TAG TAC Attack

JUNE 1985
Initial

State of mi <b,.... ·
appropriate 'for the task?
T AC rem em hers
General Jerome E O'Malley
n the glare of tragedy that
I touched u s all on 20 April
1985, we tend to search for
some explanation, some com-
fort to reconc ile the mon-
umental loss of General and
Mrs. O'Malley. There are, of
course, no explanations; how
ever, in the final hours of
his life, General O'Malley
bestowed an instructive legacy
to all of us.
On Saturday. 20 Aprill985.
General and Mrs. O'Malley
returned from a trip that had
included a visit to Mountain
Home Air Force Base, Idaho.
They had about two hour·s
ground time at Langley before
they were schedu lerl to depar·t
for Scranton. Pennsylvania.
Mr·s. O'Malley was resting
upstairs while Gener·al
O'Malley and I sat at his din-
ing room table; he began to
reflect back on the a ircrew
meeting he had attended at
Mountain Home. He was very
pleased that one crew member
there had brought up the sub-
ject of the Warrior Leader
and the necessity to tf'ach each
generation about Warr-ior
Leader with the same emphasis
given to other forms of professional education. The opportunity to hear those words directly
General O'Malley agreed and, after sharinli from him is gone. but the lesson
several of his personal exper·iences. summed up remains-ann we can be comfot"ted that one
with this observation: of his last thoughts concerned the heart and
We have many warriors. Many who soul of our business.
can f'Xce l when the challenge is ~mall
or the victor·y certain . Hut the
Wm·rim· Leadn· is more. He is the
one who. having suffered heavy losses.
can inspire thf' same people to want to
go back. That is a very rare quality.
And then Gf'neral O'Malley said: J
I want to make sure I emphasize thf' Exf'cutivf' to the Commandf'r
importance of the Warr1'or Leade1· John Jumper, Lt Colonel, USAF

whenever I talk to the aircr-ews.

(' TAC ATTACK JUNE 1985
DEPARTMENT OF THE AIR FORCE

FEATURES------------~
6 Information P rocessin g andY ou
Understanding built-in limitations of how
we think while we're flying and fighting.

1 6 Professionalism and Personal

Relationships
The very things that make you a good pilot
may be causing problems on the home
front.

20 In The Center
F-15 Eagle.

2 2 F -111 Stall Inhibitor System

Understanding the black boxes and
mirrors.

30 Last Look
Our problem is that all our pilots are great
guys ...

35 F-111 Emergency Situation

Training
What'cha gonna do now, Ace?

DEPARTMENTS-
12 TAC Tips
15 Aircrew of Distinction
26 Short Shots
28 We apons Words
32 Chock Talk
3 6 Down to Earth

TACRP 127-1
TAC Attack is not directive in nature. Recommendations are intended to comply with existing directives. Opinions ex-
pressed are those of the authors and not necessarily the positions of TAC 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.
Contrib utions are encouraged, as are comments and criticism. We reserve the right to edit all manuscripts for readability
and good taste. Write the Editor, TAC Attack, HQ TAC/SEP, Langley AFB, VA 23665-5001; or call AUTOVON 432-3658.
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.

VO LUME 25 NUMBER 6
 TACATTA~

LETTERS
......................... ouR
Dear Editor
HON VERNE ORR It's a shame that your many great emergency:
SECRETARY OF THE articles on safety and emergency I. Maintain aircraft control. Climb,
AIR FORCE procedures seldom mention the ex- knock it off and
istence of the flight simulator. 2. Analyze the situat ion. Now con-
There are many of these multimil- sider the severity of the malfunc-
lion dollar toys being loving ly cared tion , weather, fuel remaining , air-
for and waiting to be used. True, crew proficiency , divert field capa-
they are not perfect machines , they bilities and famil iarity, and so on.
are but tools to be used. They are 3. Land as soon as practical.
tools that can be of great use in A quick look at page E-28 of my
preparing for those situations we F-4G checklist shows that the first ....___/
hope never happen. Where else can step for a simple utility hydraulic
you practice an engine seizure, a fai lure is to land as soon as prac-
complete hydraulic or electrical fail- tical. It is not aki n to engine or
ure. The uses for these tools are e lectrical fi re, bleed air duct failure,
COL HAL WATSON on ly limited by the imaginations of or double generator fa ilure-all of
CHIEF OF SAFETY the users. Perhaps the most impor- which require landing as soon as
tant advantage of the simulator is possible.
MAJLEWWITT that when it crashes, the aircraft Your article didn't have all the
EDITOR and crew survive . data necessary to go through the
above analysis process , but if the
MARTY DILLER Norm Paskey , WG-12 guys were 200 NM from home (at
WRITER-EDITOR Flight Simulator Technician treetop level) , it seems reasonable
115 CAMS that they are near bingo fuel. As-
STAN HARDISON Truax Field, Madison , Wi sconsi n suming worst case, 5 ,500 pounds of
ART EDITOR fuel remaining , I'd now jump into
the checklist diversion charts to see
AlC KELVIN how far double-ugly would fly (no
Dear Editor
TAYLOR wind, standard day , various config-
Reference your F-4 Emergency
STAFf<' ARTIST Situation Tra ining on page 26 of urations , etc.). Assuming a drag in-
the March issue of TAC Attack, l dex of 30, even with the gear
TAC Attack (ISSN 0494-3880) is
published monthly by HQ TAC/ think the aJticle, whi le food for down, she'll go 253 NM and touch•
SEP, Langley AFB, VA. thought , backed us F-4 drivers into dow n with I ,000 pounds of fuel re-
POSTMASTER: Send address a common error corner by deciding maining . Gear up she' ll get you
changes to TAC Attack, TAC/SEP, about 388 NM with the same re-
too quickly to divert at all. A better
Langley AFB, VA 23665-5001.
answer, l think , would have been to serve. So why rush for the divert
Second-class postage paid at
Hampton, Virginia, and slow things down by fo llowing the base?
additional mailing offices. basic steps in any aircraft The basic pneumatic system is

4 JUNE 1985
 designed to lose not more than 300 /-was-driving" thinking. We don't some protection from the ground.
pounds per hour with the air com- pretend to ha ve the school solution. Further, your backside is much
pressor out. The emergency accu- Your solution was sage for a more able to absorb punishment
mulator bottles shouldn't lose any; simple utility hydraulic failure. But from dragging than the other side.
but , worst case , they will contain at we wanted to also crank in another Exposing your face, abdomen, etc.,
least what you read in the cockpit. complication- dwindling oil pres- to the ground during a drag could
So if there are no other indications sure. As it turned out, if you were certainly result in serious injury .
of problems, I would leave the gear in the middle of that long trip home While releasing from a face-
, and head for home. I'd use 25 and had to shut down an engine, down ground drag without rolling
,nutes en route to get my sierra you would be in worse shape. But over (Letters, March 85) may be an
together for the impending AEBE- who could predict that?

TACA1TA~
which would now be at the familiar Deciding not to drive home with
ho me 'drome in clear weather. I' d utility failure because there is a
keep a wary eye on the pneumatic slight possibility you might ha ve to MARCH 1985

pressure, but knowing I could lower shut down an engine is not the
the gear at any time and still make message we're trying to send. But
it would be reass uring. neither is shying away from a trap
One can what-if any situation, at an unfamiliar base just because
but the thing I've seen time and the weather is less than optimum.
again get folks into trouble is a ED
combination of not knowing their
aircraft and rushing an emergency
situation. Everyone's first reaction Dear Editor
should be to slow things down . You were correct in your article
"Into the Wind " in your December obscure technique , the correct pro-
Lt Col Gary S. Olin TAC Tips. lt is correct procedure to cedure is to roll onto your back . In
563 TFS/Operations Officer roll onto your back and release if any case, however , it is imperative
George AFB , California you find yourself being dragged to effect an immediate release from
face-down after PLF (IA W TO the canopy if being dragged. There
Dear Ll Colonel Olin 14Dl-2- l , para 3-32). are several documented instances of
Thanks for your good thoughts. The technique taught at Water fatalities from dragging; wouldn ' t
We certainly share your views on Survival works fine for water drags that ruin your day to eject safely
systems knowledge and winding the but not on land. If on land, to re- from your crippled jet only to be in-
clock. cover from a face-down drag it is jured while being dragged .
,--.....,,n the situation emergency train - best to roll over and then actuate
department that we run each the canopy releases while still face Capt Jeffery A . Cramer , USAF
,wnth, our objective is to stimulate down . Also , once on your back the OIC , 64 FTW Life Support
discussion and ''what-would-1-do-if- parachute pack/harness will provide Reese AFB , Texas

