Tac88 10

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OCTOBER 1988

tac attack
angle of attack

I
t's been a year since my first Angle of Attack, so I'd
like to share a glance back over the past twelve
months with you. We won't set any records for all-time
planes, but also in weapons safety. Weve made over a ~
60 percent improvement in what weapons mishaps
cost us this year compared to last year. Our weapons
low mishap rates in FY 88, but I must take my hat off mishap rate was over 30 percent better than the previ-
to you and say "Well Done:' With the demanding ous year. "Well Done:'
variety and complexity of operational flying, training In ground safety, weve reduced on-duty injuries sig-
missions, deployments and other accomplishments nificantly and saved the Air Force big bucks that
that you've handled, it has been a year second to none. otherwise would have been spent in lost man-days.
You've flown hundreds of thousands of sorties, Our fatalities are down everywhere, except in the area
probably more than anyone else in the Air Force of private motor vehicles. We need a little more
combined, and the small number of mishaps weve emphasis and your help there.
experienced is amazing. In closing, let me share with you some things in life
Of the flight mishaps we have had, most of them we that have made me feel good. Maybe you share some
did to ourselves by doing things that were not smart. of them:
I'm talking about honest mistakes that were made, not -Flying good fmgertip formation.
intentional violations of rules or air discipline. !._Coming into class in high school and seeing the
In order to keep our boss's heart rate down and all of film projector set up.
our colonels busy doing their assigned jobs instead of -Getting a bomb on target and on time.
serving as mishap investigation board presidents, -Being in TAC.
each of us needs to be aware and set good examples in How about you?
leadership and discipline. So long until next month, pardner.
'Ib our TAC maintainers, I'd also like to say "ThankS:'

~WE~~l,
Weve had another great year on the maintenance side
of the house. You've continued to improve the main-
tenance and reliability of our aircraft and your efforts USAF
have certainly paid off.
Weve not only had a great year in maintaining air- Chief of Safety

2 OCTOBER 1988
TAC ATTACK
toRCE

24 Flying On a "Beer" Budget


What difference do the budget cutbacks make
Wingman: A Skilled and Honorable in your flying and ground operations?
"1 .,__ Profession
A TAC wing commander shares his perspective
on what being a wingman should be all about.

10 Accidents Don't Just Happen


Preventing mishaps is a result of conscious, car-
ing attention to everything that's going on 12 Fleagle Salutes
aroun,d you. 13 Aircrew of Distinction
14 Chock 'Th.lk
18 Who's In Charge?
16 In The Center
When it comes to flight leadership and success- 21,27,29 Safety Awards
ful mission accomplishment, the answer to that
question is critical. 22 TACTips
28 Weapons Words

,'·

TACSP127-1
TAG Attack is not directive in nature. Recommendations are intended to comply with existing directives. Opinions expressed are
those of the authors and not necessarily the positions ofTAC or USAF. Mishap information does not identify the persons, places or
units involved and may not be construed as incriminating under Article 31 of the UCMJ. Photos and artwork are representative and
not necessarily of the people or equipment involved.
Contributions are encouraged, as are comments and criticism. We reserve the right to edit all manuscripts for readability and
good taste. Write the Editor, TAG Attack, HQ TAC/SEP, Langley AFB, VA23665-5563; or call AUTOVON 574-3658.
Distribution F(X) is controlled by TAC/SEP through the PDO, based on a ratio of 1 copy per 10 persons assigned. DOD units
other than USAF have no fixed ratio; requests will be considered individually.
Subscriptions for readers outside DOD are available from the Superintendent of Documents, Government Printing Office,
Washington , D.C. 20402. All correspondence on subscription service should be directed to the Superintendent, not to TAC/SEP.

' - - - - - - - ' - - -·-· _ _ _VOWM£ 28 NUMBER 10


I SPNIEW. 1M111-461 '''0"\g'"*-111

EDWARD C.
ALDRIDGE, JR.'
SECRETARY OF
THE AIR FORCE

GEN ROBERT D. RUSS


COMMANDER

COL JACK GAWELKO


CHIEF OF SAFETY

MAJ DON RIGHTMYER Colonel David A, S*wyer


EDITOR 602 TAIRCW/CC
Davis-Monthan APB, AZ
JANET GAINES
EDITORIAL ASSISTANT SC E N E Wing King orientation Col Benthere: "Welcome to the
session with newly arrived Fightie Fiends, the best dang.ed
STAN HARD ISONT fighter outfit in the known
ART EDITOR'' universe. You are a privileged
Cast of Characters:
group of warriors who have passed
SSGT DENNIS WALLACE Col TFW/CC
every test thrown at you so fat
STAFF ARTIST I. Renthere Now, your mil training starts. We
a Capt New Guy (Recent B have 60 days to get you mission
TAG Attack (ISSN 049.1-038k)) is pub- Jack Fape Course Graduate) ready, and, by God, we're going to
lished monthly by HQ IACSEP, Lang.
ley AFT, VA. POSTMASTER: Send do it with style. When you com-
Capt New Guy (Recent B
address changes to TAC Attack, plete MQT, you will be declared a
TAC /SEP Langley AFB, VA Jim Fafack Course Graduate) mission-ready, certified, ready-to-
23665-5563. Second-class postage paid
at Hampton, Virginia, and additional 2 Lt New Guy (Recent B go-to-:. fighter pilot! . . . "
mailing offices. U.P. The Course Graduate) (pauses for effect). (Visions of glory

4 OCTOBER 1988

wingman- a skilled and honorable profession


flood the imaginations of the three fiercest fighting outfit since shouldn't even be grouping me with
new arrivals. Fape sees himself Ghengis Khan's horde. 'Thke advan- these other toads. They're the only
leading a MIG sweep force into a tage of your time as a wingman wingmen here- I'm practically a
furious furball. Fafack is to learn the skills of your flight lead already. In three
camped at a Fulcrum's six, gunning trade well .. ?' months, I could be in
his adversary's Communist brains Fape: (His mind starts to wander Stan/Eval ... ")
out. Tee rolls up on a wing to .. . ''Yeah, I'll be a wingman for Col Benthere: (Continues to
check his bombs after a perfect now, but just wait until I'm a flight inspire the troops ... ) "Now, I
pass and sees two huge spans of the lead. Why, with my thousand hours insist the Fightin' Fiends enforce
biggest bad-guy bridge since Dou- of T-38 IP time, I could be a flight strict air discipline- from start
mer crashing into the muddy river lead tomorrow. Shoot, I already engines to shutdown. Flying is a
below. The Colonel continues ... ) know how to bomb, strafe, and hit complicated, dangerous business,
''Yes, indeed, now is the time to the dart, and I've led dozens of and we have to do it right ... "
learn. You will be wingmen in the UPT four-ships. The ·wingco Fafack: (Drifts into reverie ...

