Ron Lee
Well Known Member
I just finished a flyabout and had several weather encounters.
The first was after leaving Connecticut enroute to Eastport Maine (EPM). It was just a cloud layer that had me flying lower than my normal 10,500’ to 12,500’ Not a biggie but it did end up using more fuel. After a Touch n Go at EPM, I stopped for fuel then headed over to airports in Vermont and New Hampshire. Maybe it was the White Mountains but I saw the same lenticular like clouds that indicate high winds over mountainous terrain. Not being familiar with the area, and not a fan of associated downdrafts, plus clouds meeting the terrain, I diverted south and picked two airports in those states that were away from the questionable area. That worked fine but clouds had me still flying low so I stopped in Syracuse New York for fuel.
My destination was Niagara Falls NY (IAG) and after checking weather decided that it was worth trying to get there. I had options to return to Syracuse, or Rochester for larger cities plus several smaller airfields if the weather turned out worse than I was comfortable with. Realistically, I was really left with the larger airports since smaller ones typically shut down around 5 PM. It would not be fun to be stuck at an airport with no way to get to a hotel.
The conditions were adequate and I landed at Niagara Falls as it was getting darkish. After securing the plane, I asked about getting a rental car. The guys there were a bit surprised that I did not have a reservation. The fact is that I thought I would be in Bangor Maine that night. When issues about bus transportation in Martha’s Vineyard ruled out that stop, I went to EPM then planned on making Niagara Falls. After getting fuel at Syracuse, I did not know whether I would make it to Niagara Falls or spend the night elsewhere.
Fortunately, after some fact finding, I got a hotel (Holiday Inn Express) with walking distance of the FBO. The next day, I just used a taxi to get to and from the Falls. So no rental car was ever needed.
My next planned stop was in Michigan (AZO). The ADDS satellite map showed that area as being at the southern edge of an area of marginal VFR conditions. I checked up on special VFR clearances and considered trying that for the first time. However, as I passed over Toledo. I had to descend from 4500’ to around 3000’ to stay clear of clouds. Then as I exited their airspace to the northwest, the visibility ahead appeared to drop. My recollection of their weather broadcast while east of the airport was clear and 6-10 miles visibility. I am talking to Toledo at the time as I typically use VFR flight following on cross-countries. I told Toledo that I wanted to land there. They asked me for my intentions. I told them I wanted to make a full stop landing but should have said “54RL intends to land at Toledo so I don’t enter IFR conditions and kill myself.”
I honestly don’t know what the conditions were that made me decide to do a 180 and land but I did not like it. So I wear the weather wuss label proudly.
On the ground I checked the weather and considered getting to Elkhart. I called an FBO and they close at 5 PM. With my estimated arrival at 530 PM or later, I gave up and stayed at Toledo. The Budget rental car was $27 a day (not including taxes). And there are beaucoup hotels around. Here I made a tactical mistake. Had I checked on the FBO at South Bend just minutes away from Elkhart, I would have found out that they are open 24 hours a day. I could have been closer to my intended stop and closer to home for my expected last flying day.
Two days of rainy weather finally end with better conditions on Sunday. The TAFs around home suggest possible snow in the late afternoon So I decided that I would make three fuel stops. The last would be Kit Carson airport (ITR) which would give me plenty of fuel to get to my home airport area and divert east to Kansas if need be.
I depart Toledo later than planned. I think I am flying at 4500’ which is low for me but clouds don’t allow higher cruise plus the forecast winds were bad from the west. At some point the clouds are even lower so I chat with Flight Watch and decide to descend . Now I am 2000’ AGL for a hundred miles or so. While I have flown over clouds, it was with the bases 4000’-5000‘ AGL, summertime temps so no chance of icing if I had to descend through them, plus I had great visibility on top. Here the conditions were the opposite so I had no choice but to go down low where I had to watch out for towers.
I refuel at ITR and call someone at the home airport. The conditions are good. I start the 45 minute flight and as I get close see what may be a snow squall. I look around to the north and south and elect to skirt it to the north. Then I think about it. Higher terrain there. The system is coming in from the north. Less escape options to the north so I head south a bit and continue in towards home. As I get closer I assume that a 180 is very likely so I determine my escape heading, verify the autopilot (wing leveler) is ready and press forward. I call in on the Unicom to see if anyone can provide weather info. No joy. Colorado Springs has light snow. I was about twelve miles from home before I decide that this will not work and turned around.
This is odd. This looks worse than while I was checking it coming in. I did encounter a few snow flakes but was clear of that quickly. I believe that I went west several minutes too long. While never in a life threatening situation, I suspect that I let the obvious escape path windows get slightly behind me. No more. Once that obvious escape path reaches the 3 and 9 o’clock positions (if not sooner) it is time to retreat.
The trip to La Junta (LHX) is non-eventful and I get there in time to get a courtesy car, put the plane in a hangar and get a $20 room in the FBO building for the night. What a deal. I was stranded there once before after hours and had to call the sheriff to get a ride to a hotel. This was great. Today I flew back in typical Colorado clear blue skies.
Overall, the weather was the winner. I had to fly lower than desired. I had to make alternate stops which caused some inconvenience. I had to delay my return another day because of snow. But I did get more experience in dealing with less than perfect weather safely. I did push my limits close to home but never to the point of no return. Ultimately, being a weather wuss served me well.
Bottom line: There is no pressing need to get to any destination if there is a reasonable chance that doing so will result in crashing and dying.
