The more you fly and the more experience and proficiency you gain, the more Bad Stuff you can deal with. I've been glad that I took off with 7.2 hours instead of 6.5 on board for a 2-hour flight before!Īfter all that, I then make the go/no-go decision based mostly on gut feeling after looking at all of the above. Any gotchas? Where are the minimums in relation to the expected weather? Do I have transportation plans if I have to go to the alternate? Is there a hangar available if I'm going to be landing there shortly before a thunderstorm is expected to hit?Ĩ) THE MOST IMPORTANT THING: Where is the nearest, best VFR for every portion of the flight? Is it within my fuel range? Instrument flight is where the old saw about only having too much fuel if you're on fire is most true. What if you do pick up ice? What if you do run into T-storms? What if you have a mechanical/electrical failure at various parts of the flight? What about a fire or other emergency?ħ) Review the available approaches at the desired destination and alternate. Ice possible? Check FD's for expected OAT, airmets, ADDS icing tools, Skew-T's, etc.Ħ) Review your outs for possible scenarios. T-storms expected? Check the lifted index, radar, lightning, etc. That also means I don't have to worry about ice or embedded thunderstorms enroute.ĥ) After reviewing what the additional hazards might be, I look for more information about that particular thing. to see if enroute conditions might require IFRĤ) If IFR is going to be required, why? What additional hazards might be out there? (Thunderstorms, ice, etc) What can I expect for enroute conditions (ie where are the tops)? To avoid fatigue and maximize enjoyment of the flight, I try not to cruise in IMC. (Subject to change based on weather and other factors, of course.)Ģ) Check METARs and TAFs for departure and destination (FA's if TAF's aren't available) to see if either end will require it to be IFR.ģ) Check FA's, flight rule maps, radar/satellite, etc. I wouldn't say I plan differently between VFR and IFR flights, just that the IFR ones tend to require more in-depth planning.ġ) Plan the desired route. Every flight is so different that I don't really have a set way of planning it. I keep a log in the plane with the POH that I reference for VOR checks, IFR cert, oil change time remaining and the GPS data base is current, also double check when it boots up to confirm.īaggage area:extra oil and screw on filler, clean rags and window cleaner, pack of double and triple A batteris, double check flashligts - one in baggage for preflight at night, one small LED in pilots side front pocket.Ĭlick to expand.Hmmm. Review flight plan on the low enroute charts and VFR sectionals, rather know the things that could make for an ugly day before I am wheels up. who knows when an airport could be closed for who knows what reason while I am inbound)Ĭharts/plates (print/purchase) only print destination plates now with the iPad in the planeĪOPA flight planner and (draft and final plan) Wx (vans airforce page, aopa, wx underground for locations along the way, destinations and I always plan for an alternate even if the wx is good. Not really a formal process here either, but I do try and follow the same routine.Ĭheck Adlog for services: IFR cert current, oil change time/hours, 100 hr inspections (I have three)
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