TACATTACK 5
)
MAN - A SKIIJED AND

"Complicated? I've done compli- especially in the Fightin' Fiends. Have you been there? If you're
cated. I've been a 1 Lt DetCo on a Thke pride in what you do- you are a new guy, does your leader's soul
major joint force exercise and con- the best ofthe best!" pound the prison walls of your
trolled a dozen flights of fighters Lt U. P. Tee: (Adrenaline kicks wingman's body, screaming, "Let
through the toughest hi-threat into overdrive ... "Boy-o-boy-o- me out! Let me show my stuff!"
scenario the exercise planning boy! That's me alright! Best of the This phenomenon shouldn't sur-
sadists could scheme up. I wonder best. Thp of my pilot training class, prise any of us. From the moment
if I can talk the ops officer into got me a front line fighter, wowed we all donned our first uniform, we
starting flight lead upgrade right 'em in LIT and RTU and now here have been trained to be leaders.
after getting MR? Might have to I am in my first real fighter outfit! Thke the three guys in our story for
waive a couple of hours, but I'm MQT sounds challenging, but I example. All have most likely
that good ... ") know I can hack it. Wonder how served in leadership positions-
Col Benthere: (Starts to hit his soon I get to lead flights?") cadet corps, UPI' class officer, etc
stride ... ) ,here's no more satis- Fafack and Fape have even
fying or challenging job in the EndofScene been flight leads in nonfighter air-
world than being a fighter pilot- craft. The taxpayers have invested
nearly two million dollars* in each
of them, just to bring them to this
point- ready to start MQT at their
fighter unit. Like all their contem-
poraries, each is a smart, aggres-
sive college graduate with certified
good hands. Is it reasonable to
expect them to follow lead, obey
orders explicitly, and shut up on
the radio unless spoken to, tapped
by a bogey, oronfrre? The short
answer is ·yes, that's exactly what's
expected, and for good reason. Fly-
ing tactical fighters is a challeng-
ing, complicated, and potentially
dangerous business that must be
learned one step at a time. We all
seem to accept that axiom through
most of the process (UPI', LIT,
RTU, etc.), but I believe there's one
step on the staircase we all want to
jumpover-MR Wingman! It's
almost like a stigma- who brags
about being a great wingman? The

wingman- a skilled and honorable profession


riONORABLE PROFESSION

only people you like to hear brag-


ging are us old guys- and I don't
think the rest of you take us seri-
ously! My purpose in bringing this
A wingman worth the title plays many roles - warrior,
subject up is twofold- first, to con- protector, confidant, friend, critic, supporter, and
vince you the title ''wingman'' potential saviour. He may play many roles, but he
describes one engaged in an
honorable profession- a highly
has just one purpose - to support his leader, period!
skilled trade; second, to offer you
some ideas on how to become the
world's best wingman.
where the f:trepower is applied and one. There is no better way to be a
*For you stubby pencil types, some has the responsibility to make it great flight leader than to appren-
-.......ypical figures are: happen. The wingman's job is to tice as a great wingman.
make the leader's job as easy as Stick , Search, and Report: So,
F-4 F-15 F-16
possible, period again. They are a how do you become the world's
team, each with specific duties to greatest wingman? The Brits have
UPl' 397,818 397,818 :397.818 help the team win. Whether you're a handy memory jogger to
RTU
B Course 1,018,272 1,539,523 1,376,355 a guard, tackle, center, or quarter- describe the wingman's
TOTAL 1,416,090 1,937,341 1,774,173
back, if you make the team, you responsibilities- "Stick, Search,
play in the game and have a stake and Report:' "Stick" with your
in its outcome. The better you play, leader, "Search" the area, and
Wingmen: Real Fighter Pilots, the better chance your team has of Report" necessary information.
'lbo! Okay, why should you con- winning. In our business, ''winning'' "Stick, Search, and Report" is your
sider wingman more than just a can take every form from a turkey abbreviated checklist- now, for the
holding pattern until you get to be shoot trophy to target destruction Dash One expanded version.
a real fighter pilot? First, under- and survival in intense combat. Stick with your leader
stand a wingman is every bit a real The leader doesn't win alone. He 1. Fly superb formation. Be where
fighter pilot as a flight lead. A can't. The world's champion flight the leader expects you to be.
wingman worth the title plays lead will probably screw something However, don't devote exclusive
many roles- warrior, protector, up if he has a sloppy, disinterested attention to this or you'll flunk
confidant, friend, critic, supporter, wingman. You may not realize this "search." The best advice on for-
and potential saviour. He may play because a good leader doesn't fly mation I can think of is fly where
many roles, but he has just one with a sorry wingman more than you can best provide support-
purpose- to support his leader, once. He either educates that wing- lookout, target acquisition, navi-
period. Fighters are employed in man in a hurry or gets rid of him. gation backup, etc.
bunches of two, four, and multiples Care to guess how that flight lead 2. Change formations/positions
thereof for two main reasons- knows what a quality wingman only when directed. This may
.._ firepower and mutual support. The looks and acts like? Simple- he sound strange coming on the
leader decides how, when, and remembers, because he used to be heels of advice to "fly where you
can best provide support?' There out technique- but, don't be a time, and had a little time to
will be times as a wingman when jerk about it. think about how the flight was
you think you need to make an Search the Area going. The better wingman you
undirected formation change. A 1. See every bogey. Techniques for are, the more time you'll have to
typical example is on initial lookout are well documented- back up lead in virtually all his
when you know it's past time for fmd them, study them, use tasks. You old guys are starting
lead to rock you into close forma- them, and talk about them. If to come out of your seats now,
tion. A good wingman will move you become known as an eagle- aren't you? I can hear you bellow-
in and save the leader the eyed wingie, you'll never be a ing, "What I want from a wing-
embarrassment of pitching out in wallflower. man is for him to fly good
route, right? WRONG! (The 2. Call out every relevant bogey. formation, look out for threats,
quickest way to learn that partic- Challenge yourself to be the first shack the target, and shut up on
ular action is wrong is to move in guy in the flight to acquire the the radio. What's this 'back up ..--..,_,
close, then have the leader traffic and call it out. Actually the leader' crap?" Allow me an
vigorously rock his wings to calling out bogeys is part of the explanation, please ... As flight
bring you in. That's mid-air city, "report" checklist. The part that leads, your goals should be noth-
folks, especially with a four- applies to "search" is to decide ing less than perfect formation,
ship.) Unless it's an emergency which bogeys are relevant. The lookout, weapons delivery, and
or a combat break, stay where wingman who calls out all the radio discipline from your wing-
you are put. There is no better traffic quickly becomes a pest. man. The wingman's goals
way to support your leader. If Most of the time you couldn't should be the same. However, we
the leader puts you in dumb care less about airliners at three need to consider how much time
formations- debrief and cri- dclock high. Develop your judg- needs to be devoted to these
tique. You may save more than ment for which bogeys are rele- tasks during a typical flight. For
your own life by nurturing bet- vant by questioning your leader the new guy, it takes virtually all
ter flight leadership. during the debrief. Ask him how his time- he has to think hard
3. Assume nothing. Have you ever you did- he'll appreciate your and work harder to stay in posi-
been checking six so well you interest and you'll sharpen your tion, clear, turn on the right
half-missed, half-caught a wing skills as a super wingie. switches, etc. But, as his
flash signal? "Oh, oh! Now 3. Back up lead. Here's where you'll proficiency improves, these fun-
what?" You say to yourself, "Did notice your greatest growth as a damental tasks become instinc-
I see it or did I not? Will lead fighter pilot during your tenure tive. Once the wingman reaches
bust my chops in the debrief if I as a wingman. Remember your a degree of proficiency in "stick,
don't move now?" Live with your first tactical formation rides in search, and report; he has time
paranoia for a few seconds, and RTU when it was all you could on his hands that he can use
see if he does it again. A good do to hang on? After just a few productively (backing up lead) or
flight lead will assume you were more rides, you felt pretty com- unproductively (muttering
clearing and give you the signal fortable in your role- you main- about lead under his breath, for
again. If he does bust your chops tained good position, knew example). My contention is that
in the debrief, defend your look- where you were most of the the wingman should use that