TAC ATTA!J}J:> 5
Information
Processing and You
Lt Col Stan R. Santilli not unduly high, the weather bility of how we think. When it
Chief, Human Factors was good, the aircraft was per- comes to explaining logic,
Mishap Analysis Function forming normally. However, on imagination or abstraction, we
Crew Technology Division the full-stop landing, despite do not have a comprehensive
USAF School of Aerospace years of training and despite at answer about what all goes on
Medicine least three normally operating between our ears. Much of
Brooks AFB, Texas warning systems, the crew what will be used to explain
failed to extend the gear. these are called hypothetical
Upon egressing the aircraft constructs; in other words, we
after an unusually short roll don't really know what makes
single-seat pilot churning out, the crew was surprised it work, but after watching it a
A along in a scud layer sud-
denly noticed a Fire light; at
that the gear were still i~
the wheelwell.
lot, its operation can be ex-
plained in terms of other things
the same time, he felt a blast of Both of these mishaps have that we do understand, even
hot air from the ECS. In- as their root cause the limi- though they really aren't the
tuitively compelling indications tations and idiosyncrasies of same. So, many of the ex- -..__/
of a fire, right? Yet many more how we process information. planations offered are descrip-
empirical instrument indi- Knowledge of how we think tive rather than explanatory
cations, never attended to, sug- and how our built-in limi- and are borrowed from several
gested there was no fire; and tations can get us into trouble theories on cognition and in-
the pilot ended up ejecting from may enable pilots to fly safer formation processing that best
an airworthy jet. and more effectively. That is describe operationally how we
The crew of a multiengine the purpose of this article. receive, manage, store andre-
aircraft had been shooting in- Before we explore how the trieve information.
strument patterns around the mind works, first let's admit
flagpole for about four hours, that we really don't know how The process
practicing engine-out ap- the mind works. No theory or First, let's look at the basic
proaches and other emergency model has been adequate to ex- model of how we process
situations. The workload was plain the complexity and flexi- information.
 VIM
SENSATION
STM LTM

PERCEPTION

DECISION REACTION TIME

411.1.1a
RESPONSE

Information about the world our priorities at the time, then comes part of our knowledge
around us is constantly being it moves to short-term memory base.
gathered by our five senses of (STM) where it can remain for The second step in processing
sight, smell, taste, touch and about 5 to 15 seconds, after information is perception. This
hearing. Orientation infor- which it too will decay. It is in refers to the conscious process
mation is also constantly being STM where sensory infor- of attaching meaning to the
collected. This process of sen- mation coming in is usually new data that has been at-
sation can be thought of as a processed. For this information tended to. This involves as-
gathering of raw data. As these to reach loni,,--term memory sessing what the new infor-
raw data are detected by the (I,TM1 requires rehearsal and mation has to offer in terms of
sensory systems, given that integration with previous what other information is
their quality and quantity meet knowledge. For example, the available in STM, what is
certain criteria necessary for sensory register may record a stored in LTM, and what our
their detection, they are first yellow page with black printing motivation and activity is at
recorded in sensory register. In- on it. After attending to it, the time. To continue the pre-
formation recorded here is STM records that it is a check- vious example, sensation may
thought to decay very rapidly, list with words on it. Since we provide us with the information
as fast as .5 seconds. What pre- have been instructed to commit of rising EGT, a steady red
serves this information is con- these words to memory, we be- light in the fire handle, vi-
scious attention. gin to process the information bration, smoke and flames
Since there is so much sen- contained in these words and coming from the engine. Per-
sory information available at integrate them with what we ception translates all of this as
any given time, it is impossible already have stored in LTM. meaning an engine fire.
to process all of it. Indeed most After sufficient rehearsal, this That brings us to the third
it is not important enough to new information is also stored step of information processing,
to process at all. If a given in LTM. Thus the new informa- the decision step. Having per-
.put is deemed significant, tion, HANDLES RAISE, ceived what is occurring, de-
and attended to depending on TRIGGERS SQUEEZE, be- cision has to do with deter-
TAC A 77;10:1. 7
 information processing and you

rmation Processing
You

mining its significance and To summarize the basic pro- may range from how we tie our
. what should be done about it, if cess: we sense raw data (sen- shoes (I've seen some interest-
anything. Drawing on past ex- sation), attach meaning to it ing variations) to routine se-
perience and training stored in (perception), determine its sig- quences such as procedures for
LTM and considering other in- nificance (decision) and initiate a touch-and-go. Preconscious
coming information such as the appropriate action (re- patterns are stored in LTM
altitude, airspeed, number of sponse) which may be to do along with other useful infor-
engines available (one!) and the nothing. This whole process mation, such as our address
gliding characteristics of your may be very rapid, it is con- and phone number. Like any-
jet (manhole cover), you decide tinuous and it is dynamic. Fur- thing else in LTM, in order to
that an engine fire requires thermore, it sometimes doesn't have gotten there it had to be
ejection. The procedure "RAISE go well for various reasons first attended to and then re-
HANDLES, SQUEEZE TRIG- which will be discussed next. hearsed over and over in order
GERS" is recalled from LTM. to become deeply ingrained.
The last step of information To process or not to process Some relatively simple be-
processing is to commit to and Now let's discuss two factors haviors, such as riding a
initiate a response. The time which greatly determine if in- bicycle, may last many years --...__/
from the perception step to the formation is processed at all without rehearsal. Others that
response step is generally re- and if so, what information is are more complex and require
ferred to as "reaction time" and processed-these are level of finer motor skills, such as
if the information to be pro- awareness and level of typing without looking at the
cessed is simple and clear, and attention. keys, need occasional rehearsal
the response is well ingrained Level of awareness refers to to retain them in LTM.
in LTM, then this may occur as the cognitive level at which Any activity that requires
rapidly as .3 seconds (simple mental activity is taking place. active information processing
reaction time). However, if the These may be the conscious or decision-making, must take
information to be processed is level, preconscious level or sub- place at the conscious level of
complex, or several responses conscious level. awareness. The preconscious
are possible and must be The conscious level is where level maintains a passive
weighed, then reaction time active thinking takes place. It watch on what's going on
may be 3-6 seconds (complex is where we use inductive and around us, but only alerts the
reaction time). Furthermore, if deductive reasoning, make de- conscious level by exceptions to
the perception process is com- cisions, direct our voluntary ac- our expected environment, such
promised by conflicting data, or tivities and ponder great ques- as a loud noise or sudden
inability to attach meaning to tions such as "Where's the bright light. These charac-
the new information, or if an beef?" teristics of the conscious and
appropriate response is not The preconscious level, on preconscious levels of aware-
stored in LTM, or if other the other hand, is more passive ness become important in at-
factors (discussed later) inter- in nature. It is the repository of tempting to explain many of
fere , then no decision or re- short- and long-term memory the so called "dumb" accidents
sponse may be made at all. The and the many overlearned in which an airworthy aircraft
result: reaction time is indefi- habit patterns that we have is flown into the terrain.
nite (delayed ejection- acquired through repetitious Whereas the conscious and J
fatality). practice since childhood. These preconscious levels of aware-

8 JUNE 1985
 First is span of attention. is able to be handled by avail-
This refers to an individual's able focus of attention.
total capacity to attend at t he While juggling all that,
conscious level. It is comprised whatever conscious attention is
of both how much information left is referred to as margin of
can be handled and how long it attention. When the necessary
can be attended to. Typically focus of attention required to
we can attend to seven stimuli perform a task or tasks exceeds
in a time-sharing, serial fash- a person's span of attention,
ion rather than all at the same then he is said to be cognitively
time since we can only think of task saturated. So, it can be
one thing at a time. The dura- seen that assessing multiple
tion of the span of attention is major emergencies while per-
also an individual quality forming the duties in the last
which may be influenced by example may leave no margin
innate capacity, fatigue, drugs, of attention and something has
level of practiced self-control to drop out. Sometimes this
and other factors. Both the something is keeping the air-
quantity and duration of an in- plane out of the mud.
lh;:-2~~~~G dividual's attention span can be
increased with specialized What else can go wrong
training. • Although a lot of infor-
..c:::....__:~_ _. Focus of attention refers to mation is constantly being re-
ness often interact and are rei- that portion of a person's span ceived by sensory register,
atively well understood, the of conscious attention that is only that which is attended to
subconscious level (the realm of being used at any given time. at the conscious level can be
dreams, reflexes and other un- Some activities require more actively processed. The pre-
learned behavior) is little attention than others and may conscious is nevertheless keep-
understood. Since most be- not necessitate one's full span ing a listening watch on that
havior can be explained with- of attention to perform. For ex- which is ignored or has been
out it, this level of awareness ample, adding a list of single- discarded by the conscious.
will not be further addressed. digit numbers is a relatively This allows us to be alerted to
Another important concept is unchallenging mental task gross changes in our environ-
attention level. This refers to which does not require our full ment while our focus of atten-
the degree to which the con- mental capacity. That part tion is on only a small part of
scious level of awareness is be- which it does require, while in it. But if the preconscious is
ing used. This capacity varies the process of doing it, is the not primed to be watching for
from person to person and also focus of attention at the time. something, or the change in
can vary in an individual if in- Similarly, running the after our environment is not great,
fluenced by such factors as fa- takeoff checklist and checking then significant cues may be
igue or drugs. There are three in with center and monitoring ignored because the pre-
ns used to describe the engine instruments while navi- conscious is not in the business
ious levels of conscious gating typically does not exceed of deciding what is important
attention. a pilot's span of attention and or relevant. Thus the per-

