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DO decide specifically what you will do if you have to divert at any particular point, and inform your passengers of these plans.  Preflight is the time to make alternative arrangements (e.g., hotel and rental car reservations) in the event that weather conditions worsen. You can always put passengers (or yourself) on an airliner if you absolutely have to return on time.

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DO advise anyone meeting you at your destination that your plans are flexible and that you will call them when you arrive.  Be sure that they too understand that safety is your top priority, and that you will delay or divert if weather becomes a problem.

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DO remember that one of the most effective safety tools at your disposal is waiting out bad weather.  Bad weather (especially involving weather fronts) normally does not last long, and waiting just a day can often make the difference between a flight with high weather risk and a flight that you can make safely.

In-flight Decision-Making
Perceive – Obtaining In-flight Weather Information
Many times, weather is not forecast to be severe enough to cancel the trip, so pilots often choose to take off and evaluate the weather as they go. While it is not necessarily a bad idea to take off and take a look, staying safe requires staying alert to weather changes.  GA pilots and their aircraft operate in (rather than above) most weather.  At typical GA aircraft speeds, making a 200-mile trip can leave a two to three hour weather information gap between the preflight briefing and the actual flight.  In-flight updates are vital!
Let’s take a closer look at in-flight weather data sources.
Visual Updates. One of the most important things you can do is to look outside. Use your eyes to survey the weather and literally see whether the conditions around you match the conditions that were reported or forecast. Sometimes there are local deviations in weather conditions (isolated cells, fog, etc.) that may not be immediately known to the FSS specialist or that may not appear on weather-product depictions, especially if there is no weather-reporting capability at your departure point. Even if you looked at radar during your preflight briefing process, remember that NEXRAD data is at least 8 minutes old by the time you see it on a display, and older still by the time you are ready to depart. Weather can change very rapidly.
ATIS/ASOS/AWOS. One of the easiest ways to monitor conditions en route is to listen to ATIS and ASOS/AWOS broadcasts along your route.  These broadcasts can help you update and validate preflight weather information about conditions along your route of flight.
En route Flight Advisory Service (EFAS, or Flight Watch). Available on 122.0 in the continental United States from 5,000 AGL to 17,500 MSL, EFAS, addressed as Flight Watch, is a service specifically designed to provide en route aircraft with timely and meaningful weather advisories pertinent to the type of flight intended, route of flight, and altitude. If you are in contact with ATC, request permission to leave the frequency to contact EFAS.  Provide your aircraft identification and the name of the VOR nearest to your position.
　
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本文鏈接地址：General Aviation Pilot’s Guide to Preflight Weather Planning, Weather Self-Briefings, and Weather Decision Making(11)