This is your first trip to today's destination. You are looking forward to the flight so that you can check out your new IFR  GPS. The only approach to your destination is a GPS stand-alone, and although you've never flown one, you have spent  about an hour of GPS practice on a PCATD. Your client just called to tell you that it is critical that you make the meeting— he is leaving town that night. You are an 845-hour private pilot with an instrument rating. You are planning a 475-mile winter trip with your wife and  teenage son to visit relatives for the 3-day holiday weekend. You have recently purchased a 180 HP Cessna 172 that sports  a service ceiling of 14,000 feet. You have flown over the mountains once several years ago. The most direct route to your destination requires 13,500 feet  to clear the mountain range by at least 1,000 ft. and the nearest airway Minimum Enroute Altitude is 14,000 feet. In spite  of the fact that you really want to justify the utility of your airplane to your wife, you begin to doubt that your 172 is the  right airplane for the trip. Which choice from the list below reflects the best preflight risk management for this situation? Scenario 2 Which of the options from the list below would make the aircraft risk factor acceptable for this trip? Scenario 3 a. You take off as scheduled, having made arrangements at the alternate to have a rental car ready should you need to  land there and hope the weather holds. b. You rush your plans, leave early, and try to beat the worsening weather by arriving earlier. c. You decide that today is not the day to fly yourself to this destination. You move the meeting to later in the afternoon  and catch an airline flight. a. C-172. Fly the 172, but revise your schedule to allow more travel time and change your route to one with a 10,000- foot maximum airway MEA. b. PA-32. Schedule the FBO’s Turbo Saratoga that you flew a couple of years ago, and get refresher checkout. c. C-172. Fly the 172 on the original route, but plan a stop at a 7,000-foot airport on this side of the highest ridges to  check out conditions and get local advice. Take portable oxygen. You are an instrument-rated private pilot and have logged 942 hours since you started flying 5 years ago. You regularly fly  your own, well-equipped Bonanza to see your company’s customers within a 700-mile radius. You are planning a 365-mile trip with Jim, your chief engineer, to visit a long-time client. You need to figure out what is  going wrong with the newly installed framis plate—your company’s newly upgraded flagship product. The client has just  landed a significant government contract, but their new framis plate is holding up production. The client is so upset, that  he is threatening to go to your competitor. You and Jim were at the office until 2:30 AM going over the calculations, and  think you have a solution. You will only need a few hours to install the changes. You have logged over 6 approaches and 12 hours actual instrument time during the last 2 months including three approaches  with weather right at minimums. You also completed a Bonanza type refresher course less than a year ago. The forecast for the destination airport is ¾-mile visibility in rain and 300-foot overcast, with temporary conditions of ¼  mile in rain and fog and 100-foot overcast. The ILS approach decision height is 200 feet and the visibility minimum is ½  mile. There are no thunderstorms observed or forecast and the freezing level is 2,000 feet above your filed altitude. These  conditions are widespread and the best alternate is another 100 miles beyond the destination. The weather at the alternate  just makes the legal minimums of a 600-foot ceiling and 2 miles visibility to qualify it as an alternate. B-3