TAC ATTA!)i> 9
information processing and you

rmation Processing
You

ception step may be obviated which in reality is not there or evidence which proved
because of limitations of the has not occurred. A good exam- otherwise.
preconscious in assessing sig- ple is a backseater in an F -4 • Expectancy or set also is a
nificance of cues that the con- who was monitoring his wing- potent modifier of information
scious can only attend to one at man on a formation landing. In processing. This may affect the
a time. the flare there were many cues perception or response steps,
• Besides the quantity of in- that formed the pattern in his and so we have perceptual sets
formation causing us problems, mind of a normal wing and response sets. Both involve
the quality of information landing-the approaching run- preconceived notions; the first
available can also modify the way surface, the appearance of about the information that is
process. Sensory cues are some- runway markings, smoke from being sensed and the second
times ambiguous. For example, the wingman's initial tire con- about what is the appropriate
in some aircraft a flashing Fire tact with the runway, etc .. In response to that information. A
light means an overheat condi- fact, the wingman's right main set may result from continued
tion; in other aircraft a flash- tire had touched down seven reinforcing experiences in
ing Fire light has no prescribed feet off the runway. There were which "A" has always followE'
meaning and would require sufficient parts of the normal "B" and therefore is ·e xpected
conscious attention just to in- pattern to establish the landing do so all the time, or from in-
terpret the unexpected raw experience and the backseater formation received from are-
data. thus knew the landing was liable source that predisposes
• Training and experience are normal despite the physical one to believe that an event
very important modifiers of in-
formation processing. Many
things can go awry here, rang-
ing from not having the knowl-
edge at all, to having con-
tradictory knowledge, to not
having sufficiently rehearsed it
to keep it in long-term
memory.
• Another modifier of the pro-
cess is the very way the mind
consciously handles infor-
mation. Every event or thing in
our environment is made up of
smaller events or things that
form patterns. The mind is a-
dept at recognizing those pat-
terns, thereby defining the par-
ticular event or thing. Often
some of those features are
missing, but enough may be
present to satisfy the mind and
thus identify a thing or event

10 JUNE 1985
will occur or a thing will be for traffic. The pilot promptly was used to it being in that lo-
there. An example of a per- turned right, nearly hitting the cation in an aircraft he had
ceptual set was demonstrated traffic that departure was try- flown recently or for a long pe-
in a recent gear-up landing, in ing to vector him away from. riod of time. This is called pro-
which on short final tower ad- His response set was for a right active inhibition and is com-
vised the pilot to check gear turn, no matter what the ini- monly referred to as habit pat-
down. The pilot later stated tiating cue, and it nearly cost tern interference.
that he saw the gear handle him his life.
down and three green position • Another factor which can in- Conclusion
lights. What he saw was what fluence, or even obviate, infor- Finally, many other factors
he expected to see because he mation processing, is pre- influence how well, or if, we
had always seen it before at conscious habit patterns. Espe- process information, including
that point on final. cially in high workload situa- motivation, attention anoma-
A response set can similarly tions, routine patterns of be- lies, stress, etc. But they all es-
' 'mlt in errors. A pilot had dil- havior are often relegated to sentially have the same effect:
;ntly studied a departure the preconscious for implemen- to disrupt the already limited
J:.llate and had it committed to tation, sometimes inap- method by which we detect in-
memory, including the right propriately. This accounts for formation from our environ-
turn at eight miles DME. At many of the situations in which ment, assess its meaning, and
eight miles, departure control an incorrect control or switch decide what to do about it.
called and requested a left turn was activated because the pilot How can you do a better job
of processing information while
you're flying? Without very
specialized training (not cur-
rently available in the Air
Force), just being aware of
1) how your mind processes the
many inputs you receive when
you are flying and
2) some of the pitfalls that
hamper the process may help
you overcome some of these
limitations at a critical mo-
ment. When you fly, be pre-
pared for the expected, but look
for the unexpected. There is no
time flying when you don't
have to pay conscious attention
to what's happening around
you. When too much is hap-
pening around you to keep
track of, attend to the most
important-safe control of the
jet. ~

TACATTA!JI> 11
 NTEREST ITEMS ,
TAC Tips Interest items,

Pulling
Bird brain the Phantom's plug
F ive miles from the IP, an F-4 doing 500 knots
struck a bird. The aircrew saw no indications
of damage and pressed on with the mission. On
P icture yourself cruising along in your
thunder Rhino at high altitude on autopilot.
Yawn. All of a sudden, WHANGO! Spurious elec
trons running through your flight controls causl J
an unscheduled departure from controlled flight.
As you practice your out-of-control recovery pro-
cedure, you notice the aircraft still wants to roll.
The paddle switch is ineffective and so is turning
off the stab augs. Here's a tidbit of info to tuck
away in your memory banks.
When a T-38 pilot noticed his aircraft's aileron
trim suddenly develop a mind of its own, motor-
ing off in one direction for a while and then the
other, he tried to counter with the trim button on
top of his control stick. No soap. So the pilot in
the other cockpit tried his, to no avail. Then, he
pulled the trim circuit breaker. That stopped the
cyclic aileron oscillations. Soon, however, the
stick slowly began to drive aft, taking the air-
postflight, the crew chief discovered a mangled craft's nose uphill. Then the nose-up pressure
engine and gashed vari-ramp. J-79s are tough. would suddenly release. This series of on-again
But they're also expensive. off-again back-stick pressure continued despite
The 55-series regs say to knock it off after a checklist attempts to correct it.
birdstrike. Period. If we would do that in peace-
During the controllability check, it took two
time, we would have more jets and engines avail-
able to fly in combat. hands worth of armstrong power steering to over-
As a wise old Caju n is fond of saying, "When come the back-stick forces. When the aircraft
you're going 500 knots and hit something with descended into the clear below an overcast, the
feathers, and don't knock it off and don't RTB, pilot turned off the aircraft generators which
you're asking for someone like the commander to immediately alleviated the flight control prob-
SPLAIN to you (with a 2-by-4) how to make de- lems. Landing was uneventful.
cisions on the conservative side of safety." Being a jet that most USAF F-4 pilots are fa-
Let's fly smarter. miliar with (about 200 or so flying hours worth of

12 JUNE 1985
MISHAPS WITH MORALS, FOR THE TAC AIRCREW M A N - - - -

familiarity), the T-38 is known to be a pretty

simple machine compared to Double Ugly. Yet, if
1lling the plug fixes a flight control problem on
wo-hole supersonic training aid, might it not
~e a good last resort for the Phantom pilot who
has exhausted the flight control malfunction
checklist?
By the way, for those of you in other jets, this
doesn't apply to many of you. Shutting off the
power to the electric jet is scary to even think The contractor's tech reps confirmed that the
about, and with a flight control malfunction in following formula would allow the stab tips to be
an F-15, the CAS may be the only thing pro- scraped without damaging the tailcones or
viding control. nozzles:
> 15 degrees of pitch
+ < 80 knots
+ placing the control stick forward to neutral or
Beak power further.
The net result of these circumstances is re-
(nose authority) duced nose authority at the same time the sta-
bilator is in close proximity to the runway. With

D uring aerobraking after an uneventful

landing, an F-15 pilot noticed he had inad-
vertently allowed the aircraft's pitch to exceed 13
the stage set, excessive forward stick sends the
trailing edge down into the concrete.
By the way, if you can read the HUD that pre-
degrees nose high. With about 70 knots on the cisely, the tech reps also say the nozzles bite the
airspeed indicator, he was looking at 15 degrees dust (concrete) at 16.3 degrees and the tailcones
on the ADI; so he immediately unloaded the con- follow suit at 16.8 degrees.
trol stick to avoid scraping the tailcones at 16-17 A number of us marvel at the Eagle's nose au-
degrees. By doing so, he successfully avoided thority every time we see one land (or turn an
'igging the nozzles or tailcones, but he ground impossibly tight corner and convert an overshoot
a couple of pounds of each of the Eagle's sta- to a guns kill). But like all authority, nose au-
.1ators. "How do you do that at 15 units?" you thority must be used responsibly, within limits.
might ask. Strength under control- that's professionalism.
TACATTA!Ji> 13
 tac tips

