Out of sight: water-skier Allan Golabek lost his vision but found his calling - Cool Down - Brief Article - Interview
Author: Men's Fitness

I was halfway through my two-and-a-half-year exchange tour with the Dutch Navy, flying P-3s. While their training is based directly on our NATOPS and training procedures, there are some differences. But I had gotten up to speed with the Dutch way of doing things in the aircraft, and life was good.

We were on our way to Curacao, in the Caribbean, from Holland, with an overnight stop in Lajes, Azores. Trading the European winter for New Year's in the Caribbean sounded great to me. The first leg would last about five hours. The weather brief mentioned the possibility of strong crosswinds at Lajes, but how bad could it be?

About two-thirds into the flight, I noticed the No. 4 engine was down to four gallons of oil. The flight engineer said that it had seven gallons at the beginning of the flight. There were no visible leaks and no history of No. 4 consuming oil. We discussed our options: continue to Lajes or turn back to Valkenburg (home plate). According to the weather briefs, Lajes had the better weather. With snow and high winds, Valkenburg had low visibility forecast all day, while Lajes had the possibility of strong crosswinds. At the current rate of oil loss, there would be two gallons of oil left on arrival at Lajes but none left if we turned back to Valkenburg, which would require a three-engine landing if we kept it running. This is something I wanted to avoid doing at night, in bad weather, if there was another option available. The temperature at altitude was well below freezing, so any prolonged shutdown with intent to restart was not a good idea. One of our propeller seals could freeze, causing leakage during a restart and causing more serious problems. We discussed the situation, and I decided to continue to Lajes.

On our initial descent into Lajes, winds at 2,000 feet were from 240 degrees, gusting 50-to 70-knots. At the approach end of the runway, winds were from 230 degrees at 18 knots, with a wet runway. With runway 15 in use, the crosswind was 80 degrees offset. The maximum-crosswind component for the P-3 is 35 knots, and with a wet runway, it goes down to 22.5, and with standing water, it is less than 20 knots. The winds at the middle of the field and departure end were not given. The forecast weather for our alternate, Montijo, Portugal, about two hours away, was gusty winds and thunderstorms for our arrival time. I really wanted to see what the actual conditions were before proceeding to our alternate. We briefed the approach and landing. We discussed crew responsibilities, windshear, crosswind limits, crosswind effect on the aircraft, and go-around options.

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