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freezing temperatures mandates cloud bases above MEA along your route of flight as an escape route. Strong and increasing headwinds with altitude or significant turbulence in clouds sug- gest a low-level flight below the cloud bases while ensuring adequate terrain clearance by using Foreflight/Maps/ Hazard Advisor. If flying above, in or below the clouds is not feasible due to cloud height, icing, convective activity or significant turbulence, consider a planned diversion around the weather.
In some cases, a diversion may add only 10-15% to the trip length but adds immeasurably to safety and comfort. If strong head or tailwinds rather than weather is the major preflight consider- ation, run the Foreflight/Flights profile at various altitudes to compare flight times and fuel burns. Remember to set the various true airspeeds for the selected altitudes to make an apples-to-apples comparison. As you can see there are many variables to consider when plan- ning a flight in a single-engine aircraft compared with just lighting the fires and climbing through the weather to cruise on top in a jet. That is the challenge and part of the fun when moving “up” to a Cirrus.
What should you do if topping, flying through or under the weather, or divert- ing around the weather is simply not a realistic option? The absolute “get out of jail free card” which you must play in that situation is to postpone the flight. Better still to avoid postponing a flight, use Model Guidance (mag.ncep.noaa. gov and select GFS and Namer along with precip_p03 and 1000_500_thick selections). Then view weather progres- sion from the present time to a week out viewing the moving prog chart to see if weather (significant fronts or lows) will be along your route of flight on the day of your proposed flight. Continue to moni- tor Model Guidance daily to consider
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VOLUME 18, NUMBER 7 37
TRAVELOGUE McDaniel
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