Go No-Go Decision
Tags
safety finish risk pts go around go - no go

Explains hazards associated with flight in the vicinity of thunderstorms.

Makes a competent “go/no-go” decision based on available weather information.

That’s out of the PTS that everyone should have covered during their checkride. I could cover those hazards here; however, I am sure almost everyone reading this knows the answer. If not check out FAA publication, you can start on chapter 19 if you want to dive straight into thunderstorms: Click Here

Even though we know what those hazards are, many times, they are ignored. Why? Because the lift is really good until it’s not. Then it’s really really bad. Unfortunately, when you realize that it’s bad, it’s too late, and it's really bad. There is no way to rewind time a little to when you had an abundant amount of options, including safely landing. If you wait too long, it could quickly become unsafe to land. It might also be unsafe to be in the air.

 Safety Finish

In the US we have a safety finish for when a thunderstorm is above the airport. This is about being able to get a finish then get away from the airport to a safe area. This rule came because of a competitor going through the finish line in IFR conditions. The whole idea is to get a finish during the safety finish, stay safe, not maximize every last point. And also to not attempt to land at the airport because the conditions are unsafe. There was a great video running around on Youtube with someone landing at the airport when a safety finish is called.

 Going around

This gets home doesn’t just apply to contests it applies flying at home. Most of us have done it, stayed out a little too late with a nearby storm. The problem is you get to a point where you cannot undo the last few minutes. One day in our Stemme, we were playing around in the great lift and decided we should head back before the storm got any closer. Of course, the prudent option would have been landing an hour before. As we entered the pattern, it was clear that landing in the direction of the runway was out of the question. Thankfully the engine started, and we ran away very quickly. Had the engine not started as would have landed on our crosswind runway.

 Knowing the Risks

In 2002 Tonopah NV at the 15-meter nationals I was one of 14 that attempted the task. Fifty-four other pilots abandoned the task and headed home to land. Some pilots went around the large thunderstorm, while others went between the rain shafts. I decided to follow another glider and hope the lightning went after him and not me. Honestly, I was so caught up in the race and what others were doing I continued a task I should not have.

When KM had an encounter with lightning, it was not under the most obvious cell. Check out his writeup in Soaring Magazine  May 2002

These days are a risk, the lift might be good, but you are running a higher risk of something bad happening. However, when everyone is doing it, you need to understand the risks that are associated with this style of flying. Then when nothing bad happens the first time or the second. You start to get complacent with the fact that it can all go wrong really fast.

Fly safe, fly tomorrow

Banner photo by Alex Lubin

Digital Water Meter

Digital Water Meter electronic water meter easily installs at the end of a hose for accurate sailplane water ballast loading.  Visit your local hardware store for hose,  PVC hose fittings, and shutoff valve.  Typically when filling a wing tank place a wingstand under the first wing you're filling or both wings if possible so that the wings are horizontal.  After you reach the calculated water quantity (gallons or liters) turn off the water then repeat with other wing tank(s).  Check your flight, operating or maintenance manual for details on loading water ballast for your sailplane.

The water meter has a large easy to read display and compact lightweight design making it easy to handle. A rugged nylon housing and sealed electronic circuitry provides years of durable use in almost any condition. Two AAA batteries power the small microprocessor for a year and are very easy to replace.

IMI XXL Tow Bar

IMI XXL Tow Bar IMI Tow Bar XXL was designed after the request of Bitterwasser pilots, who have problems with soft surface of the dried lake airfield. The standard combination of the tow bar for heavy gliders and common tail dolly is not practical, one needs to achieve lower press at the surface. The tow bar XXL is ideal for the combination of very heavy-tailed gliders as selflaucher open class and rough surface of the airfield.
The Tow bar XXL doesn´t stress the tail dolly so much as other types of tow bars but takes more space in a car or trailer while not in use. It is delivered with the new longer M12 axle for tail dolly automatically.

garret willat  Garret Willat holds a flight instructor rating with over 8000 hours in sailplanes. His parents have owned Sky Sailing Inc. since 1979. He started instructing the day after his 18th birthday. Since then, Garret has represented the US Junior team in 2003 and 2005. He graduated from Embry-Riddle with a bachelor's degree in Professional Aeronautics. Garret represented the US Open Class team in 2008 and 2010 and the Club Class team in 2014. Garret has won 3 US National Championships.