*%#!?!! Switches
ome years ago in SEA, a Rhino driver who couple of seconds after liftoff ...
S had overstayed his bingo on a CAP mission
decided he needed to get rid of some drag devices
They're building 'em better-but human na-
ture's still the same. Only one way to beat it-a
in order to make it back to home base. Un- healthy dose of checklist discipline.
fortunately, because of less than full attention to
switchology, he left behind an AIM-7 instead of
the centerline external fuel tank.
~oo much expeNsive
ASpeed is 1i4:e
A n RF-4 crew was flying a low-level simu-
lated combat mission during a local exercise.
After acquiring all the assigned targets, the pilot
accelerated to the planned 600-knot groundspeed
to egress to the target area and re-enter friendly
airspace. The transonic Photo Phantom allegedl:
created a shock wave that damaged some private --./
property. One of the structures that supposedly
took the brunt of the kill'em with fillem attack
was a concrete building that housed a steam
generating plant.
Some of us are fond of saying speed is life. And
in combat, when fuel permits, we alone, unarmed
and unafraid recce crews might want to deliver a
surprise shock wave when overflying Shock ar-
mies. During mission planning for our peacetime
Many of our modern fighters were put together trai:'1ing missions, however, we need to examine
with the pilot in mind. As a result, the switchol- the when and the where of such realism.
ogy monster rears its ugly head a little less fre- When? Not on the leg that takes 630 knots
quently. That isn't to say he's gone away . . . true airspeed to give you 600 ground. And that
About ten minutes after engine start, while could be any of them. If INS failure is the only
waiting to take off, an F-16's engine suddenly reason you have for crosschecking the true air-
flamed out, which automatically cranked up the speed indicator while flying low-level, you might
EPU. The bewildered pilot shut down both the consider this.
motor and EPU and hopped out. Later, some Where? Not over the little berg or dorf on your
troubleshooters found the Fuel Master Switch in 1968-vintage 1:250 map-that little dot is now a
the Off position. Apparently both the crew chief fair-sized city with schools, hospitals and at least
and pilot missed the red guarded switch out of 37 angry people with telephones.
position during their preflights. It's becoming harder and harder to find low-
Normally with that switch Off, flameout occurs level routes east of the Mississippi that aren't
about 40 seconds after start. But a corroded can- over someone's roof. By better planning and a
non plug en route to the MFSOV (main fuel shut- little common sense, we can pull in our own rei
off valve) apparently delayed the event. Good before the natives get restless and put us out to J
thing it didn't drag it out a little longer, like a pasture.

14 JUNE 1985
AIRCREW OF DISTINCTION=======:::;,

n 23 November 1984 MAJ JOHN V. WILLIAMS

O and CADET PETER G. BRANDT (GAF) were in
the lead aircraft of an F-4E two-ship making a for-
mation landing. CAPT MARK M. RUMOHR was the
IP in the wing aircraft with a student pilot in the
front cockpit. Captain Rumohr's Phantom was on
the left wing because of a five-knot crosswind.
The aircraft touched down together with 10-15
feet wing tip separation, 500 feet down the run-
·,ay. The pilots sequentially deployed drag
utes. Everything appeared normal.
As the airspeed decreased through about 120
knots, Captain Rumohr noticed a slight drift to-
wards the lead aircraft and directed the student
pilot to maintain separation. Thinking the drift
was caused by the crosswind, the student jetti-
soned the drag chute . As the drift became more
pronounced, Captain Rumohr took control of the 11aJ ~ V. WJIU...
aircraft and applied full left aileron, rudder and Cadet GAF Peter G. Brandt
brake, all of which had little effect. Capt Mark M. Rumohr
Meanwhile, in the lead aircraft, Cadet Brandt 20 TFfS, 85 Tl"W
George AFB, Calif•mia
told his IP in the front cockpit that the wingman
was drifting in and directed him to "Come right."
Major Williams saw the collision developing, se- this point, the student in the front cockpit told
lected Mil power on both engines and aggres- him that the utility hydraulic pressure indicator
sively moved the aircraft right. Before the lead was reading zero, which meant no normal brak-
aircraft's power became effective, however, the ing, no nosegear steering and no antiskid.
radome of the wingman's F -4 grazed lead's Captain Rumohr told the student to lower the
wing-tip. tail hook and pull the emergency brake handle.
As nose-tail separation rapidly increased, the Then Captain Rumohr stopped the aircraft just
wingman's aircraft now began drifting left. See- short of the departure-end cable. Major Williams
ing lateral separation, Major Williams reduced stopped his Phantom about 300 feet in trail.
power to idle and used heavy braking to get be- All three crew members displayed a very high
hind the wingman. This allowed the wingman to level of airmanship, handling a utility hydraulic
use the full width of the runway and cable. failure at a critical stage of a formation landing.
Captain Rumohr responded to the left drift by Their efforts avoided a possible catastrophic acci-
ersing controls, using the right brake and ad- dent and earned them the Tactical Air Command
, ancing the left throttle, which was effective. At Aircrew of Distinction Award. ~

TAC ATTA!l}J:> 15
Professionalism and Personal
Relationships
Are you good at both?

This article was adapted fighter pilot who lives to fly and what each one does. You
from a briefing titled "The and to complete the mission. To have to. In the heat of battle,
Failing Aviator" that was pre- be successful, tactical aviators, there's no time to sort minor
sented during physiology train- like other professional groups, problems; everything has to
ing here at Langley by Maj must be in control and com- work and be dependable. Con-
Lanny Geib, Chief of Aerospace partmentalize. While these are trol becomes a necessary part
Physiology, 363 TFW, Shaw necessary traits to fly safely, of a pilot's life, which can be
AFB, South Carolina. they can· also cause problems carried over into the family.
with personal relationships. Some pilots start the day off
Marty Diller by telling their families how to
Pilots are trained to control run their day: I want you to do
implicity is gone; now, it's their aircraft using the method this today , or please make sure
S sophistication. A pilot
doesn't just fly an airplane, he
of measured input gives mea-
sured response: move the stick
this is done before I get home.
But this control input without
flies a complex weapons sys- to the right one inch and the further discussion or explana-
tem, like the electric jet; he right spoiler comes up a given tion makes communication dif-
doesn't just drop a bomb, he distance. At 500 knots, moving ficult for family members; 91
launches it; and he's not just a the stick back this far will al- percent of divorce in the Air l
family man whose job is to fly ways give you six Gs. And you Force is due to lack of com- J
fighters , he's an Air Force know where every switch is munication. In a social setting,

16 JUNE 1985
pilots are willing to talk about
what they know about: flying,
sports, hobbies and flying.
Things they haven't done or
aren't interested in can't be
controlled, so they don't like to
talk about them.
Feelings and emotions are
considered a weakness because
they are perceived as signs that
you're not in control. Often,
feelings are covered up with
shams and facades. Many times
a pilot will say I'm fine, thank
you when he really isn't fine.
Many would like to express
feelings and emotions but don't
because of their perception that
feelings and emotions are con-
sidered a defect in the flying withdraw instead of sharing ing. You're a pro; you're good
community; some pilots think your concerns. Your spouse at your job and don't like to
it's risky to show them. then reacts to this withdrawal, think that you can make mis-
Not showing how you feel is and about three days before the takes-airplanes only kill
perceived by your family as not TDY, you and your spouse are others. But familiarity with
aring. Your spouse wonders really fighting. You're saying your jet and how you use it
.ww you know what she is feel- Boy, I'll be glad to leave all of breeds contempt; soon, over-
ing or what the kids are feeling this and concentrate on a real confidence and complacency set
when you don't display your love-flying, and your spouse is in. When you think you've
feelings. This perceived lack of saying I can't wait until he's mastered the aircraft (I've got
caring is especially evident in gone, then I'll fix all of this control), that's when you start
solving problems. Some pilots without his help. While on TDY making mistakes. Complacency
solve problems at home by you reflect back on the nice affects family life too. Think
simply going to work and leav- things and start writing warm, about what you did when you
ing the problem with the loving things in your letters. dated compared to your present
spouse. You get busy with fly- Your spouse feels guilty too married life: you opened the
ing activities and the problem and can't wait for her warm door for her, enjoyed good con-
goes away. A conflict with a loving aviator to return home. versation and went out to din-
neighbor, paying bills, trans- But the need to control is very ner often. It was a treat just to
ferring money, getting the kids strong; so about a week before be with her. Now your marri-
to and from school; you go to you get home, you stop being age may be the victim of com-
work and it becomes the warm and loving. As soon as placency.
spouse's problem. And gen- you walk in the door, nothing It takes about six months to
erally she's solved it when you suits you: the car's dirty and become familiar enough with a
get home. This solution system isn't filled up with gas, the weapons system to start becom-
is adding to the communica- grass isn't cut, the trash cans ing complacent. The same prin-
tions gap. Problems also arise are still out front. After all, ciple is true at home. About
during TDY s. you need to feel missed, and if every six months re-evaluate
Did you realize that you they can get along without you, your family life and do some-
mentally deploy for a TDY one you really don't have control. thing about it. A weekend get-
to two weeks before actually Being in control not only away or just a quiet dinner
'ing? Going TDY and leaving hurts family relationships, it alone together is a great way to
Jur family does bother you, can make you susceptible to renew your relationship.
but in order to handle it, you complacency while you're fly-

