At the buffet of death ,you can only put so much on your plate before you are full.
If you are iced up ,an aircraft does not need much turbulence before you are a test pilot .
The icing that you can experience in a Pacific warm front can quickly exceed the capability of any aircraft. Add some bumps to that from an outflow and it can get confusing as the tail can stall out .Add the venturi effect to the barometric instruments and it does not take long to confuse or kill even an experienced pilot.
Flying into a "low pressure valley "created by high winds and your altimeter will indicate a climb even if you are descending. A low level jet will give a similar mind fcuk ,if you are caught in the downdraught of a severe local low pressure area .The GPS altitude will be indicating a descent and the Altimeter will be indicating a climb, add ice and it is way more than most pilots are trained or ready for. The indications can be thousands of feet off depending on intensity of the local low created by local winds.
If a pilot is trying to stop the false indication of a climb he may descend into the hill ,in a vain attempt to keep the correct altitude.
If you are lucky you might see the hill before you hit it.
And some pilots wonder why I ask them how to find the GPS altitude feature on the GPS for flights in mountainous areas.
It is one tool you should be using if you notice any large change in groundspeed near big hills.