8 OCTOBER 1988
wingman- a skilled and honorable profession
ffONORABLE PROFESSION

time to cross-check navigation, practice this. Develop mouth and wrong with succumbing to the
anticipate the next task or mind coordination while still fly- inspiration of the moment, for
several tasks, and be ready for ing your jet. example, and exclaiming, "Boy,
possible problems. 2. Never miss a radio call. You're what a great day for flying!"
Now this "back up the leader" not supporting your leader per- First, such a remark doesn't con-
stuff is risky advice to give you fectly if it's your fault he has to tribute anything to the mission.
wingmen, because you can ~crew tell you something twice. If you Second, you could miss a vital
it up too easily. Don't get caught develop into a good listener as radio call, e.g., "May Day!" And,
up in this role to the point you wingman, you'll be better pre- third, somebody may answer!
ignore in the least your wing- pared to listen effectively as a "Yeah, reminds me of Korea?'
man duties. Thi_s is another rea- flight lead. The best flight leads "Really? How so?" "Well, we used
son you probably need to spend are great listeners- they don't to ... ; etc. And the flight's
at least a year as a wingman if miss anything. attention is diverted away from
you're new to fighters- 3. Make perfect, clear radio calls. the business at hand and the
regardless of your previous Are you understandable on the potential for screw up or tragedy
FAFAC or FAIP experience. No radio, or are you trying to be so has just taken a quantum leap
matter how good you are or how quick or cool it comes out fuzzy? upward. Treat radio #2, #3, etc.,
much experience you have in "Quick" is great, but not if only as I hope you treat radio # 1.
other aircraft types, it takes a half the transmission comes Make only absolutely neces-
while to develop the proficiency across the airwaves. Give your- sary radio calls!
and instincts of a super fighter self a little test on every flight- The Payoff
wingman. Incidentally, you don't did anyone ever have to ask you If you develop great wingman
stop learning wingman skills to "say again"? If you hear "say "stick, search, and report" prowess
once you make flight lead. Ask again'' with any regularity, as.y.ou hone your other fighter pilot
the experienced guys in your you're probably the source of the skills; you'll always be in demand by
unit. They're proud to be wing- problem. Be forceful, be precise, flight leads in your unit. You'll also
men because they're still honing and pronounce those consonants! be a better flight leader when the
their skills, and they know it's a 4. Make only necessary radio time comes. Meanwhile, we'll all
challenging job. calls. When all fighters had just benefit from your performance as a
Report necessary information. one radio, it was easy for every- crackerjack wingman. You'll be a
1. Call out every relevant bogey- one to understand how impor- better combat pilot; your unit will
precisely. This is not redundant tant it is to keep radio calls to an be more combat ready and, in case
advice. Deciding which bogeys absolute minimum. 'Ibday, with you hadn't noticed, great wingmen
merit a call on the radio is a judg- two and three radios in most of also don't cause accidents. Sloppy
ment you must make as part of our fighters, the temptation to wingmen often do. So the next time
your "search" duties. 'Ib make talk has risen exponentially. someone says you're just a wing-
that call with speed and preci- Intraflight FM frequencies are man, tell him, "You're wrong, pal.
sion requires additional judg- especially tempting- just you I'm not just a wingman; I'm the
ment and skills. Demand and the other flight members, world's best wingman and danged
perfection of yourself when you nobody else listening. What's proud of it! ..->

TACATTACK 9
MSgt Daniel A. Conrady
836AD/SEG
Davis-Monthan AFB, AZ

M any individuals on our TAC


bases are getting injured
without good reason. The cause of
80% of our mishaps is unsafe acts.
Another 18% result from unsafe
conditions, leaving the fmal2% to
other cause factors. While it is the
individual's responsibility to per-
form his or her job in a safe manner
and ensure that all unsafe condi-
tions are reported so that they can
be corrected, you, as a supervisor,
also have a responsibility to your
people. Ask yourself the following
questions and see how you and
your unit stack up in safety aware-
ness and mishap prevention.
When was the last time you, the
supervisor, actually performed the
tasks that you assign to your peo-
ple? Have the procedures or equip-
ment changed since then? Do you
think that your people are so good
that they don't need supervision?

When was tbe last time you,


tbe supervisor, actually
perfonned tbe tasks that
you assign to your people ?

10 OCTOBER 1988

accidents don't just happen


DON'T JUST HAPPEN
Are their tasks repetitious? Could probably delayed?
they be injured while doing them? What's the bottom line? Mishap
Have you briefed them on the h~­ reduction is a must. 'Ibtal mishap
ards associated with all of their Have you made it clear to prevention is our ultimate goal. If
task/areas, and do they understand your people that safety you and I only react to injuries
the potential consequences if an after the act, were not preventing
accident does occur? Have you ever
violations will not be anything.
asked your people how they think tolerated? How can we as supervisors
the next injury within their shop is ensure that we have a good mishap
most likely to occur? Have your prevention program? Try following
'1eople ever brought up safety- these steps:
-...related questions or comments? If
they did, did you solve the problem wrong way? Have you made it clear 1. Don't put your new people to
and answer them properly? Have to your people that safety viola- work without giving them the man-
you ever heard about an accident tions will not be tolerated and datory safety training that's
and said to yourself, "I just knew taken administrative action required by AFR 127-2.
that would happen one day." against those who violated the
Many of the injuries experienced safety standards? Have you only 2. Make it clear to everyone that
during our mishaps are minor in stressed the more obvious perfor- safety violations will not be
nature, and the supervisor simply mance factors of the mission, and tolerated.
tells the injured person that they forgotten to tell your folks that the
need to be more careful. Is that mission was not only unsuccessful 3. Thlk to your people and flnd
you? Could the injury have been if they were injured, but it was also out if they feel safe while doing
worse than it was? (True in most their job. Ask them where and how
cases.) Why just relate the serious- they think the next accident is
ness of the situation to the injured likely to occur.
persons? They probably won't do it
again. Why not pass the "lesson 4. Don't rely on your shop's past
learned" along to the other people history of never having mishaps.
in your area or similar shops within Do spot inspections and get out
your unit? Have you or anyone else with your people whenever you get
briefed them? a chance.
Now you're probably saying, Think about it. I know you
"That's bull" and "What about the wouldn't want to be the supervisor
people that intentionally violated of someone killed or permanently
the safety regulations when they disabled, and have to ask yourself,
knew better?" Did you ever ask one "Could I have prevented it from
of them why he or she did it the happening?" _:;;:.....

