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the cabin and brief the passengers about the conditions. I take my iPad with me so they can see the red over DBQ. Everyone understands something red is probably dangerous, so they have no problem ac- cepting the fact that they may be driving the last 50 miles of the trip. This kind of passenger cooperation and consent is simply not possible in the airline busi- ness, which is one of the reasons why we can say “we’re going anyway” when the airlines are still stuck on the ground.
As we cross the Iowa border, we pay attention to what is ahead and make sure we have all forms of weather avoidance equipment up and running. The one we typically pay most attention to is near real-time downloaded weather ra- dar and lightning detection data on our iPads. This allows very good long-range planning from hundreds of miles away, with plenty of time to think through and review options. In the airplane, we also have radar in the nose which is helpful when close to the weather. But I have found if I am paying attention to the iPad, maneuvering up close to the weather
with the onboard system is rarely neces- sary. Finally, we are IFR and talking to the controller, who is definitely not about to let us stumble into weather without a lot of warning.
When we cross the state line, the iPad shows the western edge of red weather to be about 10 miles from our destination and moving eastward at about 25 knots, meaning that it will likely clear by the time we arrive. But to cover our bases, we slow the jet down to give us some more time. As luck would have it, about 20 minutes out, the ATIS at DBQ starts reporting wind from the south at 15 to 20 knots, light rain, visibility 6 miles, with 600 broken and 4,000 overcast – a significant improvement from the light- ning, heavy rain and gusting conditions reported earlier. This information is con- firmed by the radar picture, which shows the system has moved out of our way. I look back over my shoulder and tell the nearest passenger the good news.
Ten minutes later, we land at DBQ in pleasant and improving VFR conditions. As they exit the airplane, our passengers
attribute our safe arrival to the expertise of the pilots in front, but the truth of the matter is it was a matter of luck more than anything else. Even with the “we’re going anyway” mentality before depar- ture, we had no intention of penetrating convective weather. If it had not conve- niently moved out of our way, we would have landed elsewhere. Highly skilled or not, we don’t fly into red weather, even when “going anyway.”
Kevin Ware is an ATP who also holds CFI, MEII and heli- copter ratings, has more than 10,000 hours and is typed in several different busi-
ness jets. He has been flying for a living on and off since he was 20, and currently works as a contract pilot for various corporations in the Seattle area. When not work- ing as a pilot he is employed part time as an emergency and urgent care physician. He can be reached at kevin.ware2@aol.com.
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34 • TWIN & TURBINE / July 2019 Jet Journal