Going to sleep, the weather looked like we may have issues but at 5 AM I awoke to start checking things and I lucked out with great weather. I met my instructor a bit early and after some planning we were climbing out to cross the Front Range through Rollins pass at 12,500.
I previously mentioned that the plane does not breathe well up high due to the decreased amount of oxygen. This applies to people too and for safety the FAA limits pilots to 12,500 but you can exceed this for 30 minutes up to 14,000 without supplemental oxygen. Above 14,000 you always need oxygen, helps you keep thinking and living. Since I do not have an oxygen system, this was one additional factor to work into the mix. The plane should be able to climb to 16,500 though I have never gone over 13,800.
After Rollins pass we sampled McElroy airport at 7415 feet elevation. In the mountains all your indicated speeds are the same but the the true speed varies from indicated based upon altitude. Your actual speed is 2% faster per 1000 feet of altitude. As a pilot you still fly the same indicated speeds as you need to go faster to make up for the thinner air. What this means is that at McElroy airport my 80 knot indicated approach is really 92 knots. This means you will use more runway.
McElroy is also chosen as it showcases working around terrain. As you head downwind to land, there is a large hill in the way you need to fly around. This blocks the view of the runway so you need to project in your mind where you need to go without being able to see anything. The final test of McElroy is for your next stop. This airport has 5500 feet of runway, plenty to be a bit sloppy but your next stop does not have this luxury. The instructor is testing your aircraft control to assure that you can make the next stop safely.
After a smooth landing we turned around and headed for Glenwood Springs. This runway requires you follow a highway around a mountain to find a rather short 3300 foot strip given that it is at nearly 6000 feet elevation.
Departing Glenwood Springs we headed to Aspen to see how the .01% live. The ramp in Aspen is littered with big expensive jets. During the season there is little parking for the planes like mine. It is not a very challenging strip even though it is at 7838 feet as there is 8000 feet of pavement. It is in a bowl surrounded by 12000+ foot mountains with only one valley to come in and out. This jams ATC a bit and makes you really keep to your side of the valley lest you meet another plane.
Leaving Apsen we headed to the crown jewel of the trip, Leadville. Leadville is the highest airport in the USA at 9934 feet elevation. I must confess that by keeping the plane light (Only enough fuel for the flight plus a generous reserve) we had plenty of performance. The plane flew like it was at half power but it still performed well and helped make the trip a bit easier and more enjoyable. Other people were taking the class in much less powerful planes and they had to work a bit harder.
Up to this time the weather had been perfect but leaving Leadville, the weather at Rocky Mountain Metro by Boulder dropped a bit. This meant I got to cap off the class shooting a high altitude instrument approach. It went without a hitch and soon we were taxiing in and I was a mountain flying class graduate.
I headed back to the hotel and picked up CC for some hiking. We went up to Flagstaff mountain by Boulder and did some of the easy trails. Combine a loose definition of easy and 7000 foot elevations and we were gasping at times.
After the hike we rewarded ourselves with a hearty brunch and then kicked back for a while to rest up for dinner. We met our friends one last time for a quick walk around another boulder park and then dinner. Our time in Colorado was ending and I was checking weather and planning our next flight.
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