TACATTACK 11
FLEAGLE SALUTES ~
ment. Lt Gay flew a flawless throttle adjustments since an
approach and landed 1000 feet engine seizure could result. Fur-
short of the cable. Despite full ther complicating the situation, the
flight control inputs, the aircraft Equipment Hot Light illuminated,
rapidly settled on the centerline requiring shutdown of navigation
tank, and the hook failed to engage and primary altitude instruments
the cable. Unable to initiate a go- so the wingman assumed the lead
around, they skillfully managed to to a simulated flameout approach.
keep the aircraft on the runway From 10,000 feet above the
utilizing full rudder and opposite airdrome, Maj Fix located the field
braking. When the aircraft came to through the undercast. Although
a safe stop, the crew shut down the his eyes were still irritated from
engine and ground egressed. the smoke and clouds further re-
The timely decision-making and stricted acquisition of the airport,
efficient coordination demon- he was able to safely land his F-16
strated by Lt Gay and Maj Rybicki in a heavyweight configuration.
averted the loss of a valuable com- Maj Fix's accurate and expedient
bat resource and earned them a handling of this critical emergency
Fleagle Salute. resulted in the safe recovery of his

- - aircraft and has earned him a Flea-


gle Salute.
Maj Robert W. Fix, 182 TFS, 149
TFG, Kelly AFB, TX, was leading -
-
an F-16 two-ship into a low altitude The 17th Tactical Fighter Squad-

-
2d Lt Dewey M. Gay, F-16 student
training route when he felt his air-
craft jolt suddenly. Unknown to
him, the aircraft's engine had
ron recently distinguished itself
by conducting sustained operations
for 30 days during Coronet Warrior
pilot, and Maj Joseph Rybicki, Jr., ingested a large hawk which shat- II, a TAC logistics exercise to
F-16 instructor pilot, 62 TF'IS, 56 tered the engine nose cone, evaluate the capability of the squad-
TTW, MacDill AFB, FL, were fly- damaged the compressor blades ron's War Replacement Spares Kit
ing a BFM mission when the cock- and caused a massive oil leak (WRSK). A realistic schedule was
pit voice warning and caution through the engine main bearing. devised for 30 days of nonstop fly-
lights activated. Calling ''knock it When Maj Fix observed an elec- ing in a simulated NATO environ-
off~ they turned toward home as tronic engine control caution light ment. The first seven days were
they informed their flight leader in the cockpit and took actions to flown at a demanding surge rate
that they had experienced system reset it, the cockpit began to fill from sunup to sundown. Flying
B hydraulics failure. En route, Maj with smoke. He quickly selected during the remaining 23 days,
Rybicki informed the SOF of his 100 percent oxygen and headed to although not at a surge rate, was
plan to burn down gas, blow the the nearest suitable airfield. As equally rigorous with sorties
gear down, and stop on the runway Maj Fix attempted to clear the including aerial refueling, low alti-
using backup brakes. cockpit of smoke, he noticed the tude navigation, bombing, strafing,
When the crew slowed the air- engine's oil pressure gauge electronic warfare profiles and
craft and pulled the alternate gear registered near zero. The oil leak multiship dissimilar aerial combat.
release handle, only the right main was confirmed by his wingman and At the completion of the exercise,
and nose gear came down. After illumination of the the 17 TFS had flown 1077 sorties
severalunsuccessfulattemptsto HYDRAULIC/OIL caution light and 1830.9 hours. Most important,
lower the left main gear, they soon followed. Due to the loss of oil, they did it without a single flying ,..
began their approach, planning for it was now necessary to make a mishap and have earned them-
an approach-end cable engage- landing as soon as possible without selves a Fleagle Salute.

12 OCTOBER 1988
AIRCREW
OF
DISTINCTION

S econd Lieutenant John M.


Sepanski, an F-16 student pilot
with only 68 hours in the jet, had
held the nose up in a 2-point aero-
brake while moving the throttle to
the cutoff position and then skill-
successfully made one low fully eased the nose down until the
approach during recovery from a centerline fuel tank and the nose
surface attack tactics sortie when gear door contacted the runway
he attempted to lower the landing surface. As he skidded to a stop,
gear for a full stop landing. He the centerline fuel tank erupted in
lowered the gear handle but flame. Lt Sepanski ground
observed gear up indications in the egressed uninjured, and the fue
cockpit. With less than 1200 department quickly extinguished
pounds of fuel remaining, he theflre.
initiated a go-around and declared Lt Sepanski distinguished him-
an inflight emergency. Quickly self through timely decision- 2d Lt John M. Sepanski
analyzing the malfunction, he making and outstanding airman- 63 TFTS, 56 TTW
arranged for a chase aircraft and ship. His actions prevented the pos- MacDill AFB, FL
coordinated with the supervisor of sible loss of a valuable combat
flying. The chase aircraft con- aircraft and earned him the TAC
firmed the cockpit indications, Aircrew of Distinction Award.
observing all gear up and gear
doors closed.
After an unsuccessful attempt
to recycle the landing gear handle,
Lt Sepanski slowed the aircraft to
180 KIAS and pulled the alternate
gear release handle. All three
gear doors opened immediately,
followed by the two main gear
lowering to the down and locked
position. The nose landing gear,
however, remained up. With the
SOF reading the applicable check-
list items, Lt Sepanski made
several attempts to lower the nose
landing gear. With only 500 pounds
of fuel remaining, he decided to
land from a visual straight-in
approach.
After touchdown, Lt Sepanski

TACATTACK
lever, the second individual pulled the canopy jettison
1
lever by mistake and fired the canopy actuator. The I
canopy did not jettison because it was already raised;
but considerable damage was done to the canopy, the
aircraft and the hangar ceiling.
The job guide being used by the phase crew con-
tained specific warnings on the first page of the sec-
tion for brake system checkout which dealt with the
egress system. Instead of reviewing those warnings,
the team chief on the ground opened the job guide
straight to the subtask to be performed and missed all
of that information. Both he and the man in the cock-
pit failed to ensure that the canopy jettison handle was
properly safed.