TACATTA!l){> 17
 professionalism and personal relationships

To be 100 percent profession- pleted your ritual, it doesn't ferent and extra special. Sur-
al, pilots have learned to com- matter what clues you receive, prise her.
partmentalize. When you get you tend not to recognize or ac- The Air Force has trained
ready to fly, everything except cept them. That's why we have you very well to fly fighters by
flying has to be put out of your gear-up landings. Learning to instructional system develop-
mind. That's why you're so compartmentalize made you ment. You get a set stimulus
good. And the more you com- that way. You've got a check- and are expected to give back a
partmentalize, the easier it list for everything you do. set response. A standard pat-
gets to push the rest of the Think about your last vacation. tern is required. You've become
world out. That's not very good Everything is always done in so good at compartmentalizing
for a family. Has compart- th.e same order, and the effect that you prefer to compart-
mentalizing made you a slave of your actions is always the mentalize rather than free-
to ritual? Do you lack sponta- same. A similarly predictable think. When you're flying
neity, and are you unwilling to lifestyle can become a "ritual along and not everything goes
change compartments until with the spouse"-you always by the Dash One, you have to
you're finished with the one kiss her goodbye in the morn- free-think. If you're overdepen-
you're in? ing, then put the dog out and dent on structure, it may lead
Sometimes methodology su- then go to work. But ritual at you to grab the first thing -..___./
persedes the goal. If you have a home can be unexciting and that's plausible and use that as
habit pattern, once you've com- monotonous. Do something dif- your first action. Take a look at
that--do you have that ten-
dency?
Once you're in a compart-
ment, you don't like to come
out of it until you've completed
it. Dad, will you take us to the
movie? It starts in 15 minutes.
Not now, I'm mowing the grass .
The kids receive the message
that mowing the grass is more
important than they are, but
you know that you love them
and only want to finish a
started task.
Last year was one of the best
for safety; this year is off to an
even better start. That means
your control of the aircraft and
ability to compartmentalize is
excellent. That may also mean
you need to take a look at your
relationship with your family ,re-
evaluate it and decide whether
anything you've read in this .__/
article applies to you. _:;:;-

JUNE 1985
TAC FLIGHT SAFETY AWARD OF THE QUARTER
C APT STEPHEN P. RANDOLPH is an innovative
and aggressive flight safety officer. A recent
12 AF staff assistance visit concluded that the
550 TFTS safety program is a "model." Its success
is measured in the squadron's record during Cap-
tain Randolph's tenure: there have been no Class
A or B mishaps in over 13,000 flight hours.
During his tenure as safety officer, the 550 TFTS
began low-altitude operations and deployed
to RED FLAG for the first time. He anticipated
each of these events and worked with the
weapons section to ensure that the squadron
would perform safely and effectively. His RED
FLAG preparation program was adopted as stan-
dard across the 405 TTW.
Captain Randolph has employed tremendous
energy and ingenuity in improving the opera-
tions/maintenance liaison. He composed a brief- Capt Stephen P . Randolph
ing for arriving AMU supervisors, alerting them 550 TFTS, 405 TTW
to Luke's prevailing hazards and educating them Luke AFB, Arizona
on Air Force flying safety programs. He followed
'his briefing up with a series of mishap response represented the wing at several systems safety
.xercises, preparing both the operations squadron conferences. He was instrumental in the revision
and the AMU for a major mishap. The computer of the maintenance operating instruction on ma-
program he developed to track aircraft status has teriel deficiency reports (MDRs), his inputs serv-
assisted both maintenance supervisors and ing to decrease the number of parts lost to supply
squadron pilots in staying aware of particular and increase the feedback to the line workers
aircraft and fleet trends. His contributions to the who submitted the MDR.
establishment of a squadron awards program Captain Randolph's thorough mishap investi-
have helped improve morale across the entire gations have provided another contribution to the
AMU. safe operations of the 405 TTW and the F-15 fleet
Captain Randolph's contributions at wing-level worldwide. His investigations of F-15 wing-tip
have been equally outstanding. His efforts helped failures and rudder spline bolt malfunctions have
earn excellent ratings for four of the wing's squa- identified discrepancies in tech data and supply
drons during the 405 TTW's last MEL He has system prioritizations.

Next month in the

JULY
issue of TAC ATTACK
you can look forward to
seeing AlC Kelvin Taylor's
tipple rendition of the
F-4C Phantom II
THE CENTER.
TAC ATTA!l}J> 19
 f-15c eagle

..................................
~ ..
~
 F-111 Stall
Inhibitor
System

mie! We'll just turn into him, know you're dead. Yet, in a
Maj Jon Jordan unload and go. "Bomber pukes" couple of seconds, after the cap-
HQ TAC/SEF-111 -that's what they always call sule's rolling slows down, you
us. I'll show him that this realize that, miraculously, your
"bomber" can turn. ejection vector was upright.

R ED FLAG - best peace-

time flying there is.
You've just come off target,
You start your turn. Stall
warning. Play the 14 alpha. Not
a bad turn, but ... What the
The rest of the ejection se-
quence is textbook. After filling
all the post-ejection and SAR
turned to your egress heading hell, I'll just pull to the limiter squares, you sit down and wait
and pulled the wings back to for a couple of seconds and for the chopper to come pick
54 degrees. Two's coming up really water his eyes. You grunt you up. And you think. And
nicely on the right. Checking a little harder and pull the you think some more. What
fuel you find that you're both stick back farther. All of a sud- happened? A SIS-modified air-
4,000 pounds fat. Terrific! I den, the nose slices right. craft can't depart controlled
know how to fix that, you think. Simultaneously, the aircraft flight. What went wrong?
A few minutes in burner ought rolls right. Before you can do The above situation can hap-
to take care of that excess fuel anything, you feel the shoulder pen- in fact, it will happen
in addition to putting us over harness pull you back tightly every time- if either AOA
the Mach. Nobody'll catch us and you're forced down in the probe sticks below approxi-
then. seat to the tune of a tremen- mately 18-20 degrees and the
Just as the burners light you dous roar. You realize that pilot doesn't monitor and con-
see an F -5 in his conversion your WSO has pulled the ejec- trol AOA. The explanation lie~ .J
turn at left 9 o'clock, slightly tion handle. @* &#%!!! You in the Dash One figure of the ...._./
high, about a mile out. Com- can't tell your attitude, but you SIS probe selector's logic:

22 JUNE 1985
 SIS Probe Selector Logic
Difference between Beta probe SIS Type
left and right AOA position in Caution signal
probes in degrees degrees lamp selected
less than 6 degrees less than 7 degrees OFF lower AOA
greater than 6 less than 7 degrees ON lower AOA
degrees
any greater than 7 degrees INHIBITED higher AO
.11111.
The SIS computer uses only 111111ft warning will occur at 14 de-
one AOA value at a tirne; it If either AOA probe grees. Although the system is
doesn't average the two inputs. designed to come on at 18 de-
As long as the beta probe's
sticks, you are effec- grees (14 degrees plus pitch
position is less than 7 degrees, tively flying a non-S1S rate), experience shows that it
SIS will always use the lower aircraft. comes on at 14 degrees during
AOA. But if either AOA probe normal maneuvering.
..ticks, you are effectively flying AOA probe sticks, it will prob- Now, how does a stuck AOA
non-SIS aircraft. ably stick at some value in the probe give you a non-SIS air-
This discussion will use only normal AOA range (3-14 de- craft? First, let's consider a
two assumptions. First, if an grees). Second, artificial stall stuck right probe. If the probe

1
 F-111 Stall Inhibitor System

sticks at a low value, say 3-4 close to the limit of 18-20. The stick force gradient above 11
degrees, as in low level cruise, only cockpit indication of a degrees AOA; stall warning
when you begin to maneuver, it problem is a SIS caution light tone, light and pedal shaker
becomes (and remains) the when the left probe exceeds above 14 degrees. Just one
lower AOA, effectively sup- 9-10 degrees (greater than 6 little difference. When your
pressing alpha limiting. As degrees difference between true wing AOA reaches 18-20,
long as beta remains less than probes). If you miss the light nothing will stop it from ex-
7 degrees, the logic of the SIS (padlocked on the attacker), ceeding stall AOA except you,
probe selector will continue to nothing else will warn you of the pilot.
use the smaller AOA input- the problem. All artificial stall Let's take the same situation
the one from the stuck probe. warning cues function nor- (stuck right probe) except this
As far as SIS is concerned, no mally, as does the AOA tape- time it sticks at a higher value,
alpha limiting is required - they come off the left probe. So say 13-14 degrees, while you're
AOA is 3- 4 degrees, nowhere nothing else changes - same maneuvering. In this situation,
if you were to relax back pres-
sure (e.g., a 14 alpha turn fol-
lowed by a return to one-G
flight), the SIS light would
come on when the left probe
dropped below 7-8 degrees (6
degree difference). You'd prob-
ably have a better chance of
noticing it this time. If you ig-
nore it and continue to maneu-
ver, you're back to a non-SIS
aircraft. If you indiscriminately
pull back on the pole, relying
on alpha limiting, you're in for
a surprise. As your (left) AOA

If you indiscriminately aircraft. There are subtle cues smart way to fly the airplane is
full back on the pole, in addition to the SIS light - to manage energy. In my mind,
the AOA tape will be stuck and the only thing that justifies
relying on alpha lim- artificial stall warning will be turning above 14 alpha is a
iting, you could be in for inoperative (unless you have a last ditch effort- a missile
a surprise. good feel for the aircraft, you break for example.
may not notice this before the One last word. I hope this ar-
nose slices). ticle has drawn your attention
increases through 7-8 degrees, So what am I trying to get to the Achilles' heel of the sys-
the SIS light goes out. See, across? Simple. Fly the aircraft tem - the AOA probes.
nothing to worry about, you within Dash One limits. Don't They're delicate instruments. I
think (wrong, you still have intentionally put yourself in a always cringe when I see some-
something to worry about; it's situation where you're relying one grab one with his grease-
just that the two probes now on SIS. SIS was an add-on to soaked flight gloves (you know,
agree within 6 degrees). As you help reduce loss-of-control mis- the preflight pair) and bash it
pass 14 degrees AOA, artificial haps. And it works well. But from stop to stop. Try to avoid
stall warning occurs (normal), the fact that it has an alpha introducing any (oreign matter
but now the right probe (stuck limiter doesn't mean that we into the slots. My technique
at 13-14) is selected as the should be flying the F -111 like has been to place a finger along
lower AOA signal and alpha an F-16. Besides, let's face it, the trailing edge and slowly,
limiting will not be available. the F-111's turning perfor- gently move it up and down to
At 19-20 AOA, just prior to mance isn't going to water run the probe through its com-
departing controlled flight, the anyone's eyes - not even at 18 plete range of travel. It takes
SIS light will again illuminate. alpha. We deplete energy in about two seconds longer, but
Similar scenarios can be con- sustained hard turns. The it's a lot easier on the equip-
'tructed by freezing the left harder we turn, the faster we ment and any tendency for the
probe at a fixed value. The re- slow down, leaving us a sitting probe to hang up is much more
sults are the same- a non-SIS duck when we roll out. The readily recognized. _::;::...

