Start's today.
Not a big effort at this point but a peek at the 10 day forecasts for cities up and down the route.
We're looking to see where the weather windows look favorable.
Ideally we'll be able to slide down between two systems letting the second one pass while we're on the ground in Lakeland.
Then it's back up the coast before the third one comes through.
As far as route planning goes the only absolute will be the New York Approach's route from DXR to fuel stop #1. You can get that from DXR tower by calling them on the phone and asking them what routing and altitude will be assigned for the destination.
The rest of the country we'll get what we ask for until the last leg into LAL
When deciding what the fuel stops should be I typically start by putting in the starting point and then the destination and let the flight planner pick the route. Then I'll determine what my leg length threshold is. I usually want out of the plane after 3:30 so I plan my stops based on that. Also if we’re VFR we’ll have to keep track of MOA’s and SUA’s so it’s best to fly the airways as they keep you mostly clear of that stuff.
Picking stops that have rental cars hotels and airline service are also elements for planning in case the weather is not cooperating. Researching the services available at the various FBO's is critical because while the big airports have all the amenities for travel they usually don't have piston mechanics on the field. (I had a problem once on the ground in Bradley and they were going to call VIP in Hartford Brainard to come and fix it which was ironic since I had flown to Bradley from VIP in Brainard and knew they had left for the day).
So when picking an airport I might choose Hampton Roads over Norfolk, Charleston Executive vs. Charleston International, Grand Strand over Myrtle Beach. Close enough to get a cab ride to the big airport if we're banging up against a hard stop.
Once you've got a broad picture of the route then check weather.com and see what their forecast will be for the days we're planning on going. Look at the day before we leave and a day after we’re due to come back and leave them open on your calendar so if it’s favorable to go a day early or stay an extra day you'll see that in advance and slide the flying window accordingly
After that choosing spots that have precision approaches vs. non precision is a consideration.
Looking at the weather as the window gets closer we’ll fine tune the route to get us going in the right direction based on the weather that is forecast and what our trip minimums are.
Sitting down and working through a trip minimums checklist is good practice. Since everyones personal minimums are different establish some guidelines for what constitutes go no go conditions in advance. This will take emotion and expectations out of the equation when we are confronted by changing realities.
Before takeoff we’re using the PAVE checklist and after we leave it’s CARE
I’ll think of more and send it along as it comes to me.
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