chock talk

The individual inside the cockpit said he pulled the


I assumed wrong wrong lever simply because he wasn't paying atten-
tion to what he was doing. The canopy jettison handle

A crew of three men was assigned to do phase


maintenance on an A-10, including gear retrac-
tion as well as the emergency brake and auxiliary
was clearly marked and had a warning decal beside it.
Don't just dive into the middle of a checklist or job
guide. Take the time to ensure that you've properly
landing gear extension checks. After the aircraft had reviewed all of the warnings, cautions and other
been jacked up, the trio began to perform the emer- guidelines provided throughout the tech data (many
gency brake check with the appropriate job guide. of these items document what others have experi-
The first crew chief operated the hydraulic mule while enced). When you fmally get ready to pull a handle,
the second one sat in the cockpit. The third individual, throw a switch or turn a knob, make sure it's the
a hydraulic specialist, stood beside the aircraft to proper one and don't touch it if you're in doubt. There's
observe the operation. a good reason why we mark and label emergency han-
When crew chief number two entered the cockpit, dles like we do. Those markings are a handy reminder
he assumed, incorrectly, that the canopy jettison that extra caution is necessary to ensure that we don't
safety pin was installed because he saw the streamer accidentally pull the wrong one. But, you've got to
resting on the right console. When the crew chief on pay attention to them before the warnings do you
the ground directed him to pull the emergency brake any good.
look to ensure that nothing but the screen is put in
'Eagle bite front of the engine.
The purpose of Red Ball maintenance doesn't justify

A fter starting engines, the Eagle driver noticed


that both ramps were up, the inlet lights were
on, and the hydraulic pressure was low. A Red Ball
haste and carelessness. The whole idea is to get a
problem remedied quickly, but safely, in order to meet
scheduled takeoff times, maintain flight integrity and
arrived quickly and the left engine was shut down. give the aircrew a fully capable aircraft to do the mis-
After changing the hydraulic gauge, the specialists sion. FO Ding an engine through a misplaced sense of
opened the door just ahead of the left intake to ex- urgency misses the whole idea and usually results in a
amine the air inlet controller (AI C). When specialist missed sortie, lost training, a broken aircraft and
number one noticed that the circuit breaker for the unnecessary paperwork.
left AI C was popped, he immediately reset it, causing
the left ramp to slam down and strike the open access
door. Specialist number two, who was holding the
door open, was able to jump out of the way. Unfor-
tunately, the other specialist was struck by the door.
While the specialists in this incident were not badly
injured, the story could have ended much differently.
There are several ways a ramp can come down even
with the engine shut down, and all units have proce-
dures to prevent such an occurrence. In this case, the
ramp switch was never placed to emergency which
would have locked it up. These folks allowed their
sense of urgency to overcome checklist discipline,
-esulting in an injury. Cutting corners doesn't
..._r'eed you to the war. In fact, it usually has the
opposite effect.

What you don't see


D uring engine start, a pilot noticed that his EGT
gauge was sticking as the engine accelerated to
idle speed. With the engine running normally other-
wise, the pilot called maintenance Red Ball to have a
new gauge installed.
When the quick-fix truck arrived, one fellow got out
of the truck to put the engine inlet screens on. He
located the left side screen, gave it a cursory glance
and shook it before placing it up to the intake. A super-
visor standing nearby noticed a red streamer being
sucked into the intake from the just-installed screen.
The engine was immediately shut down, and they
found a drag chute safety pin and streamer lying in
front of the first stage inlet guide vanes. A packing
clip and several inches of steel cable were missing, but
damage to the compressor sections wasn't.
It defeats the purpose of putting intake screens on if
they've got all sorts of goodies lying or stuck inside.
\..__. Sort of like letting a fox inside the henhouse. The kind
of damage that can result warrants an extra thorough
f-5 freedom fighter


. : .
Who's in Charge ?
Col Charles C. Higgins smart, and wingmen were expected
TAC/DOV to put the ''light on the star" and
Good flight leads need to keep quiet (except for "Mayday,
possess: experience, Mayday, Mayday!" or "Lead, you're
''Whds in charge?" Good on fire!'). There was no doubt in
judgment, skill, maturity, anyone's mind that the flight lead
question. One that we ask,
or get asked, numerous times in aggressiveness, integrity was in charge. It is important to
our daily activities. It is an impor- and the list goes on. reemphasize here that just being
tant question. Virtually every facet put in charge does not make you a
of our lives is governed by our good flight lead. Just like being
responsibility to someone, or our ity for his flight- BE IN appointed commander does not
responsibility for someone. "Whds CHARGE. If the flight lead is not necessarily make a good command-
in charge?" In few places is that in charge, all the other attributes er. Equally important is the reali-
question more important than can never have an impact on the zation that a flight lead who is not
dealing with a flight of fighter air- flight, the mission or the wingmen. in complete control can never be a
craft. The answer seems obvious: This concept is not new; it is the good flight lead.
the flight lead. cornerstone ofleadership- to be in The current fighter force is
The never ending discussion over charge. It is an attitude, generated characterized by significant
what makes a good flight lead by the flight lead and respected by increases in training and technol-
properly began about the time the wingman. In the "old days" it ogy. Training is more realistic and
Wilbur and Orville decided to was a relatively easy attitude to aircraft and weapons are "smarter."
launch their first two airplanes at establish. Most flight leads had at 'Thctics have been developed to
the same time. If it did not happen least a thousand hours of fighter maximize the capabilities of both
before the launch, it would have time and combat tours. Aircraft crews and equipment, and are
taken place shortly after landing. and munitions were not very widely disseminated. With all
We do know it was a subject of dis- these improvements, flight lead re-
cussion during World War I and II, sponsibilities have not been changed
Korea, Vietnam, and continues a bit; but our experience levels
today. Numerous attributes have It is important to have. As an example, an F-16 pilot
been identified that good flight reemphasize here that just fresh from RTU might be able to go
leads need to possess: experience, being put in charge does to a conventional range and win
judgment, skill, maturity, aggres- every quarter from the most experi-
siveness, integrity. The list goes
not make you a good enced flight lead in the squadron
on. One attribute, however, is the flight lead. simply because he had the best jet.
key to all the others; a good flight That does not mean the RTU grad
lead has to assume the responsibil- is ready to be a flight lead. It takes

18 OCTOBER 1988
time- watching mistakes being
made and making your own mis-
takes to develop the experience to
be a good flight lead. Relying
totally on technology and not hav-
ing situational awareness and com-
plete control when the unexpected
occurs can start the snowball rolling.