TAC ATTA{;ft> 25
 container, such as a soft drink bottle, that would
attract children. It is illegal to do so and ex-
tremely dangerous. Always keep children and
pets away from pesticides, application equipment,
treated areas and used bottles or cans. 6) Dispose
of all empty containers as directed on the label.

Kosher meat, according to researchers at the

Albert Einstein College of Medicine in New
York, has almost twice as much sodium as un-
short shots
kosher meat. There's a solution: soak veal or beef
in fresh tap water for about an hour; the salt
level goes down to pre-kosher level.

Jumping rope with one-minute breathers is as

Six steps to safer use of pesticides. 1) Read aerobic as walking, running, dancing or swim-
the label before you use any pesticide product ming say researchers at the Institute for Aerobics
and follow the directions carefully. 2) Don't apply Research in Dallas, Texas. Jumping one minute
then resting for one minute for at least 22
minutes is the regimen. During the breather, the
heart rate stays high enough to remain at train-
ing level.

Here's one for sushi eaters. There have been

reports from doctors at Japan's Kyushu Univer-
sity that raw fish eaters could get larval infec-
tions. The larvae, each about an inch long, attach
themselves to the stomach lining and cause se-
vere pain and nausea. If you're a sushi eater, you
can spot the one-inch larva, which looks like a
circle of spaghetti, by holding the fish up to the
light or cutting the fish into strips.

And now there's swimmers' tooth. According

to the American Academy of Pediatrics, 39 per-
cent of the competitive swimmers and 15 percent
of frequent swimmers get swimmers' tooth. It's
an erosion of dental enamel caused by swimming
in overly acidic pool water (usually from using
less-expensive chlorine gas). The symptoms: teeth
feel gritty or rough , look transparent or yellow or
hurt when food is chewed. The solution: strict
monitoring of a pool's pH levels.

Water slides are the leading source of amuse-

ment ride injuries treated in hospital emergency
rooms according to the Centers for Disease
pesticides outdoors on windy days. 3) Avoid in- Control. Although the injury rate is small , only
haling pesticides or spilling them on your skin or about 3 out of every 10,000 riders, it's still worth
on the ground. 4) Wash thoroughly with soap and mentioning. The slide itself isn't the only probler
water after using a pesticide and wash the cloth- people with allergies risk reactions from grasset 1
ing you wore separately from other laundry. 5) and pollens being implanted in their skin on the ..___/
Never transfer a pesticide or other poison into a fast ride down.

26 JUNE 1985
TAC SAFETY AWARDS
INDIVIDUAL SAFETY AWARD
TSGT NOELL. SPECHT was appointed Ground
Safety NCO for the 325 CRS because of his
safety-conscious attitude both on and off duty. He
hasn't let the squadron down.
Sergeant Specht developed an easy-to-
understand work-center safety briefing to serve
as a reminder to senior maintenance managers
and also introduce safety program requirements
to newly assigned members. He trained and
guided branch safety monitors in identifying un-
safe equipment and operational procedures. He
standardized the contents of the monitors' note-
books and reviews them quarterly. He also devel-
oped work-center, branch and squadron safety in-
spection checklists and a standard list of
essential items for squadron safety bulletin
boards.
Statistically, the reduction in the number of TSgt NoelL. Specht
1- and off-duty injuries (1 vs 0 on-duty; 4 vs 2
325 CRS, 325 TTW
S-duty) and mishaps resulted in a substantial Tyndall AFB, Florida
monetary difference between 1983 and 1984:
$7,245 vs $2,705. A Dec 84 TAC Management Ef- up this way: "The superior squadron safety pro-
fectiveness Inspection report sums his program gram is a model for other wing units to follow."

SPECIAL ACHIEVEMENT IN SAFETY AWARD

In 1984, the 31ST AIRCRAFT GENERATION
SQUADRON set a goal to reduce the number of
mishaps that occurred in 1983 by at least 25 per-
cent. Through the use of an excellent safety man-
agement program and outstanding commander
and supervisor support, the squadron exceeded its
goal by over 55 percent.
Reportable mishaps were reduced in all areas
(83/84): on-duty, 5/0; motor vehicle accident
(4-wheel), 5/1; motor vehicle accident (2-wheel) ,
5/3; sports/recreation, 5/2; miscellaneous, 5/1.
There were 6 minor government vehicle mishaps
in 1983, reduced to 2 in 1984. Chemical burns on
the wash rack requiring hospital treatment were
reduced from 10 in 1983 to 5 in 1984.
The squadron also implemented a strong seat-
lt program which brought seat belt use up from
, percent in 1983 to over 75 percent in 1984. 31 AGS
Nice job, 31st Aircraft Generation Squadron. Homestead AFB, Florida
WEAPONS WORDS
Exercise,
. exercise,
exercise
ightfall. End of a 1-o-n-g day. No more from the GBS he threw. The GBS landed on the
N alarms red and black for me. Let the night
crew play these games for awhile. Whew. I've
concrete ramp near a building; the fuse end was
pointing at him when it detonated. Even though
earned my pay today. Time to get some dinner the device landed over 50 feet away, fragments
and get out of this sweaty chem gear. Then, on hit him in the face.
the way to the car- BOOM! "Alarm red, alarm Apparently, his normal practice had been to
red, alarm red. Take cover." throw the GBS into the area behind him . But it
If you haven't been there, you haven't been a was dark and that area wasn't lighted. Not
member of the TAF (tactical air forces) very long. knowing if other people were around, he threw
But what about that boom? Ever wonder where it the GBS into a lighted area in front of him. But
comes from? he didn't completely turn away from the blast
That explosive sound, which we have all like the warning says on the instructions printed
learned to dread, comes from an Mll5-A2 ground on the GBS.
burst simulator (GBS), an explosive device used In another incident, a group of personnel
at many air bases to simulate an airfield attack. received minor injuries when an overzealous ag-
And like any explosive device, a GBS is not gressor pitched a GBS near them. While he got
harmless. In fact, it contains more explosive than their full attention, injuries are beyond the scope
a quarter stick of dynamite. of realism.
Not long ago, an Air Force member who was If you happen to be lucky enough to be on the
participating as an aggressor in an airfield at- exercise team, you may have the privilege of
tack exercise suffered a permanent eye injury sending the whole base scrambling for cover in
response to your GBS. If you do, READ AND
HEED THE INSTRUCTIONS printed on the
device.

Stuffed
ne member of a load crew was correctly
O using a loading tool to install 2.75-inch
rockets into a LAU-68 rocket launcher that hu. _ /
under the wing of an OA-37 Dragonfly. As the

JUNE 1985
 worker slid the first of four rockets into one of protective equipment too. As a rule , neither foot-
the launcher's tubes, he noticed the rocket ball players nor aircrews grumble about wearing
wouldn't lock into place. Hmmm. their gear-they know the equipment is for their
On his third attempt, the frustrated worker own good and may save them from an injury.
lYe the rocket a healthy shove and stuffed it in And now we know at least one weapons handler
Jne tube. This time it stayed put. It didn't lock who doesn't murmur about the inconvenience of
like he expected; it was shoved past the stop wearing his gear. Shadrack's a believer.
block and jammed the contact finger around the Late one night, Shadrack was working with RR
rocket motor. Neither the load crew, the line 141B chaff packages. These are hard plastic con-
supervisor nor the explosives ordnance disposal tainers stuffed with a handful of fine-cut chaff.
team that was called could extract the 2.75-inch An explosive charge inside the container rips
rocket. apart the plastic and releases the contents into
EOD workers removed the launcher from the the air to confuse enemy radars. Shadrack was
aircraft and took it to the EOD range where they taking the chaff packages out of the container he
tried once more, again unsuccessfully, to remove had used to transport them in and was placing
the rocket. With all their good ideas exhausted, them into the tray of an ALE-28 chaff dispenser
they destroyed the rocket and launcher. under an F-111. As he placed one of the packages
Maybe the stop block inside the launcher was into the tray, it exploded in his hand.
insecure. More likely, the application of too much It's a fairly well known fact that the igniter
force caused the rocket to stick inside the tube. safety rod within RR 141Bs readily falls out, espe-
And the result was a wasted LAU-68 launcher. cially when the chaff packages are being moved.
Let's face it-some of our work can be down- Apparently, that's what happened here. When
right frustrating . But that gives us an opportu- the chaff package contacted the bottom of the
nity to demonstrate professionalism . Because tray, the small jolt was enough to initiate the
strength under control, divorced from emotion, is explosive.
what professionalism is all about. Until a new chaff package is in the field , this
hazard isn't going to go away. In the meantime,
caution and protective equipment are our best
defense.
Chaff protection By the way, Shadrack was wearing gloves and
r ?ootball players have pads and helmets. a face shield and had his shirt sleeves rolled all
~ Aircrews have Nomex flight suits and sur- the way down. And he walked away without a
vival vests. And some weapons handlers have scratch.

