This MKC wind forecast for 6,000 feet shows 200 true at 6 knots with +3 C.

What is the wind forecast for MKC at 6,000 ft?

• A. 180 true at 5 kts, temp +2 C
• B. 200 true at 6 kts, temp +3 C
• C. 220 true at 8 kts, temp +5 C
• D. 240 true at 10 kts, temp +1 C

Answer: (B)

To determine the wind forecast for MKC at 6,000 feet, the correct choice suggests a wind direction of 200 degrees true at a speed of 6 knots with a temperature of +3 degrees Celsius. This indicates a southwest wind, which is typical for certain weather patterns, particularly when warm air is pushing into the area. The temperature of +3 degrees Celsius at that altitude indicates relatively mild conditions, which can often accompany lighter winds. A wind speed of 6 knots is sufficient to create some turbulence but not enough to significantly impact aircraft operations, making it a safe forecast for flight planning. The other answers present winds from different directions and speeds, as well as varying temperatures that may not accurately reflect the atmospheric conditions expected at MKC at that altitude. In meteorology, the accuracy of the forecast is vital for safe aviation operations, and this option provides a realistic wind scenario for that flight level.

When you’re plotting a flight, the wind up at 6,000 feet isn’t just a number on a chart. It shapes fuel burn, climb performance, turbulence potential, and even how you’ll handle the approach. MKC—Wiley Post Airport in Oklahoma City—makes a neat case study, because at altitude the wind pattern can be a little different from what you feel near the surface. So let’s walk through a representative forecast for 6,000 feet and what it means in real terms.

The forecast: what is the wind at 6,000 ft for MKC?

If you’re looking at a standard forecast strip for MKC at 6,000 feet, the wind direction and speed you’ll most commonly encounter is:

• 200 true at 6 knots

• Temperature +3 C

That’s option B in a typical multiple-choice question, and it’s a clean snapshot of the kind of data pilots rely on when they’re planning climbs, en route legs, or descents. Let me unpack what each element is telling you, and why this combination matters.

What does 200 true mean, and why 6 knots?

• 200 true is a wind direction coming from 200 degrees on the compass, true north. In aviation terms, the “from” direction is what matters: the air is flowing from the southwest toward the northeast. So you’ve got a SW-origin wind brushing your flight path.

• 6 knots is a light wind. That’s not a strong push; it won’t slam you around or demand heavy correction. It equates to a gentle breeze aloft, something you’ll barely notice in most phases of flight, unless you’re trying to squeeze out every last knot of performance.

Add in the temperature: +3 C at 6,000 feet

• The temperature aloft being +3 degrees Celsius indicates the air is cool but not frigid at that altitude. Temperature plays a big role in air density, which in turn affects engine performance, prop efficiency, and lift. In practical terms, +3 C is mild enough that you’re not dealing with the sharp density-drag that comes with very cold air, but you’re also not in a blazing warm layer that would thin the air more noticeably.

• For the pilot, that means a balance: you’re not chasing aggressive climb rates, but you’re also not fighting a heavy density-altitude penalty if you’re operating close to limits or working a long cross-country leg.

How this wind at 6,000 ft translates into flight planning

• Crosswind considerations: The effect of a 200° wind on your crosswind component depends on the runway heading. If the runway is roughly aligned with the southwest-northeast axis, you’ll feel more headwind or tailwind than crosswind. If the runway runs closer to north-south, the 200° wind can translate into a light crosswind from the left or right. Either way, at 6 knots it’s a gentle factor. It’s the kind of wind you acknowledge, but you don’t have to fight for a long period.

• Climb and cruise performance: Light winds aloft don’t dramatically alter your climb gradient, but they do interact with temperature and air density. With a +3 C layer at 6,000 ft, you’re not dealing with a brutal density-altitude scenario. Your engine and propeller efficiency remain decent, and your true airspeed differences from forecast winds are small enough that you can rely on your standard performance tables with only minor adjustments.

• Turbulence potential: A 6-knot wind is not likely to generate significant turbulence by itself. You might feel a slight shimmer if you pass through a small wind shear or a thin convective layer, but in general this forecast points to smooth air, especially if you’re cruising above cloud decks that would otherwise introduce more variability.

• Temperature and icing: With surface temps and the air aloft around +3 C, icing risk on the 6,000-foot layer isn’t the main concern unless you’re flying through visible moisture where the air near 0 C might create glaze or rime ice. Here, the temperature suggests that icing is unlikely in clean, dry cloud-free air. If you encounter clouds with visible moisture, you’d evaluate icing risk as you would on any similar leg.

