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Airwork—There Would Be No Butterflies

FLYING Staff
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Having decided I couldn't go direct (along the airway) I opted to skirt the storm to the north by going to RKA VOR and then direct. Photos By Tom Benenson
Gemini Sparkle

Key Takeaways:

  • A pilot encountered an unexpected storm mid-flight, necessitating continuous adjustments to the flight path.
  • The pilot relied on real-time weather data from XM Weather, Nexrad, and Garmin avionics to make informed decisions about storm avoidance.
  • Despite coordinating with air traffic control and attempting several deviations, the pilot ultimately had to penetrate a narrow part of the storm line, experiencing heavy rain and moderate turbulence.
  • The experience underscores that flight planning and risk assessment are dynamic processes that continue from takeoff through the entire duration of a flight.
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As I headed for RKA it became obvious that the storm would beat me to the VOR.
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From the XM Weather Nexrad and the animation on the Garmin 496, it appeared a turn to the southeast would let the storm move northeast and give me a clear path.
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**The controller suggested I fly direct to DNY (Delancy) VOR and then amended the clearance to Direct HNK (Hancock) direct DNY, which really didn’t mean a change in heading. For the moment, according to the 496, the course looked reasonable?
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**While heading toward DNY, the XM display on the GMX 200 showed lightning strikes at the VOR. A course of about 095 looked better since the storm was moving to the northeast. The controller told me to turn to the northeast. I looked at the?
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The controller said, “Let’s do it this way. You’re cleared direct Columbia County. Deviate as necessary. Have a safe flight!” As I penetrated the narrow storm line there was heavy rain and moderate turbulence.
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**The map of my flight on Flightaware.com showed the changes I made as the flight progressed in response to the changing situation. Flight planning — and risk assessment — doesn’t end at takeoff, but continues throughout a flight.

FLYING Staff

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