TAC ATTA!}J>- 29
 Capt Robert M. Hesselbein
549 T ASTG/SE
Patrick AFB, Florida

Ed note: The findings of some

last look
safety investigating boards
seem almost ruthless to some of
us who knew the aircrews in-
volved. How did they come to
such conclusions? Capt Hessel-
bein, who has served on several
boards, offers some insights.

T he captain shook his head.

I just can't believe such an
experienced pilot could let him-
self end up fly ing into the
ground at night.
The safety investigation
board's work was fin
ished at the crash
site, and it was time
to prepare for the
inevitable briefings at
headquarters. It wasn't J
necessary, yet both he, the
investigating pilot and the
colonel (board president) felt a
need to drive out and view the
scene one last time. Perhaps
both of them needed to purge
their minds of any lingering
doubts and reaffirm the board's
findings.
The area of the crash was
quiet now, quite different from
the rushed activities that fol-
lowed the fiery , nighttime
crash of a USAF jet fighter .
The captain stopped at the
edge of the main crater. Here is
where they pulled the sepa-
rated and broken flight in-
struments from the mud, the
area where the flight control
actuators were discovered in an
almost unrecognizable condi-
tion. Earlier, the recovery team
had carefully separated the in-
dividual parts required for the
investigation and wrapped
them for the trip to depot for ..___/
analysis. The stakes were still

30 JUNE 1985
 in the ground where the team laboratories provided hard evi- before discussion ended and the
had placed them to aid in per- dence which eliminated the- members began to leave. The
forming the wreckage survey ories and focused the board's investigator remained behind.
which was critical to deter- efforts towards the revealed Alone, he reluctantly typed the
mining the aircraft's final vec- causes of the crash. The collage findings that identified the
tor. The wreckage plot con- of data was carefully sorted. cause: the mishap pilot failed
firmed the mishap airplane had Teardown of flight controls and to crosscheck his instruments
struck the trees that night in a instruments indicated the air- while in a turn at night.
controlled fashion. plane was functioning normally The sound of approaching
The captain thought of the without apparent malfunction. footsteps interrupted the cap-
last 25 days' effort and shook The records of both the pilot tain's thoughts. "Hello, sir," he
his head. No doubt about it, he and the aircraft reflected a greeted the colonel who was
thought to himself, the inter- marriage of man and machine stepping around the shattered
views were the worst part. Al- equal to the challenges of the trees. "Did you find anything
though everyone was helpful night mission. Reenactment else?"
and cooperative, he still felt flights demonstrated that while "No," the colonel answered as
like an intruder in the private the mission profile was chal- the two pilots turned and
grief of the squadron, asking lenging and potentially walked away from the crater.
awkward questions to wing- dangerous, it was well within "Our investigation was pretty
men, friends and family of the the capabilities of the mishap thorough."
1st pilot. There was no other pilot. Had he honored the basic Later as they drove away in
tay to eliminate the un- rule of nighttime flying- their blue staff car, the captain
knowns. It was awful not constantly crosschecking flight commented: "I don't know, sir.
knowing how to answer the instruments-the mission It seems like the pilots we lose
questions put to him except to should have ended routinely. in accidents like this are our
say, "We're looking at all pos- The facts revealed that this ac- best."
sibilities." The reply was un- cident was not unlike several The board president looked
imaginative and inadequate, others; this was not the first over and said: "Our trouble is
but oh how truthful. experienced pilot deceived into that all of our pilots are great
He remembered how the the ground at night. guys, too good to allow some-
board considered all the possi- On the nineteenth day of the thing like this to happen. But
bilities during the course of the investigation, the colonel had it doesn't take much. Spatial
investigation. The mystery be- directed everyone to take Sun- disorientation, visual illusions,
came an obsession discussed day off, relax and return the self-confidence, allowing your-
day and night, during meals following day ready to organize self to get distracted in the
and in the privacy of individual findings and think about rec- cockpit-even channelizing
rooms. Sometimes discussions ommendations. Although your attention outside too
turned· to arguments and mo- everyone rested, few relaxed. long-it can put you into the
mentary anger that required Most reread testimonies, labo- dirt in a hurry." ~
defusing by the board presi- ratory reports, and previous
dent. Everyone felt too close to mishap summaries provided by
the tragedy, sympathizing and the Aerospace Safety Center.
Captain Hesselbein is the 549
identifying with the lost pilot. The following morning the TASTG's chief of safety. He has 1,800
Hypotheses, speculations, pet board members gathered in the flying hours in the OV-10 and A-10.
theories and wild guesses were office temporarily allocated for The Kent State graduate also has 1,250
each analyzed and reanalyzed. their use, and began to con- hours in Army helicoPters including a
,....---., ight reenactments, evalu- clude the findings of the inves- Vietnam tour in Cobras.
ions, logical deduction.s, and tigation. The office door re-
analysis reports from scattered mained closed for many hours

TAC ATTA!}J> 31
chock talk incidents and

Strutting the wrong

stuff
hen an A-10 returned to its parking spot was rubbing against the wheelwell. Finally, after
W after a mission, hydraulic fluid was leaking
from the strut that supports the nose wheel. That
applying both rudder and 2 Gs, all three gear
locked in place, but the nose wheel was still
night, some workers took the strut apart, re- cocked. Fortunately, when the pilot touched
packed it with new seals and serviced it. Next down, the nose wheel straightened and the roll- ~
day when the Warthog was about to taxi, the out was uneventful.
crew chief noticed the strut was bottomed out. Troubleshooters found the nose strut extended
Redball responded to his call with a shot of ni- about 10 inches, indicating overservicing. But
trogen until the strut looked about right. Hmmm. when the nitrogen was bled out of the strut,
guess what else they found-36 ounces of hydrau-
lic fluid were required to fully service the strut.
That's not the way to stop hydraulic leaks!
Actually, it wasn't a bad job of repacking a
strut. But after that good work, the worker didn't
follow through on the difficult chore of servicing
the strut. Experienced hydraulic technicians say
that A-10 strut servicing is easy to mess up if a
worker isn't familiar with the procedure in the
TO (-2-12MS-1). Looks like someone passed up a
golden opportunity to call for help.
The decision to service the stru t with nitrogen
while the aircraft engines were running by the
TLAR (that looks about right) method was expe-
dient bu t not in accordance with any tech data
that we know of. Charts and procedures were
available but not used. When we sacrifice doing a
job right for expediency's sake, the bills always
After takeoff when the pilot tried to raise the come due-maybe not today and maybe not to-
gear, the nose wheel wouldn't come all the way morrow, but somebody is going to have to pay the
up. When the pilot tried to lower the gear, the consequences. Sometimes it may only be a mattf
nose wheel wouldn't come down. His wingman of raising a pilot's heart rate. Bu t we can't count __/
told him the nose wheel was cocked and the tire on always getting off that easy.

32 JUNE 1985
INCIDENTALS WITH A MAINTENANCE SLANT

All present
and accounted for?
A fter an uneventful mission, a pair of F-106s
returned home for landing. As the pilot of
~ e of the jets pulled his throttle back for land-
·, he found that it wouldn't retard below 92
:cent. Hmmm.
After a go-around and a long conversation with
th e SOF (supervisor of flying), the pilot lined up
again and brought the Six in for landing again.
This time, when touchdown was assured, he used
the fuel shutoff switches to turn off the runaway
motor. After blowing a tire and material failure
causing a major part of the tailhook to be left in
the arresting cable, the pilot managed to stop the
aircraft in the opposite overrun. Good show.
Wonder what caused the stuck throttle? When Such a conversation is comical to us, but have
troubleshooters had removed the ejection seat you ever wondered what it would take to get you
and floorboards, they didn't find a broken throttle out from under an F-16 canopy stuck closed with
cable or disconnected throttle linkage, they found you in the driver's seat?
a six-inch screwdriver ... A crew chief was running an F-16 Falcon's en-
All present and accounted for? gine to make sure the fuel transfer write-up had
really been cleared and to check for proper can-
opy operation after the pressure seal regulator
had been changed. The canopy seemed to be
working OK and the fuel was transferring nor-
Chief under glass mally. So just before shutting down the engine,
"u h, hello Ground, this is aircraft 419 ." the chief tried to open the canopy. The actuator
"Aircraft 419 , Ground, go ahead. " started and the canopy hooks began moving but
"Uh, you won't believe this, sir, but I can't get suddenly stopped before releasing.
the canopy open. I'm trapped in here, and I The chief shut down the engine and then tried
r--- 'lid have been at chow twenty minutes ago. to open the lid both electrically and manually.
Jd you send somebody over to spot number No luck. After some other workers responded to
Able 12 to help .. . please?" his call for help, they tried without success to

