Every Flight Is Unique

At first, I was going to take a stab at talking about weather, but as I began looking back at what is required of pilots on each flight, I thought I'd take a broader approach.

One of the nice things about the regulations is that they offer a broad scope of authority to pilots.  While the regulations can get very specific about certain topics, you'll note FAR Part 91.3 is rather broad:

§ 91.3 Responsibility and authority of the pilot in command.
(a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.
(b) In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.
(c) Each pilot in command who deviates from a rule under paragraph (b) of this section shall, upon the request of the Administrator, send a written report of that deviation to the Administrator.

Using a broad brush here, the basic summary is that the pilot in command is responsible for, and has the final say in, the operation of the aircraft, but may have to justify his or her actions upon request.  You have to admit, that's a lot of authority that's being handed over.  Just like many things in life, however, it's a double-edged sword.  That wide-ranging authority also means that you may be called upon to answer for wide-ranging regulatory issues that may have arisen during a flight.

So, how do you minimize your risk of being called upon to answer for those wide-ranging regulatory issues?

You avoid them as much as possible.

Being a pilot doesn't mean that you need to walk around with the ability to cite the FARs at any possible moment, but knowledge of those FARs is extremely important.  At a minimum, you should be very familiar with Part 91, which should keep you out of most troubling scenarios.  In addition to the regulations, however, you should be aware of the information required by FAR Part 91.103:

§ 91.103 Preflight action.
Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include—
(a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC;
(b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:
(1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; and
(2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature.

Of the many things that can get you into trouble, the main issues you're going to run into are probably airspace, P/R-Airspace, MOAs, TFRs, and weather.  Airspace, to include prohibited/restricted airspace and MOAs, is easily avoided by maintaining situational awareness and keeping a chart handy.  TFRs and weather, however, are a different story, as they change more frequently.  TFRs are something pilots in my area have grown accustomed to.  Being so close to Washington DC, you have to be particularly aware of what's going on, as the Nation's political happenings often include some form of TFR.  Other than that, the last main issue is weather, which should always be something to watch.

The difficulty with weather, though, is that it's constantly changing.  Beyond that, it's also occasionally difficult to understand the weather picture with some of the tools we've been given.  We have the METARs and TAFs (Terminal Aerodrome Forecasts) as closer pictures of the weather, with the FA (Area Forecast, and yes, FA is the abbreviation) providing a wider range of coverage.  Outside of that, you can look at the radar and satellite images, and even out your window.  Even with all of the tools at the Aviation Weather Center, sometimes your own interpretation of the weather isn't exactly as it is in the air.

Two of my last three attempts at flying ended up having weather that was not as forecast.  The first flight attempt had some pretty strong wind that was over 16 knots higher than forecast for the time, while the third flight had clouds that were lower than forecast, along with snow.  The visibility also left something to be desired at times.  The thing to remember, however, is that forecasts are forecasts.  They're a prediction of the future based on what is available at the time, and we all know how difficult predicting the future can be.

Occasionally, I'll find myself glancing at the TAF when it disagrees with the actual weather, wondering when it will actually take over and allow me to go flying.  That desire to go flying is always hard to shake, but remember that you're going to be flying in what you're seeing and what's reported, and not necessarily what's in the forecast.

As the pilot, you're charged with the final operation of the flight.  In order to ensure the safety of that operation, you're also charged with becoming familiar with all possible aspects of the flight prior to departure.  That includes a weight and balance, and other performance information.  Aircraft performance changes with weather, and as weather changes all the time, your measurement from the last flight might not be accurate.  If you have a lot of runway at your disposal, you may not think it's necessary, but if the actual performance differs significantly from the estimated performance, the information could be just as valuable to you as the engine check you made in the run up area.

Make sure to get a briefing, but remember that weather models and forecasts are not always correct.  If you do go flying, always have an out, but also remember that you can always stay on the ground.

Just to cover my own rear, here's a generic disclaimer:
The content provided here is informational only, and is not in any way, shape, or form legal guidance.  If any doubts exist, please contact your local FSDO, the administration, or an aviation lawyer.