Few sporting endeavors seem as well suited to flying as skiing. For Californians, in particular, the pickings are excellent, with lots of fly-in destinations to delight even the most powder-hungry ski-head. And this time of year — late winter to early spring — offers some of the best flying and skiing combinations. Among the most popular in-state ski destinations are Big Bear in Southern California, a handful of miles from the L.A. Basin; Mammoth Mountain; Lake Tahoe, which straddles the California/Nevada border; and Mount Shasta.
Each of these areas supports several ski resorts and is easily accessible by air. Big Bear City Airport is almost in the middle of town (see " Pilots: Mike Smith," page 158). Lake Tahoe Airport in South Lake Tahoe and Mammoth Lakes Airport are both within a reasonable distance from the slopes, and the Mount Shasta ski facilities aren't far from either Montague-Yreka Rohrer Field or Siskiyou County Airport. Moreover, for most Californians, an airplane allows easy access to ski areas all over the West, not just in the Sunshine State.
Regardless of your destination, you'll need to plan before you load up the family hauler for a weekend in the snow. The first item is to ensure that you'll have ground transportation once you get there. The airports in Big Bear and Lake Tahoe have taxi or shuttle service available, and Tahoe generally has rental cars, too. For the others, call the FBOs in advance to check the availability of rental cars; bear in mind that some of these facilities have off-site rental agencies, so plan your time accordingly.
High-altitude flying
One thing that all of these resort-serving airports have in common is mountainous terrain. California's majestic Sierra Nevada range is the spot for most of the state's ski action, so you'll be using high-altitude airports to get closest to the resorts. You'll want to check your airplane's handbook for its altitude performance. It's amazing how much differently a normally aspirated airplane behaves at a density altitude of 6,000 feet than at sea level.If you fly a low-performance airplane, consider limiting the weight in the cabin — hey, rental skis aren't all that bad these days — rather than carrying just the minimum fuel reserves. During the ski season, winds are typically strong in the mountains, and beating a retreat from weather or turbulence to a suitable alternate might require a healthy helping of fuel.
Remember, also, to resist running the mixture control at full rich for the high-altitude landing and takeoff, and pay close attention to the indicated airspeed. It'll be correct for your approaches, but the sensations of the high terrain and the runway rushing along beneath you will betray the higher true airspeeds that these indicated numbers represent in the thinner air.
Weather
If anything's apt to spoil a weekend in the fluffy stuff, it's weather. Come late winter or early spring, frontal systems move through California at an astonishing rate, bringing rain, snow, and lots of meteorological mayhem. Unless you're a seasoned mountain flyer, build yourself large, conservative margins. Be particularly alert for forecasts and pilot reports of icing. Of the ski-area airports that offer instrument approaches, most have minimum en route altitudes well above 10,000 feet and several have feeder routes at or above that figure. A heavily loaded, modestly performing airplane picking up ice at this altitude has few options but to retreat. Have backup plans ready, and execute them immediately if you begin to pick up ice. Ice in mountainous terrain does not get better, and you can't assume that it'll dissipate a few miles up the airway. (See " Wx Watch: Winter Weather Traps," page 118, about two flights that didn't heed this advice.)A weather system working its way through the mountains leaves impressive turbulence in its wake. It will be worse downwind of the highest terrain, of course, but there will also be substantial up- and downdrafts in the area. Plan your approach over the lowest possible terrain to minimize your exposure to orographic turbulence and watch for lenticular clouds on the lee side of any range. They're a sign of strong upper-level winds forming intense turbulence; give them a wide berth.
Survival skills
It's likely that the journey to your new favorite ski resort will take you over sparsely populated or inhospitable terrain. Therefore, you should carry sufficient survival gear to bolster your odds in the event of an off-airport landing in the cold. Have your warm clothes accessible from the cockpit, and carry, at the very least, a first-aid kit, water, and food. (Those nearly inedible protein bars are a good choice.)If you can, choose your route carefully to remain over major highways, because help will be that much closer. In addition, you can buy yourself some options by flying as high as weather, winds, and airplane performance permit. Owners of turbocharged airplanes can crow now, because the option of flying comfortably in the mid and high teens is a real advantage in the mountains.
Be flexible
If you chase your powder dreams into the mountains long enough, weather will become a factor in your scheduling. The critical consideration here is to be flexible. Keep an eye on the weather while you're enjoying the slopes because systems can whip through in a big hurry. Don't put yourself in the position of having to launch into deteriorating weather just to get the brood back to school on Monday. Expect to either leave early or stay late. Besides, bad flying weather is the ultimate excuse for another day hanging around the ski lodge, right?We welcome contributions to "California Flying." If you'd like to share information about your favorite California fly-out destination or if you have a story of special interest to California pilots, please send a typewritten, double-spaced manuscript to: Editor, AOPA Pilot, California Flying, 421 Aviation Way, Frederick, Maryland 21701. For news of interest to California pilots, see " California Action."
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