Because said mountains have steep slopes and narrow canyons, so you can afford to lose some height but not rate 1 turns.
Of course if you wait until the last minute before realizing you won’t make the pass, you’re screwed either way.
If you’ve got 400’, why not lose it? Less G and a tighter turn.
Back to the original topic, when I flew in high DA in South Africa I got to train Canyon turns. There are very pretty mountains NE of Johannesburg that cannot be outclimbed in a PA28-140. Very tight radius (it’s a sharp edge on the SD trace), the FI lost at most 200ft, I was more 3-400ft.
Well … they had a 675m 14/32 runway
and skidded off, or stalled short of, 116m from the north end of the runway near the soil deposit embankment.
Official (from AIP) declared distances.
Elevation 150ft. AMSL
In GoogleEarth you find it if you search for “Paleos Zigos, Greece”.
There is a nice 360 google image there right from the north threshold of the runway where you can get an idea of the surrounding.
I heard its a Thielert diesel engine Cessna (does not look like a 172).
Its unknown if it has anything to do with Greek occupants on-board.
Nearby Kavala LGKV METARs of yesterday noon.
LGKV 121220Z 14007KT 9999 FEW035 20/08 Q1027=
LGKV 121150Z 16007KT 9999 FEW035 19/08 Q1027=
LGKV 121120Z 16006KT 9999 FEW035 19/07 Q1027=
LGKV 121050Z 16007KT 9999 FEW035 19/07 Q1027=
LGKV 121020Z VRB06KT 9999 FEW035 19/07 Q1028=
Any idea what happened?
Here we have a fresh one ,during landing in Xanthi ZZZZ.Both instructor and student escaped with scratches !
https://www.newsbomb.gr/ellada/news/story/932875/synetrivi-aeroplano-stin-xanthi-dyo-traymaties-pics
If they’d had the height to use a chute, they’d have been able to turn.
Slightly off-topic, i guess we are discussing another scenario where a chute may help save the day.
Airborne_Again wrote:
I am thinking what to do I found myself in that situation. My first thought is:- Full power climb, trading airspeed for altitude.
- As airspeed decreased below Vx, approach flap, approach airspeed (1,3*Vso) and a 45° banking U-turn. (Into wind, if possible.)
ArcticChiller wrote:
Don’t forget that at 45° bank, the stall speed increases by x1.19. So I wouldn’t suggest a speed of 1.3*Vso for a steep turn. Just don’t bank that much. In slow flight I wouldn’t do more than maybe 25° bank. Airspeed (respectively ground speed) is much more relevant to reduce the turn radius.
I guess your point about airspeed depends on how much room you have!!! If you’re cruising along with 100+ kts, you can convert all that airspeed to turn performance. The lowering flap during the turn helps lowering the speed thus turn radius.
Of course if you see the problem appearing you would reduce cruise airspeed to a slower precautionary cruise speed, to create more time & space to consider the best course of action, and be better setup for tighter turns.
Disclaimer: don’t try this at home 
MedEwok wrote:
What about a stall turn (“hammerhead turn”) in such a situation?
Probably not a great idea for the reasons @RobertL18C mentions and several more unless you happen to be a very current advanced aerobatic pilot and prepapred to do it at any time including in a C172.