Relying totally on
technology and not having
situational awareness and
complete control when the
unexpected ·occurs can
start the snowball rolling.

A number of recent mishaps have


occurred as a result of flight leads
not being in, or maintaining, com-
pl~te control of their flights. Why?
The answers are not clear-cut, only
the results. There are a number of
factors that can lead to a break-
down in the flight lead's control.
1. 'Tho much professional
courtesy, i.e., assuming the wing-
man is smart because he has a lot of
time in his jet or previous fighter
experience and should know what
he is doing.
2. Tactics that emphasize inde-
pendent or separate aircraft
maneuvering when those tactics
may overload the wingman or the
flight lead.
3. Relatively inexperienced
flight leads. Lack of confidence to
take charge and make a decision
based on experience, when a con-
troversial course of action is
required.
The above factors are only some
examples, and often it is a combina-

19
in Charge?

tion of factors that leads to a break- the results of flight leads who have
down in control. The critically failed to exercise that control; it is
important point is that when the never pretty.
factors combine to tempt a flight Fortunately, the majority of our
lead to relax his control, the flight leads epitomize the best.
requirement for him to be firmly in They are in charge from the initial
charge is the greatest. Leaderless planning to the last word in the
or uncontrolled tactics, intentional debrief. When you fly with them,
The flight lead has to be or unintentional, do not work; you feel secure, confident, and
completely responsible for never have, never will. prepared for any contingency. They
Strong control forces good flight are positive, directive, offer guidance,
the planning and briefing discipline. The flight lead has to be and never hesitate to control the
or he cannot execute the completely responsible for the situation. Conversely, they never
mission. planning and briefing or he cannot let the situation control them.
execute the mission. A flight lead
that is in charge breeds good dis-
cipline in his wingmen. They know Flight leadership is an
their roles and will perform as the
leader directs, and the leader will
awesome responsibility.
not accept anything less. During
unplanned contingencies, such as
in-flight emergencies or weather Flight leadership is an awesome
problems, the flight lead's direct responsibility. Those charged with
control is critical. We have all seen it cannot be afraid to accept it, and
those who step up and accept it
must firmly execute that responsi-
bility. There is no room for a lack of
control, guidance or direction. We
all have a flight lead we still look
back to as an example and try to
pattern ourselves after. It is our
responsibility to keep that tradi-
tion alive and pass it forward to
those future flight leads.
Remember, the debriefing is the
proper place to answer most of the
questions that are generated dur-
ing the flight. But there is one
question we should never have to
ask in the fighter business- "Whds
in charge?" The answer to that
should always be- THE FLIGHT
LEAD. ..->

20 who's in charge? OCTOBER 1988


TAC OUTSTANDING
ACHIEVEMENT IN
SAFETY AWARD
M ajor Russell L. Thompson
has made significant and
lasting contributions to his unit's
data, reportable safety incidents,
and material deficiency reports,
thereby improving trend analysis
safe mission accomplishment. As and data retrieval.
an F-16 instructor pilot, chief func- While discussing maintenance
tional check flight (FCF) pilot and procedures for emergency power
chief of Quality Assurance, he is unit monopropellant checks,
recognized as an innovative leader nosewheel steering and antiskid
who sets the example for both maintenance, Maj Thompson
operations and maintenance discovered a training deficiency
personnel. involving aircraft electricians.
As the only current F-16 pilot As a result, he developed a new
assigned to maintenance, Maj program to train electricians in Major Russell L. Thompson
Thompson continually bridges the proper troubleshooting and verifi- 56TTW
gap between operations and main- cation techniques. MacDill AFB, FL
tenance. He routinely interprets Maj Thompson manages the
the significance of pilot-reported training of all wing FCF pilots, and participates in both the Flight
discrepancies and verifies main- developed a comprehensive brief- Sa(ety Officer and Maintenance
tenance corrective action to ensure ing package for each FCF sortie. Flight Safety Officer meetings,
quality fixes and reduce This unique FCF brief enables the highlighting specific wing problem
repeat/recurring writeups. His FCF pilot to better understand the areas for all attendees. He has also
IP/FCF expertise has been used maintenance history and correc- assisted in numerous aircraft mis-
by the wing supervisor of flying on tive actions on each aircraft prior hap investigations, providing valu-
several occasions to assist in the to flight. He is currently improving able expertise to identify
recovery of disabled aircraft. the program by establishing a sometimes subtle operations and
Maj Thompson sparked the requirement for a recurring FCF logistics mishap factors. Due to this
effort to revise the local main- pilot meeting designed to provide a recognized expertise, Maj Thomp-
tenance operating instructions con- valuable forum for continued train- son coordinates on all 56 TTW
cerning impoundments. As part of ing and dissemination of safety reportable flight mishaps.
this comprehensive effort, he information. Maj Thompson's unique, lasting
streamlined the impoundment Maj Thompson represents an contributions to safe mission
requirements list, revised general integral facet of the flight safety accomplishment have earned him
procedures, and developed a train- spirit in the wing. As QA's flight the TAC Outstanding Achievement
ing program for all impoundment safety representative, he in Safety Award.
officials. This significantly
enhanced the response to and
repair of impounded F-16 aircraft.
He also developed a computer pro-
gram to track impoundments by
cross-referencing aircraft tail num-
bers, engine serial numbers, FCF

TACATTACK
INTERESTING ITEMS,
MISHAPS WITH MORALS,
FOR THE lAC AIRCREWMAN
tac tips

What is a habit? Well then, are habits good or bad? That depends.
Habits should never be depended upon as an absolute

A habit is a response that develops when you


repeatedly perfonn any action in the same way
such as a preflight or a checklist. Mter performing
authority. But if you develop good, safe habits, they
may keep you from lousing up a task. If you routinely
take shortcuts, you're setting yourself up for a rude
the task a number of times, your brain disengages and awakening. Eventually that habit will take over while
your body takes over. Often, after doing the task, you you are slightly inattentive; and, if it was unsafe, you'll
can't specifically remember doing each step, but the pay the penalty.
evidence will show that you did. If you do the tasks If a repetitive task is interrupted by unusual events,
correctly (and safely) as you learn the habit, chances take time to make sure that you're doing the task cor-
are you did them right this time. But would you bet rectly. Either review what you have accomplished or
your life on it? do it over. Don't take it for granted, think about it.
Habits generally come into play when you are dis- Good habits should not be depended on to keep you
tracted, fatigued, or become too familiar with your out of trouble - but bad habits should never
environment. In other words, when you are not con- be tolerated.
centrating on the job at hand.

Night - It can happen.