The first was after leaving Connecticut enroute to Eastport Maine (EPM). It was just a cloud layer that had me flying lower than my normal 10,500’ to 12,500’ Not a biggie but it did end up using more fuel. After a Touch n Go at EPM, I stopped for fuel then headed over to airports in Vermont and New Hampshire. Maybe it was the White Mountains but I saw the same lenticular like clouds that indicate high winds over mountainous terrain. Not being familiar with the area, and not a fan of associated downdrafts, plus clouds meeting the terrain, I diverted south and picked two airports in those states that were away from the questionable area. That worked fine but clouds had me still flying low so I stopped in Syracuse New York for fuel.
My destination was Niagara Falls NY (IAG) and after checking weather decided that it was worth trying to get there. I had options to return to Syracuse, or Rochester for larger cities plus several smaller airfields if the weather turned out worse than I was comfortable with. Realistically, I was really left with the larger airports since smaller ones typically shut down around 5 PM. It would not be fun to be stuck at an airport with no way to get to a hotel.
The conditions were adequate and I landed at Niagara Falls as it was getting darkish. After securing the plane, I asked about getting a rental car. The guys there were a bit surprised that I did not have a reservation. The fact is that I thought I would be in Bangor Maine that night. When issues about bus transportation in Martha’s Vineyard ruled out that stop, I went to EPM then planned on making Niagara Falls. After getting fuel at Syracuse, I did not know whether I would make it to Niagara Falls or spend the night elsewhere.
Fortunately, after some fact finding, I got a hotel (Holiday Inn Express) with walking distance of the FBO. The next day, I just used a taxi to get to and from the Falls. So no rental car was ever needed.
My next planned stop was in Michigan (AZO). The ADDS satellite map showed that area as being at the southern edge of an area of marginal VFR conditions. I checked up on special VFR clearances and considered trying that for the first time. However, as I passed over Toledo. I had to descend from 4500’ to around 3000’ to stay clear of clouds. Then as I exited their airspace to the northwest, the visibility ahead appeared to drop. My recollection of their weather broadcast while east of the airport was clear and 6-10 miles visibility. I am talking to Toledo at the time as I typically use VFR flight following on cross-countries. I told Toledo that I wanted to land there. They asked me for my intentions. I told them I wanted to make a full stop landing but should have said “54RL intends to land at Toledo so I don’t enter IFR conditions and kill myself.”
I honestly don’t know what the conditions were that made me decide to do a 180 and land but I did not like it. So I wear the weather wuss label proudly.
On the ground I checked the weather and considered getting to Elkhart. I called an FBO and they close at 5 PM. With my estimated arrival at 530 PM or later, I gave up and stayed at Toledo. The Budget rental car was $27 a day (not including taxes). And there are beaucoup hotels around. Here I made a tactical mistake. Had I checked on the FBO at South Bend just minutes away from Elkhart, I would have found out that they are open 24 hours a day. I could have been closer to my intended stop and closer to home for my expected last flying day.
Two days of rainy weather finally end with better conditions on Sunday. The TAFs around home suggest possible snow in the late afternoon So I decided that I would make three fuel stops. The last would be Kit Carson airport (ITR) which would give me plenty of fuel to get to my home airport area and divert east to Kansas if need be.
I depart Toledo later than planned. I think I am flying at 4500’ which is low for me but clouds don’t allow higher cruise plus the forecast winds were bad from the west. At some point the clouds are even lower so I chat with Flight Watch and decide to descend . Now I am 2000’ AGL for a hundred miles or so. While I have flown over clouds, it was with the bases 4000’-5000‘ AGL, summertime temps so no chance of icing if I had to descend through them, plus I had great visibility on top. Here the conditions were the opposite so I had no choice but to go down low where I had to watch out for towers.
I refuel at ITR and call someone at the home airport. The conditions are good. I start the 45 minute flight and as I get close see what may be a snow squall. I look around to the north and south and elect to skirt it to the north. Then I think about it. Higher terrain there. The system is coming in from the north. Less escape options to the north so I head south a bit and continue in towards home. As I get closer I assume that a 180 is very likely so I determine my escape heading, verify the autopilot (wing leveler) is ready and press forward. I call in on the Unicom to see if anyone can provide weather info. No joy. Colorado Springs has light snow. I was about twelve miles from home before I decide that this will not work and turned around.
This is odd. This looks worse than while I was checking it coming in. I did encounter a few snow flakes but was clear of that quickly. I believe that I went west several minutes too long. While never in a life threatening situation, I suspect that I let the obvious escape path windows get slightly behind me. No more. Once that obvious escape path reaches the 3 and 9 o’clock positions (if not sooner) it is time to retreat.
The trip to La Junta (LHX) is non-eventful and I get there in time to get a courtesy car, put the plane in a hangar and get a $20 room in the FBO building for the night. What a deal. I was stranded there once before after hours and had to call the sheriff to get a ride to a hotel. This was great. Today I flew back in typical Colorado clear blue skies.
Overall, the weather was the winner. I had to fly lower than desired. I had to make alternate stops which caused some inconvenience. I had to delay my return another day because of snow. But I did get more experience in dealing with less than perfect weather safely. I did push my limits close to home but never to the point of no return. Ultimately, being a weather wuss served me well.
Bottom line: There is no pressing need to get to any destination if there is a reasonable chance that doing so will result in crashing and dying.
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