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The controller’s voice was urgent. “Cessna Three-Zero-Four-Seven November, radar is showing a cell with extreme precipitation immediately in front of you at your 12 o’clock. Do you have it in sight?” My heart skipped a beat.
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Vice President of Publications/Editor Kollin Stagnito routinely takes his Cessna 140 on flying adventures throughout the eastern United States.
kollin.stagnito@aopa.org

What led to this close encounter with poor weather? One week after moving to Frederick, Maryland, I crafted an ambitious plan to relocate my Cessna 140 from Chicago to Frederick in a single day. I took an early morning commercial flight from Baltimore to O’Hare and was eastbound in my airplane by 9:30 a.m. Central time. Two three-hour flights would have me touching down in Frederick around 5 p.m. Eastern. Afternoon summer thunderstorms were my biggest concern, so I planned to use flight following (more accurately called VFR traffic advisories) to help me avoid adverse weather over the Appalachian Mountains.

When flying VFR, I typically file flight plans or request flight following only when the terrain or weather conditions present an increased level of risk. The potential for storms over the mountains on this day made me want access to the second set of eyes and real-time weather radar guidance that en route air traffic controllers provide.

I called Cleveland Approach to request flight following to Frederick, but by the time I reached Pittsburgh, my in-cockpit datalink weather already showed a line of storms had begun to form over the Appalachians. There appeared to be enough distance between storm cells to weave a safe route through to my destination, but I decided to land in Washington, Pennsylvania, call a weather briefer, and make a more relaxed decision about proceeding. Although I typically get my weather briefings online, this is another example of when talking to an expert is invaluable.

The briefer said, “there is a line of impenetrable thunderstorms” blocking my path over the mountains, and VFR flight was not recommended. Easy decision. Tomorrow then, I thought, as I drove the courtesy car to a comfy hotel room.

The sunset view from my hotel, situated atop a West Virginia mountain, was gorgeous. At daybreak the next morning, however, I was looking down at a cloud obscuring the entire valley. Today the weather briefer’s warnings mostly entailed mountain obscuration.

I called Pittsburgh Approach to ask for flight following as I climbed east through 2,000 feet on my way to 5,500. Pittsburgh confirmed radar contact and then issued its startling alert: “Radar is showing a cell with extreme precipitation immediately in front of you at your 12 o’clock. Do you have it in sight?” I was confused by the warning. “I don’t see any rain. It’s hazy with about eight miles of visibility, and cloud bases appear to be around 5,000 feet,” I said.

“OK, thanks,” replied the controller, “A thick layer of fog can look like heavy precipitation on my radar. You’re the first airplane to fly over the area this morning, so I wasn’t sure which I was seeing.”

Although air traffic controllers often have a better real-time picture of the weather than most GA pilots (see “Instrument Tip: Ask for Help,” p. 59), that’s not always the case. Pilot weather reports (pireps) help ATC—and other pilots—complete the weather picture. Weather briefings and flight following are great tools to help with situational awareness, but ultimately the weather is what you see from your cockpit. For me, the inevitable chess match with weather is part of what makes being a pilot so interesting.

The briefer’s warning of mountain obscuration had me thinking I may not be able to see the mountain tops as I flew toward the rising sun. In fact, it was only the valley floors that were obscured on this morning. The air was perfectly smooth, the view stunningly beautiful, and the final leg of my flight sublime.

Alyssa J. Miller
Kollin Stagnito
Senior Vice President of Media
Senior Vice President of Media Kollin Stagnito is a commercial pilot, advanced and instrument ground instructor and a certificated remote pilot. He owns a 1953 Cessna 170B.

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