flights.

Learning to fly in and around mountains isn't something you're likely to do much of in primary training.

[rookiepilot]

Learning to fly in and around mountains isn't something you're likely to do much of in primary training.

No.
I'm still waiting to hear how "mountains and stuff" are easy.

[lhalliday]

Some of the things I've learned in mountain training:

• How does wind work around mountains?

• How do clouds work around mountains?

• How do you cross a ridge?

• How do you know you're high enough to clear terrain?

And more. Flying in the mountains demands respect for the weather and terrain, but if you want to fly anywhere remotely interesting in western North America you need to know what you're doing.

...laura

[rookiepilot]

Some of the things I've learned in mountain training:

• How does wind work around mountains?

• How do clouds work around mountains?

• How do you cross a ridge?

• How do you know you're high enough to clear terrain?

And more. Flying in the mountains demands respect for the weather and terrain, but if you want to fly anywhere remotely interesting in western North America you need to know what you're doing.

...laura

Agree.

I take issue with the description they are "easy". Perhaps in theory.
They certainly demand respect, keep in mind the passes in BC are not particularly high. Parts of the US....different story.

[lhalliday]

They certainly demand respect, keep in mind the passes in BC are not particularly high. Parts of the US....different story.

That was part of my motivation for doing The Finer Points mountain flying course a couple of years ago. Our base was KTRK, field elevation 5900 feet. Much higher density altitude in the afternoon. Flying passes at 11000 feet passing around the oximeter. Great!

...laura

[rookiepilot]

Highest pass I've crossed is Marshall pass, Colorado. (10850). I had planned Monarch, Colorado, (11,300), but was advised diverting a bit south was wise. This was after a 9000 DA takeoff. -- I crossed the pass about 1000 feet above, on a calm day in a 172. Took a long time to climb up there.

[Squaretail]

I take issue with the description they are "easy". Perhaps in theory.

The principals at work aren't rocket science. The main problem with pilots and mountain flying is they just don't do stuff they know they should. The same could be said of all flying, the mountains just increase the probability of a lapse in judgement being fatal by several orders of magnitude. Sparky's book is a good start for mountain flying. Too bad Sparky didn't follow his own advice.