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OF THE DFW FA WILL GDLY MOV EWD DURG PD.
NRN LA, AR, NRN MS
SWLY WND THRUT THE PD. 16Z CIG OVC006. SCT
–SHRA. OTLK… IFR SRN ½ … CIG SCT – BKN015
TOPS TO FL250 SWLY WND THRUT THE PD. 17Z AGL
BKN040. OTLK…MVFR CIG VIS.
LA MS CSTL WTRS
CIG OVC001 – OVC006. TOPS TO FL240. VIS ¼ - ¾ SM
FG. SWLY WND. 16Z CIG OVC010 VIS 2 SM BR. OCNL
VIS 3-5SM –RN BR OVC009. OTLK…MVFR CIG VIS.
FL
CIG BKN020 TOPS TO FL180. VIS 1–3 SM BR. SWLY
WND. 18Z BRK030. OTLK…MVFR CIG.
At this time, there are no SIGMETs or PIREPs reported.
However, there are several AIRMETs, one for IFR
conditions, one for turbulence that covers the entire route,
and another for icing conditions which covers an area just
north of the route:
WAUS44 KKCI 111150
DFWS WA 0111150
AIRMET SIERRA FOR IFR VALID UNTIL 111800
AIRMET IFR...OK TX LA AR MS AL FL
TS IMPLY SEV OR GTR TURB SEV ICE LLWS AND
IFR CONDS.
NON MSL HGHTS DENOTED BY AGL OR CIG.
A recheck of NOTAMs for Gulfport confirms that the
localizer to runway 32 is out of service until further notice
and runway 18/36 is closed. If runway 6 is planned for the
departure, confirm that the climb restriction for the departure
can be met.
GPT 12/006 GPT LOC OS UFN
GPT 12/008 GPT MIRL RWY 18/36 OS UFN
Since the weather is substantially better to the east, Pensacola
Regional Airport is a good alternate with current conditions
and a forecast of marginal VFR.
METAR KPNS 111150Z 21010Z 3SM BKN014 OVC025
09/03 A2973
TAF KPNS 111152Z 111212 22010KT 3 SM BR OVC020
BECMG 1317 4 SM BR OVC025
FM1700 23010KT 4SM –RA OVC030
FM 0400 25014KT 5SM OVC050 TEMPO1612 P6SM
OVC080
If weather minimums are below a pilot’s personal minimums,
a delay in departure to wait for improved conditions is
a good decision. This time can be used to complete the
navigation log which is the next step in planning an IFR
flight. [Figure 10-19]
Use the POH/AFM to compute a true airspeed, cruise power
setting, and fuel burn based on the forecast temperatures
aloft and cruising pressure altitude. Also, compute weightand-
balance information and determine takeoff and landing
distances. There will be a crosswind if weather conditions
require a straight-in landing on runway 14 at GPT. Therefore,
compute the landing distance assuming a 10-knot crosswind
and determine if the runway length is adequate to allow
landing. Determine the estimated flight time and fuel burn
using the winds aloft forecast and considering Pensacola
Regional Airport as an alternate airport. With full tanks, the
flight can be made nonstop with adequate fuel for flight to
the destination, alternate, and the reserve requirement.
Next, check the surface analysis chart which shows where the
pressure systems will be found. The weather depiction chart
shows areas of IFR conditions and can be used to find areas
10-30
Figure 10-19. Navigation Log.
of improving conditions. These charts provide information
a pilot will need should a diversion to VFR conditions be
required. For this flight, the radar depicts precipitation along
the route, and the latest satellite photo confirms what the
weather depiction chart showed.
When the navigation log is finished, complete the flight plan
in preparation for filing with flight service. [Figure 10-20]
Call an AFSS for an updated weather briefing, Birmingham
INTL airport is now reporting 700 overcast with 3 miles
visibility, and Gulfport-Biloxi is now 400 overcast with 2
miles visibility. The alternate, Pensacola Regional Airport,
continues to report adequate weather conditions with 2,000
overcast and 3 miles visibility in light rain.
10-31
Figure 10-20. Flight Plan Form.
Several pilot reports have been submitted for light icing
conditions; however, all the reports are north of the route
of flight and correspond to the AIRMET that was issued
earlier. No pilot reports have included cloud tops, but the
area forecast predicted cloud tops to flight level 240. Since
the weather conditions appear to be improving, a flight plan
can be filed using the completed form.
Analyze the latest weather minimums to determine if they
exceed personal minimums. With the absence of icing
reported along the route and steadily rising temperatures,
structural icing should not be a problem. Make a note to
do an operational check of the pitot heat during preflight
and to take evasive action immediately should even light
icing conditions be encountered in flight. This may require
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