That whole ridge from Cannon Mountain down to Dragontail Peak, Argonaut Peak, Sherpa Peak to Stuart Mountain is sure something. Lots of near vertical faces. The Cascades sure have some rugged beauty don't they.
Hate to have an engine out situation over them

How is the ridge lift on windy days? Vertical sided messas can be tricky. Turbulence can make the lift erratic until a good ways up. Unlike a more gradual grade ridge, real close is not always the best lift area until well up.

That day was calm, hardly any lift, we were looking for it.
I wouldnt get close on a windy day.

I am reposting a reply I wrote for another site when others had concerns about the engine failure scenario of this flight. I decided to include my response here in hope that others can learn from our preparation, planning and execution.

This flight was conducted with significant planning to reduce as much of the risk associated with it as possible. We departed the Puget Sound area, following I-90 to the summit because that is the lowest risk route. We had PIREPs from pilots in the local area, as well as current wind and weather reports for the area. The flight was conducted as a two ship for the benefit of mutual support. Emergency landing areas were discussed, as well as procedures if an airplane went down. Both aircraft carried emergency winter gear. Mine included heat sources, sleeping bags, additional cold weather clothes, boots, pants and jackets. Food and water was in the emergency kit as well. Plans had been discussed to drop additional survival gear from the second airplane as well. The pilot was wearing a PLB496 Beacon and utilizing a SPOT as a backup. A flight plan had also been filed. The area of operations was approached as high as possible ascertaining over the last 20 miles the potential for wind and turbulence. Arriving over the area of operations, emergency landing sites were discussed between Larry and myself. We were also in radio contact with a team of accomplished snowmachiners operating in the area that were available for immediate response if the worse was to happen.

The altitudes we were flying at and the slope of the surrounding terrain provided us over 20 square miles of emergency landing areas, there were more good landing sights than you could count. There were dozens within ½ mile of the ground crew. My airplane stalls at 45mph. I routinely practice engine out operations to pinpoint landings. By that ,I mean hitting a pre-determined touchdown point +/- 30 feet. There are several in this group that have flown with me and witnessed this type of proficiency from me. I have taken falls during snow skiing at speeds in excess of 45mph with the benefit of proper restraint harness and a aircraft structure around me to protect me. Touching down under control in over 10’ of snow at 45mph with the additional benefits of either smaller trees absorbing energy or uphill touchdowns, dropped in from 7-10 feet does not worry me in the least. With another aircraft overhead, and three capable machines to take us out of the area. I could have been in the bar in Cle Elum enjoying a cold one within 3 hours of an engine failure. Without the snowmachines under us, we were still operating in an area with suitable weather and terrain for either helicopter or ground rescue crews to reach us. Having been trained in both actual “in the woods” Arctic and Mountainous Survival Training by the USAF, I have no doubt of my ability, with the gear that I carry of my ability to easily survive for several days. I would rather face a cold weather snow survival situation than the typical wet/damp environment you find in Western Washington most of the year. It is a much more dangerous and difficult survival situation. I have lived both, I’ll take a snow cave any day.

The air was completely smooth on this day, with a Density Altitude of 3-4K. Even with the complete absence of updrafts and downdrafts, We progressed ourselves nearer the terrain, we didn’t just fly right in there alongside it. I have the experience and knowledge to keep good energy on the airplane and always leave an out towards lower terrain. You can’t say that for the pilot that flies a 1 to 1.5 mile final to RNT, Auburn, PAE or many other urban airports that leaving very few even less than ideal options if the motor quits. Or how many local pilots fly around Puget Sound every day without life jackets in their aircraft?

Bottom line, flying in areas such as this is a risk management decision. I have routinely taken much greater risk in my daily professional and personal life than this. 20 years of strapping a supersonic jet to my ass was much riskier. Flying Combat, riskier. Flying airshows, upside down below 500’ and 3-5’ formation aerobatics below 100’, way riskier. My whitewater kayaking, skydiving, and motorcycle riding area all risker. Conducting bicycle wind sprints for hours at a time in downtown Seoul streets with 16 lanes of traffic, that was pretty crazy. Yes, backcountry flying is inherently risky, but much less so if done correctly with the proper skills, experience and equipment. It may not be prudent or worth it for others, but I know there are people in this group that have amazing skills in other areas such as driving race cars, motorcyles or basejumping. It would be suicidal for me to try to replicate what they do, just as it would be for others to attempt to do what I am trained to do. But please don’t make uninformed statements about things if you don’t know the details. I can respect someone saying, “that is too far out there for me.” But making inaccurate statements like these two bother me. “Engine out would likely mean death though.” “And that would have been an extraordinarily bad time for an engine-out. “ Show me a good time for an engine failure? 95% of today’s pilots can make it back to the runway if the engine quits in the pattern due to the way training has digressed over the last 30 years.


Respectfully

Jon Counsell

Beautiful country. Thanks for sharing.

RT

Thank you for the video--great editing job.

Jon,

Having never flown there, I was looking for wind management information there. I enjoy your posts and videos and hope my comments and questions are encouraging rather than discouraging.

Jim Dulin

That was awesome. The north Cascades are brilliant and beautiful and it's fun to see those peaks up so close.

Good work! This is right in my back yard! One of my favorite areas to take people. I must admit, I have never been half that prepared flying in that area! Cudos to you for having your shit together and a plan!

contactflying wrote:Jon,

Having never flown there, I was looking for wind management information there. I enjoy your posts and videos and hope my comments and questions are encouraging rather than discouraging.

Jim Dulin

Jim

Believe me, nothing you said bothered me or was taken as discouraging. The large reply I posted as a pre-emptive strike after reaction to the video from other sources.

The forecast that day called for winds aloft of 10KTS at all but one forecasted altitude. I don't remember if it was 6K or 9K that was calling for 15-20KTS. Based on this, we expected to get a little bit of turbulence. As we progressed in a slow climb across the neighboring ridges/peaks coming from the SW we found nothing but a smooth ride. We entered the area at 7K and slowly climbed to 8K as we searched for the snow machines. Ride was completely smooth. When we later dropped down it remained totally smooth. When we climbed towards the upper peak we started on the upwind side and in one small area picked up a 200-300FPM column of rising air. After about 500' of climb the updraft dissipated. Up high near the summit we never experience any turbulence or sinking/rising air. As we left the area, we confirmed that we did have an a 10KTS breeze blowing from the SE.

I almost always am looking for free lift when I'm flying anywhere, but especially in the mountains. I have found predicting turbulence from even strong winds is not anywhere near 100% accurate. I have been in the mountains with 25KTS blowing and had minimal turbulence, but had severe downdrafts as less velocity at other places.

Hope this helps answer your questions a little.

Jughead

Thanks for the spot report Jughead. This late in life I will probably never fly there. Interesting to speculate about anyway.

I probably push too much for this setting and you have been all in military and civilian. I appreciate the wisdom and techniques of you and other instructors on here. And other pilots as well.

Jim