Ready?
D ouble generator failure - it never happens,
right? Certainly not at t he most inopportune
t ime- at night in the weather. Wrong. It can and has
happened. Would you be ready for it?
An Eagle was midway through a night PAR and had
just broken out of the weather when all of the lights in
the cockpit went out. Both generators had kicked off
the line and the emergency generator cycled in, but
the pilot didn't have the floodlight or utility turned on.
Things grew a bit tense while nearly 20 seconds passed
as he tried to fmd and cycle the generator switches.
Finally, one generator did agree to come back to work;
and the approach was concluded safely.
What if it had been you? Can you find those few crit-
ical switches that are vital in resetting your electrics
during total darkness? Try it sometime when you
least expect it during your next sim and see how you
fare. Maybe you'll decide to turn your utility and/ or

22 OCTOBER 1988
floodlights on very dim during your preflight -at least
enough to help you find the switches if everything else
goes black on a PAR. Make sure your flashlight is
where you can readily find it if all else fails. That's
called preparing to cope with the unexpected.

What's that in your


pocket? this jet. Any items carried in the g -suit pockets,
including checklists, further reduce the avail03ie
AAn F-16C pilot who ejected during a recent Class clearance between the lower leg and instrument panel
mishap sustained minor ejection and may result in disabling juries at ejection. Cock-
--- injuries to both lower legs due to impact with the pit space is limited and you need to be careful where
instrument panel. Clearance between the pilot and you put things. Be especially careful of items you may
the panel may be less than three-fourths of an inch in want to carry in your g, suit pockets.

There are a million


stories out there in the
Tactical Air. Command.

Editor, TAC ATTACK


HQ TAC/SEP
Langley AFB, VA 23
A u tovon 574-M58
flying on a beer budget

Major Jim Johnston


9AF/SEF
ShawAFB,SC

T he four-ship is all briefed up;


the scenario firmly
entrenched in each player's mind as
-Make local flying training
interesting and challenging.
-Exercise your deployed loca-
they sanitize and belly up to the tion "mass gaggle'' scenarios
ops desk for tail numbers. We have tactics locally if they can't be accom-
"Oh! They didn't tell you?" the ops plished TDY.
clerk exclaims. ''Your four-ship has
for high and low - Avoid ''standard" flights.
been MNDed (maintenance non- threat wars, so -Diversify low-level routes.
delivered). One and two are still it makes sense -Increase and diversify 'Ibp Gun
hard broke from yesterday, three is competitions.
awaiting parts and four still has an to have tactics -Avoid slipping ETICs (estimated
electrical problem from the first for high and low time in commission). They're
flight this morning?' budgets. demoralizing and take the edge off
For most of the flight members, a well-briefed mission.
it's the second time that week -Be fanatically FOD-conscious
they've practice briefed. The wing- (remember, depot funds for F-15,
ies are lucky to get eight sorties F-16 and A-10 engines have been
out of 12 attempts per month and cut and spares may not be available
maintenance FMC-PMC for those attrited.)
(Fully/Partially Mission Capable) -If your engines don't like ice, be
rates are hovering around 50%. A What's the answer? We have tac- spring-loaded to the cancel posi-
dismal picture, but it happened to tics for high and low threat wars, so tion if icing conditions are
the TAF (tactical air forces) in the it makes sense to have tactics for forecast.
late 1970s. We are faced with a simi- high and low budgets. The follow- -Keep your aircrews from being
lar possibility as budget cuts begin ing apply at all times, but are espe- trapped between mission accom-
to take a toll after recent "good" cially appropriate for flying in the plishment and insufficient
years. days ahead: resources.

24 OCTOBER 1988
URCREWS
' - -DON'T TAKE A BAD JET!
-Don't allow the pressure of need-
ing to fly overrule your good judg-
menton what constitutes a ''safe The full impact of budget
jet?' cuts is not known, but
-Plan each mission to maximize it can be anticipated.
training, not just fill squares
(although GCC ''squares" are still
important).
- Rebriefiftakeoffhas been exces-
sively delayed. There are striking similarities
-If you're going to extremes to get between present conditions and
the mission airborne, it may be what occurred to the TAF in years
time to cancel and try it another past. The full impact of budget cuts
day. is not known, but it can be antici-
All the above are appropriate for pated. Start formulating your fly-
flying even in the best of fiscal ingprograms now. If they are
times; however, the obvious has a eventually needed- great; you're
way of eluding us when pressed to ready to step up to the challenge of
accomplish the mission. flying on a ''beer budget?' .-.-:>

25
TAC
OUTSTANDING
ACHIEVEMENT
IN
SAFETY AWARD
A lC Billy R. Fowler had com-
pleted end-of-runway inspec-
tions (EOR) on several aircraft
noticing another six- inch strip that
had broken loose from the paved
surface, promptly removed it to
and returned to the EOR building avoid any further mishaps. The
for a designated rest break. As he EOR crew and Transient Alert
watched from the observation win- personnel then inspected the
dow while four transient F-16 air- entire ramp adjacent to the EOR
craft were being inspected prior to area for more loose materials.
takeoff, he noticed a 25-inch piece When nothing else was found, the
of asphalt stripping being pulled four F-16's were cleared to proceed
from the concrete surface by the and prepare for takeoff.
lead aircraft engine's suction. Airman Fowler's alertness and
Air man Fowler ran from the dedication to flight safety prevented
building directly to the aircraft and costly foreign object damage
began signalling the pilot to per- (FOD) and a potential aircraft mis-
form immediate shutdown proce- hap. His quick, decisive actions
dures. Mter informing the pilot have earned him the TAC Out-
of the situation, he completely standing Achievement in Safety AlC Billy R. Fowler
removed the rubber stripping from Award. lAGS,lTFW
the cracked concrete surface and, Langley AFB, VA

nine people are waiting

TACATTACK 27
weapons words

bombs. Everything went fine until a weapons


specialist found that one of the pin streamers was
wedged between a BDU-33 bomb and the BDU adap-
ter. The specialist removed the safety pin from the
ejector rack and snatched on the streamer. As he did
so, the streamer caught the manual release lever and
caused the bomb to fall to the ramp. Because the
safety block was still installed, the bomb didn't go off
and further damage was avoided.
This is a classic example of one person's mistake
causing someone else a problem later on. If the
weapons loader who installed the BD U had done it
properly, there would have been no problem when the
jet got to EOR.It was an obvious error that should
have been caught back in the chocks. The second
weapons specialist in EO R was wrong in trying to fix
the problem with brute force. When you're confronted
with a malfunction or improperly installed part, use

WORDS
your head, not your brawn, to fix the problem and get
the sortie on its way.

