Advice for LONG summer X-country to Midwest

[DXB]

Thought I should close out this thread after my trip. This was the most challenging trip so far in my brief aviation experience and a dense learning experience. Thanks to all for advice above, most of which was on point. Reassessing weather continuously in the air and thinking flexibly based on the info was the most key thing. Having predetermined contingency plans in mind, including alternate places to land and rent a car to complete trip if needed, was also helpful. Valuable first experiences for me included (1) Flying in vicinity of evolving isolated thunderstorms while integrating datalink weather info and help from ATC to keep a safe distance. This led to a 2 hr unplanned stop before crossing the Appalachians that was key to my staying alive.   (2) On the way back, flying VFR at 7500 over a 4000 ft scattered to broken layer for 150 miles so I could get over the mountains safely.  I monitored ceilings on the other side, both by datalink and its visual correlate, to make sure I didn't get trapped above. In retrospect, the weather situation was pretty manageable along my route, but facing these types of decisions for the first time sure had my anxiety up.  I've no clue how people did this comfortably before weather in the cockpit. I would have landed and then gone home whimpering had my Stratus 2 stopped working.   Also I think seeing the metar infos and radar picture in near real time while also seeing their visual correlates through the windshield may accelerate learning about what's going on outside considerably, rather than necessarily breeding over-reliance on the technology.

[Marauder]

Thought I should close out this thread after my trip. This was the most challenging trip so far in my brief aviation experience and a dense learning experience. Thanks to all for advice above, most of which was on point. Reassessing weather continuously in the air and thinking flexibly based on the info was the most key thing. Having predetermined contingency plans in mind, including alternate places to land and rent a car to complete trip if needed, was also helpful. Valuable first experiences for me included (1) Flying in vicinity of evolving isolated thunderstorms while integrating datalink weather info and help from ATC to keep a safe distance. This led to a 2 hr unplanned stop before crossing the Appalachians that was key to my staying alive. (2) On the way back, flying VFR at 7500 over a 4000 ft scattered to broken layer for 150 miles so I could get over the mountains safely. I monitored ceilings on the other side, both by datalink and its visual correlate, to make sure I didn't get trapped above. In retrospect, the weather situation was pretty manageable along my route, but facing these types of decisions for the first time sure had my anxiety up. I've no clue how people did this comfortably before weather in the cockpit. I would have landed and then gone home whimpering had my Stratus 2 stopped working. Also I think seeing the metar infos and radar picture in near real time while also seeing their visual correlates through the windshield may accelerate learning about what's going on outside considerably, rather than necessarily breeding over-reliance on the technology.

Sounds like both a learning experience and fun. Glad for you Dev! Back before all this inflight weather availability, FlightWatch was on my COM's speed dial ATC radar was still evolving and although they could show some weather, it isn't like what they have available today.

Even flying IFR, being in a single engine plane, I am a lot more conservative than my early IFR days. You get the crap scared out of you one time and you become a reformed aviator. I don't have a problem flying an approach to near minimums at my destination or crossing terrain for short periods of time with lower clouds but I am stacking as much as I can in my favor (like looking for at least 1000' enroute and higher if it is hilly). No more zero/zero at takeoff, "mountains obscured along your route" and the weather at your destination is flirting with below mins for me. What was I thinking back then?

Go get that instrument rating and it will open up doors for you and keep a few still slightly or completely closed (like icing, TStorms).

This picture shows the fun and value of the instrument rating:

[Jeff_S]

I've no clue how people did this comfortably before weather in the cockpit. 

 

HIWAS recordings, better local Flight Service Centers that you could actually call up from the air, interactions with ATC, StormScopes...all the stuff you no doubt learned about in your PPL training. But I have to agree that with the advantage of cockpit weather it does take some of the risk out of it. But I've also known a few (and read about more) thrill seekers that tried to use this advanced technology to their detriment...it's a warm security blanket that can overheat and burn you if you get too complacent. Congrats on the great trip, though.  You will learn more about flying by doing a few of those than by hanging out in the local area.

[carusoam]

A couple of long XCs may make you want the IR even more...

Easier to spend the AMUs when you want to...

Best regards,

-a-