Tac88 10
Tac88 10
Tac88 10
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
,'·
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.
EDWARD C.
ALDRIDGE, JR.'
SECRETARY OF
THE AIR FORCE
4 OCTOBER 1988
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
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
10 OCTOBER 1988
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
-
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
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
•
. : .
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.
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. ..->
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
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.
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
TACATTACK 27
weapons words
WORDS
your head, not your brawn, to fix the problem and get
the sortie on its way.
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)
~~~·
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
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··
rrotal fY 87 7.3 6.3 5.2 4.8 4.1 4.1 l6 :.JA l:i~ ~-at;_ l.l 10
MONTH OCT NOV DEC JAN FEB MAR APR MAY JUN JUL AUG SEP
UNITED STATES PRINTING OFFICE: 1987 - 1988 625-031/10
LOOKING FOR FLEAGLE ?
-WE'RE LOOKING FOR
YOUR ARTICLE.