Why this option stands out among the choices

Imagine you’re comparing four wind-and-temp scenarios for MKC at 6,000 ft. The other options might show different directions or speeds, or different temperatures. Here’s why 200 true at 6 knots with +3 C stands out as a realistic, balanced forecast for this altitude:

• Direction and speed line up with common southwest flow patterns in many regional setups, especially when a warm air mass edges into a region or a high-pressure system sits to the west.

• The 6-knot speed is in the “quiet” range—enough to matter in instrument meteorology terms but not enough to demand aggressive corrections or big adjustments in routing.

• The +3 C temperature is plausible for many Oklahoma City-area days at that altitude, giving you a believable density- and performance-related backdrop without venturing into extreme cold or heat.

A quick note on the other options

• A: 180 true at 5 kts, temp +2 C would be a slightly different forecast, with wind from the south and a touch lighter. It could be valid in some patterns, but the 180-degree direction doesn’t reflect the SW tendency that can show up in this area.

• C: 220 true at 8 kts, temp +5 C is a stronger wind from the southwest with a warmer layer aloft. That combination would push you into more noticeable crosswinds and a bit more energy for handling the aircraft in gusty segments.

• D: 240 true at 10 kts, temp +1 C adds more wind and a cooler altitude, which could raise density-altitude concerns and make climb or hold patterns a touch stiffer.

In aviation, every forecast is a balance of probabilities. The “correct” choice is the one that matches a plausible, moderate layer of wind with a sensible temperature, giving you a comfortable baseline for planning, without pushing you into extremes you’d need to account for with extra margin.

How to verify and stay sharp in real life

While a single forecast snapshot is helpful, smart flight planning uses multiple sources and cross-checks. Here are practical steps to verify and internalize wind at altitude:

• Check wind aloft forecasts: Most aviation weather sources publish winds aloft for standard altitudes (3,000, 6,000, 9,000 feet, etc.), with direction and speed in degrees true and knots. Look for the 6,000-foot layer and compare across forecast runs.

• Compare surface observations with aloft forecasts: Surface winds can differ from higher-altitude winds due to terrain, fronts, and thermal activity. Seeing how the two align helps you anticipate what you’ll experience during climb or descent.

• Use multiple tools: Weather data is abundant. Aviation Weather Center (awc.aviationweather.gov), SkyVector’s weather overlays, and ForeFlight or Garmin Pilot provide user-friendly wind-aloft visuals. Cross-checking reduces the chance of surprises.

• Note temperature profiles: A +3 C reading at 6,000 ft isn’t magical; it’s part of a larger temperature gradient. When you’re planning an altitude change, note how the layer temperatures trend with altitude in the forecast. A sharp temperature rise or drop can signal changing density and performance characteristics.

• Plan for contingencies: Even with a calm forecast, you’ll want a plan for wind shifts or gusts near the ramps, especially during takeoff and landing. Have alternate runways considered, and think about wind corrections early.

A few conversational tips to keep your mind in the game

• Let me explain it this way: wind direction is where the air is coming from, not where it’s going. So 200° means air is moving from SW to NE, and you’re moving through that moving air in the direction you’re traveling.

• If you’re new to reading these, you might picture the wind as a swimmer’s current. A light, steady current won’t push you off course much; a stronger one will. In this MKC scenario, the current is mild, giving you a comfortable ride.

• Temperature at altitude isn’t just trivia. It’s a telltale for density, performance, and sometimes icing risk. A +3 C layer suggests you’re in a zone where air is cool, but not frigid enough to throw fuel burn numbers wildly off your plan.

Putting it all together

So, for MKC at 6,000 feet, the wind forecast of 200 true at 6 knots with a temperature of +3 C paints a clear, approachable picture: a southwest-origin breeze, light in strength, with mild altitude temperatures. It’s the kind of condition that keeps planning straightforward while still inviting attention to the usual flight-decision details—crosswind checks, climb planning, and the mental note to monitor any slight shifts as you transition through layers.

If you’re a pilot-in-training or someone who loves parsing weather for flight planning, this kind of wind-and-temperature snapshot is the bread-and-butter of your daily routine. It’s simple at first glance, yet it anchors a lot of decisions you’ll make during a flight. And the more you see these patterns—how a 200-degree wind behaves, how +3 C air feels in climb, how a 6-knot breeze is navigated—the more natural the numbers become.

One final thought: weather data is a useful companion, not a dictator. The forecast gives you a probability and a plan. Your job is to read it, test it against your own experience, and adapt with calm judgment. That balance—between data and discernment—that’s the art and the craft of flying.

If you’re curious about how different altitude layers shift the wind picture, or you want a friendly walkthrough of specific tools that make these forecasts easy to compare, I’m happy to walk through a few practical examples. After all, weather literacy isn’t a single snapshot; it’s a habit you build, layer by layer. And with MKC as a reference point, you’ve got a clear, understandable image of how altitude, wind, and temperature come together in real-world flight planning.