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         <Name>IFR Mountain Flying | Instrument Flight Rules Considerations</Name>
         <Summary>Considerations When Planning IFR in the Mountains</Summary>
         <Description>A couple years ago I had a Private Pilot come to Eagle for a two day mountain flight training course.&amp;nbsp; As with all pilots that attend this training, the starting place is a discussion about the type of flying they do, the flying they plan to do, skill level, their goals for the training, and their aircraft.&lt;br /&gt;&lt;br /&gt;Based on these conversations I tailor the training to suit each pilot.&amp;nbsp; While every pilot will learn the same basics... mountain weather, density altitude, etc, some things will be different for each student.&amp;nbsp; For example a Malibu driver looking to fly to the Rockies mostly in the winter to ski will have a different training experience than a husky pilot looking for unimproved fields in the summer.&amp;nbsp; Along those same lines the experience will differ from a VFR pilot to a pilot planning to fly IFR.&lt;br /&gt;&lt;br /&gt;In this case, the pilot I was working with had a very capable (turbine) aircraft.&amp;nbsp; He planned to fly instrument approaches and departures into mountain airports.&lt;br /&gt;&lt;br /&gt;During the first day of training I asked the pilot to fly and instrument departure from Meeker airport.&amp;nbsp; This pilot promptly put on his foggles, throttled forward and got in the air.&amp;nbsp; Within about 15 seconds I knew he was not following the DP, and was just flying runway heading....(as he didn't have the chart out). I asked him to continue with his instrument departure but to please take the foggles of so he could see how this departure was playing out.&lt;br /&gt;&lt;br /&gt;5 minutes later his comments were that &amp;quot;I guess maybe my aircraft doesn't have the performance to fly IFR out of mountain airports&amp;quot;.&amp;nbsp; I politely responded that I didn't think aircraft performance was the issue.&lt;br /&gt;&lt;br /&gt;The next few minutes was a chain of leading questions that lead nowhere.&amp;nbsp; As it turns out, this pilot had spent the last 10 years flying from flat land airports in an aircraft with incredible performance.&amp;nbsp; He was completely unaware that textual departure procedures even existed.&amp;nbsp; In fact he had never even noticed or looked at that section of the NOAA chart book.&amp;nbsp; For this pilot, if there was no SID that meant runway heading, contact atc.&lt;br /&gt;&lt;br /&gt;For those of you Jepp users that I just lost... NOAA charts have all the DP's in the front of the book - not like Jepp charts that have them with the airport.&lt;br /&gt;&lt;br /&gt;While this a somewhat comical situation, there is a moral to the story.&amp;nbsp; All pilots should seek mountain checkout, not just VFR, and not just those with aircraft short on performance.&amp;nbsp; I offer IFR mountain flying instruction as well as VFR mountain flying instruction.&lt;br /&gt;&lt;br /&gt;Consider the how these are influenced by mountainous terrain:&lt;br /&gt;&lt;ul&gt;&lt;li&gt;MSA, MRA, MDA&lt;/li&gt;&lt;li&gt;SID / DP's - Climb Gradient / Density Altitude / Performance&lt;/li&gt;&lt;li&gt;Approaches - Steep - VDP's (visual descent points are common)&lt;/li&gt;&lt;li&gt;Missed Apporoaches - What happens if you go past a VDP and need to go missed? (This is sticky - I'll cover in the next post)&lt;/li&gt;&lt;li&gt;Circiling Approaches&lt;/li&gt;&lt;li&gt;Off-Angle Approaches (LOC, VOR and LDA)&lt;/li&gt;&lt;li&gt;Weather&lt;/li&gt;&lt;li&gt;Airframe Icing&lt;/li&gt;&lt;/ul&gt;&lt;br /&gt;&lt;br /&gt;</Description>
