Most go/no-go documents fail for a boring reason: they are written to persuade, not to be scored. The author knows the answer, so the document quietly carries it. Adjectives do the work ("compelling," "strong," "risky"), examples illustrate the desired verdict, and a closing paragraph recommends the decision. Hand that document to two readers and you will get agreement for the wrong reason: both of them read the same hint.
The fix is to split the artifact in two. The scored version contains only what a reader needs to reach a verdict on a single criterion at a time. The narrative version, which lives in an annex, holds the rationale, the worked examples, the history of how the criteria were chosen, and the recommendation. Anyone judging the pilot can read the annex. Anyone scoring cases cannot.
This is the same discipline that structured decision tools already impose. Aviation's go/no-go framework is built as checklists and personal minimums that a pilot applies item by item, with written limits set in advance so that schedule pressure cannot soften them at the moment of decision (Parrillo Air Services). The FAA's guidance formalizes the same idea through structured checklists and scored risk forms rather than free-form argument (FAA risk framework). A business go/no-go gate works the same way: predefined criteria, applied before the commitment becomes hard to reverse (Incertive).
A practical test for whether your rule has been de-hinted: give it to someone outside the project and ask them to underline every word that suggests an outcome. If they underline anything, that word belongs in the annex.