Where did that come


from?
I can't wait
A TGM-65 Maverick training missile was being
A n A 10 had received its end-of-runway (EOR)
''last chance'' check for any problems that would
prevent flight, and the weapons crew was cleared in to
ftmoved to the flight line for loading onto an F-16.
The load crew was using an MHU -83loader tt> trans-
port the missile from the ready explosives facility to
begin pulling pins to arm up the gun and practice the flight line, but the missile was in a CNU-262/E con-
tainer with the top removed.
As the driver of the jammer pulled into the parking
spot adjacent to the aircraft to be loaded, he drove
over a set of aircraft chocks, causing the missile con-
tainer with the Maverick inside to fall from the loader.
The fall caused the missile's guidance and control unit
to be damaged, resulting in several thousand dollars
of repair costs.
The load crew erred first by transporting the TGM
to the flight line without properly securing it inside
the container designed for just that purpose. Sort of
like buying a dozen eggs at the commissary and trans-
porting them in your cart with the lid open. Then the
"unexpected" occurred when the driver ran over that
set of chocks. Doesn't it always happen that way, espe-
cially when you decide to ignore the T.O.?

OCTOBER 1988
TAC
CREW CHIEF
SAFETY AWARD
S enior Airman Kelley A.
Stundon has demonstrated
outstanding job knowledge and
portion of the fuel cell. She immedi-
ately requested structural repair
personnel to be dispatched to her
initiative while performing her aircraft in order to determine the
duties as an F-16 assistant dedi- severity ofthe problem. Knowing
cated crew chief. She has continu- the aircraft had been involved in a
ally shown a professional attitude mishap two years before and was SrA Kelley A. Stundon
toward quality aircraft mainte- just returning from depot main- 388 AGS, 388 TFW
nance and a desire to excel at all tenance, depot personnel were HillAFB, UT
assigned tasks. brought in to determine the
During a recent acceptance severity of the rippling. It was engine side mount attachment
inspection on her aircraft, SrA determined that the aircraft was bolts were missing. Through her
Stundon began to perform an suitable for flight, but the rippling attention to detail and job
engine bay inspection after the would be checked again after three knowledge, this defect which
removal of the engine. During the flights. affected the structural integrity of
inspection, she found a rippling in When the aircraft was returned the fuel cell was discovered,
the aircraft skin below the aircraft for inspection and the engine preventing the possible loss of a
removed, SrA Stundon discovered valuable combat aircraft. Her
the rippling was even worse. After exceptional job knowledge and per-
further inspection to determine severance have earned her the·TAC
~ the cause, she found that the Crew Chief Safety Award.

HL
~005

TACATTACK 29
TAC
OUTSTANDING
ACHIEVEMENT
IN
SAFETY
AWARD
S Sgt Kevin R. Keaton was
assisting the engine specialist
by running the engine on his
assigned F-16 aircraft. Mter a SSgt Kevin R. Keaton
normal start, he proceeded to do an AIC Chris A. Blakley
347 AGS, 347 TFW
operational checkout of the air-
Moody AFB, GA
craft's backup fuel control (BUC).
Upon transferring to the BUC, it
malfunctioned and began dumping
too much fuel in the engine, result-
ing in an explosion in the compres-
sor section, followed
by a fire in the exhaust. SSgt
Keaton's groundman, A1C BlaKley,
informed him of the nature of the
fire which, coupled with the sound
of explosion and the abnormal
cockpit readings, prompted SSgt
Keaton to use the emergency shut-
down procedures and engage the
engine starting system in an
attempt to "blow'' the fire out.
Mter approximately 45 seconds,
the fire was put out without using a
fire extinguisher.
The thorough aircraft knowledge
and quick reactions displayed by
SSgt Keaton and A1C Blakley
averted potential personnel injury
and aircraft damage. Their actions
have earned them the TAC Out-
standing Achievement in Safety )
Award.

30 OCTOBER 1988
tac tally

~ -J ~~
,
J Total TAC ANG AFR
THRU AUG THRU AUG THRU AUG THRU AUG
AUG AUG AUG AUG
FY 88 FY 87 FY 88 FY 87 FY 88 FY Jll FY 88 FY 87

CLASS A MISHAPS 3 31 30 1 19 19 2 9 7 0 3 4
AIRCREW FATALITIES 1 16 26 0 11 17 1 4 s 0 1 4
* IN THE ENVELOPE EJECTIONS 2/0 21/0 2l/J 1/0 14/0 J3/1 1/0 6/0 7/0 0!0 1/0 1/0
• OUT OF ENVELOPE EJECTIONS 0/0 0/5 017 010 0/4 ~/2 0!0 0/1 0/'L 0/0 0/0 ~
• (SUCCESSFUL/ UNSUCCESSFUL)

TACS TOP 5 thru AUG 1988


1st AF 9th AF 12th AF
ClASS A .~~--· -·~-·~::":. ,.,. . , $.
QASS A MISHANREE ""'~-=
! _-,~ r::.·-~ ~- A MISJiiNREE.-. NOOHS
96 318 FIS 66 33 TFW r·- 42 58 TTW ~

43 325 TTW 1-- 39 507 TAIRCW .;r;:) 35 TTW

~~~·
57 FIS ,iS 354 TFW 29 474 TFW
':ft> 11
·-~
48 FIS 23 TFW ..---- 388 TFW
--,

t ~r 1t 1 TFW ,_ zr
--"-_, 37 TFW
I

' 1.:::• ---


ANG AFR DR Us
CLASS .A MISHAP·FREE PlaiDt& ·< ~-~ A ftWtAP41'f'1ftURJDi :-";'- ~A MIStMP-ftEE MCJIHS
213 110 TASG fr . 96 482 TFW 143 28 AD
188 138 TFG __\. ~ 924 TFG ~- '--ts- USAFTAWC . / ------
170 177 FIG \ ~- 906 TFG
48 507 TFG
- 2...,... USAFTFWC
165 114 TFG
.,
129 155 TRG -ii' 3.5 917 TFW ~;"*' .>-:

CLASS A MISHAP COMPARISON RATE


ICUMMULATIVE RATE BASED ON ACCIDE NTSf>ER 100 000 HOURS FLYING TIME)

FY 88 6.4 3.4 3.0 2.7 2.6 3.3 3.0 3.1 3.3 3.2 3.1
lAc FY 87 75 5.8 ; S.l :1;1 4.1'·' cl•3.l ' r'·-•n _-.: i:·, z., 2.9-.--. _:., JJ .,, >.:at·' 2.9
0.9 2.2 2.5 3.5
ANG FY 88
fY 87
0.0
4.0
0.0
6.6
0.0
<~ V-
0.0
_.s;,. l t ) b·i'if;,~ ~:~;jr·~
2.7
?D s: :,
2.9
.... ~
t:. J.O
3.0
:1:.7~, ., . 2.5:

AFR
FY 88
fY 87
FY 88
0.0
21.8
4.3
10.6
11.7
2.9
7.7 5.9
8.5.,_ 12.j ;
2.4 2.2
9.5
~ ~ml
2.5
7.9
_·.u::--~

3.2
6.7

3.1
5.8
1~-fl :;, ~;;}ft..":.. lrlttB
3.1
7.5

3.5
6.8
.,.
3.3
~
6.2

3.4
lB··
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