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         <Description>In the last post I discussed how instrument flight in the mountains introduces scenarios that don't necessarily exist otherwise.&amp;nbsp; Today I wanted to highlight one such that is relatively common with mountain airports yet infrequently discussed.&lt;br /&gt;&lt;br /&gt;To understand this scenario you'll need to look at the approach chart ILS-06 for Gunnison Colorado (KGUC).&amp;nbsp; You'll see that the DH is 8590 (minimum) which will be roughly a distance of 2.4 miles from the runway at an altitude of 923 feet.&amp;nbsp; The basis for this potential scenario is based on the fact that alot can happen in 2.4 miles and 923 feet.&lt;br /&gt;&lt;br /&gt;Let's imagine you fly this approach and arrive at the DH, you see some portion of the runway environment and continue to descend for landing.&amp;nbsp; Now at 350 feet and 1 mile the wind picks up and you completely loose sight of the runway due to the increased blowing snow.&amp;nbsp; What would you do now?&amp;nbsp; Most pilots would answer that they would go missed.&amp;nbsp; While this is conceptually the right answer (since continuing the descent is no good), the details of how to carry out this missed approach procedure needs to be explored.&lt;br /&gt;&lt;br /&gt;See, the missed approach procedure is designed to be flown from the missed approach point or decision height... not before or after.&amp;nbsp; As part of instrument training, we teach our students that if they decide to fly missed before the missed approach point they can begin climbing immediately, but they need to wait to turn until after the missed approach point.&amp;nbsp; Executing the procedure before or after the MAP/DH may place the aircraft in danger, especially in mountainous terrain where the missed lateral track is designed to keep the aircraft clear of specific terrain.&amp;nbsp; &lt;br /&gt;&lt;br /&gt;Today, the missed procedure for GUC is climb straight to 10,000 then climbing right turn HDG 180 to 12,000.&amp;nbsp; When this approach was originally first published, the missed procedure was climbing right turn to 12,000.&amp;nbsp; If the pilot attempted to fly the missed past the DH, then there was a good chance they would hit a mountain to the right - this was later revised to include the straight ahead portion to 10,000.&lt;br /&gt;&lt;br /&gt;Back to our sceanrio, what does a pilot do if they need to fly missed past the MAP or DH?&amp;nbsp; The first solution is to avoid getting in this situation to begin with.&amp;nbsp; As part of the preflight excercise the pilot should be carefully reading the approaches.&amp;nbsp; If the approach has a DH or MAP that is more than a half mile from the runway then the pilot should consider whether this type of scenario could develop, and what should be done if it does develop.&lt;br /&gt;&lt;br /&gt;If the approach DH or MAP is more than a half mile ask yourself if the executing the missed approach after the DH will create any potential hazards.&amp;nbsp; If so, then take a look at the departure procedure for that runway.&amp;nbsp; How does the departure procedure work?&amp;nbsp; You might find that if you fly past the DH or MAP and need to go missed the better procedure to follow may be the departure procedure or SID for that runway.&lt;br /&gt;</Description>
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         <Name>Mountain CFI launches iPhone Application</Name>
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&lt;p&gt;In the next 30 days you'll be able to get the content of this website delivered to your iPhone through our new iPhone application created by iTechnology Design.&lt;/p&gt;&lt;p&gt;Thought provoking ideas and content focused on flying small aircraft in the Colorado high country.&amp;nbsp;The MountainCFI iPhone application provides mobile access to the MountainCFI.com news feed.&amp;nbsp;You can enjoy the ideas, news, and insights using this news reader anywhere you go.&amp;nbsp;The blog is written by a local ATP(airline transport pilot) rated Certified Flight Instructor with certifications for instrument instruction, multi-engine instruction, seaplane instruction and gliders. The application caches the content locally, so that you can view the information even where there is no network access.&lt;/p&gt;&lt;p&gt;We hope you enjoy this new application.&amp;nbsp; Please tell us what you think.&lt;/p&gt;&lt;p&gt;- Loren French&lt;br /&gt;&lt;/p&gt;</Description>
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