TAC ATTA{Ji> 33
chock talk

open the canopy from the outside. Everyone checklist or work card from the top down on
agreed that jettisoning the canopy wasn't a good every job. Time consuming? You bet. Worth it?
idea; so they rounded up a circular saw and tried Ask the pilot.
to cut out a hole for the crew chief who had now
been trapped for four hours. But the saw blade
became so hot that the material melted back
together as soon as it was cut. Finally, the
workers drilled overlapping holes in the canopy It takes two
and formed a 20-by-20-inch escape path for the
chief to climb through.
Rigging problems don't always show up as a
A veteran aircraft mechanic and his
apprentice were tasked with changing the
fuel probe inside the fuel tank of a CH-3 heli-
canopy failing to close-it can also fail to open. copter. Rather than hassle with having the
Looks like we rediscovered how important canopy 90-foot helicopter towed to the fuel cell dock, the
rigging can be. twosome decided to do the work on the flight
line. Their second mistake was choosing to ignore
the fuel purging procedures in the TO.
By the time they succeeded in removing the
malfunctioning probe, it was past supper time. So
Stop distraction, the older worker sent the younger one along to
I wanna get off chow while he installed the new probe inside th J
fuel tank. Third mistake-the TO says this job

A n FCF pilot was putting his aircraft through

its paces on a functional check flight fol-
lowing major maintenance. During one maneu-
requires two people. Wonder why-the work
seemed easy enough.
About a half-hour later, another flight-line
ver, he unloaded the aircraft to less than zero G worker wandered by the helicopter and found the
and his ejection seat slid up the rails about three mechanic incoherent from the fuel fumes. He was
inches. When he returned to normal one-G flight, beside himself beside the helicopter.
the seat slid back down where it should be. Sit-
ting atop an ejection seat that's capable of (and
threatening) taking the occupant on an exciting
unscheduled ride is not a very comforting feeling
for any pilot.
After the jet landed, troubleshooters found the
attaching bolts that hold the seat to the catapult
weren't installed correctly. Apparently, the tech-
nician who installed the seat, after doing some
work along the floorboard, forgot to raise the seat
to check the bolts for proper alignment. His
supervisor never checked the alignment either.
Before he reached that step, he noticed the can-
opy rigging was off. The canopy distraction took
his full attention, and he signed off the work on
the seat without thinking about it again.
Distraction. It's a disease on the flight line and
in the air. Not only are we susceptible to distrac- What if someone hadn't come by? Last year r
tions, we're often its victims. How do we recover similar corner-cutting incident resulted in a
from distraction? Only by double-checking the fatality.

34 JUNE 1985
 D
~
~
F-111 emergency situation training

EMERGENCY SITUATION TRAINING ~ss

s
Maj Jon Jordan

s
HQ TAC/SEF would take two independent failures-fuel quan-
tity indicating system and a massive fuel leak.
SITUATION: You've just leveled your Aard- Since your wingman hasn't mentioned the latter,
vark at FL280, kicked two out to route, engaged Option A is not a player. Option B isn't indicated

s
the autopilot and settled down for the 45-minute for the same reasoning. Option C is a good start.
cruise back to home plate. The range work went After assuring yourself that you have tons of

s
pretty well-two shacks and a couple of single- fuel , your pulse can start back down from a fig-
digit scores. You're trying to console the WSO on ure approaching your WSO's CEA. Option D
his two gross error radar bombs when you notice (which relates to the note under "Fuel Low Cau-

s
a Master Caution light for fuel low. A quick tion Lamp" in the Dash One) will further clarify
check shows 10,300 on the totalizer with 9,000 the situation. The note advises that failure of

s
and 1,000 on the pointers. There's no major air- boost pump one to provide fuel circulation
field (that you're aware oD for over 150 NM. OK, through the reservoir tank will result in a small
Sport, what's your initial move? amount of trapped air in the wing carry through
OPTIONS: A. Sliceback to that civil airport box. The air may expand, lowering the fuel level
you saw off your left wing about two minutes and tripping the Fuel Low light. If boost pump
ago. You don't know what facilities it has or how one's Low Pressure lamp is lighted, it all makes
long the runway is, but a case of hot brakes sure
beats a smoking hole after you flame out and
eject.
B. Key the mic and ask center for a vector to the
r-' ~arest airstrip with 6,000 feet or more.
Press-to-test the fuel gauge.
sense. Actually, even if it isn't lighted, you still
don't need to worry; the same DC power used to
light the lamp energizes the relay for the pump.
So if that wire breaks or shorts to ground, the
pump quits but the lamp won't light. In this case,
a lamp test (different circuit) will still cause the
s
~

-.J . Check to see if the Fuel Pump Low Pressure pump lamp to light.
While it's uncomfortable flying home with a
DISCUSSION: Option A would be viable if Fuel Low light staring you in the face , this does
you truly had a critically low fuel state. That not constitute a hazard for positive G flight . .-:>
 DOWN TO EARTH
--ITEMS THAT CAN AFFECT YOU AND YOUR FAMILY HERE ON

For your enjoyment

and pleasure
his summer don't become a weather statistic.
T A warning means seek shelter now, it's here;
a watch means conditions are right for something
serious to happen-watch out-you might have to
seek shelter. If you're in a thunderstorm where
there's lightning, a building or car is best. If
you're out in the open, crouch low in a ditch
touching as little ground as possible. Don't seek a
solitary tree. If you find several trees, stand 6
feet from the trunk under the shortest one.
If you're swimming, get out of the water after
the first crack of thunder and don't go back in
until you haven't heard any thunder for at least
15 minutes and the sky is beginning to clear.
Flash floods can occur almost anytime without
warning during a heavy rain, especially in an
unfamiliar mountain campsite. Watch nearby
water-if there's a rapid rise or an increase in
water speed-go to higher ground.
When returning to your home after a flood,
make sure the electricity is off before you step in
any water, and don't light a match until you
know the gas has been turned off.
You'll need more water and salt to combat heat
stress if you work or play in the heat. And the
lower the relative humidity, the cooler actual air
temperature feels-don't be fooled-use a you can stay out twice as long, or 40 minutes be-
sunscreen. fore you'll burn. An SPF of 15 means 15 x 20
Sun Protection Factors (SPFs) are indicated on minutes, or 300 minutes (5 hours). Sun-
all sunscreens, sunblocks and oils. The numbers screens are usually clear and can wash off
range from 2 to 15. The higher the number the when you swim or sweat. Sunblocks use metallir
greater the protection. Here's how it works: if compounds, like zinc oxide. Zinc oxide is white
you start to burn after 20 minutes without pro- most people don't use sunblocks for that reason.J
tection, then using a lotion with SPF 2 means However, unless they are rubbed off, sunblocks

36 JUNE 1985
 the ground

Add
offer almost complete protection. And stay away
from perfumed products, they attract bees. So do
flowered shirts and hairspray.
H ey, you're doing a great job out there on the
ground. In 1984, 99.8 percent ofT AC's mili-
tary members were injury-free on the job; civil-
If you come in contact with poison ivy, oak or ians, 98.8 percent. And off-duty, the injury rate
~mac , immediately take a hot shower. The hot for military members was only 1.2 percent. Pat
~er breaks down the histamine cells (that's yourselves on the back, have another cup of cof-
.at makes you feel itchy); that may delay your fee and sit down and write us an article. Let
skin's sensitivity to itching for about 8 hours.
Mayonnaise, meat, fi sh , eggs and milk products
are not the best things to take on a picnic. If they
aren't refrigerated, food poisoning can result.
When you barbecue, never use any chemical
but charcoal lighter to start the fire-that means
no gasoline or kerosene.
Protect your home from burglary when you go
on vacation by making it look as lived in as pos-
sible. Have newspapers and mail picked up , turn
on a ligh t, park a car in the driveway or have a
few bags of trash put out on trash day.
If you're a biker, go with the traffic, not
against it. Wear something bright so you can be
seen. If you go boating, hiking or camping, let
someone know where you're going and when you
expect to return .
Learn to swim: two out of three people who
drown couldn't swim and never intended to be in
the water; about 70 percent of the estimated TAC Attack tell your story, either how you're do-
8,000 drownings each year are alcohol related. If ing it safely or how you didn't do it safely. If you
you're on a boat, always wear a personal flotation don't want your name published, OK. But if your
device (PFD) , whether you can swim or not. And feature article is published and you want a T-
~n't dive where there's a "no diving" sign, if the shirt, we'll need it. Please send your article(s) to
er is less that six feet deep , or in an above- TAC Attack Magazine, TAC/SEP, Langley AFB
..md swimming pool. VA 23665-5001. And if you have an idea and
Now go have some fun. need encouragement, call us at A V 432-3658.

TAC ATTA!$>- 37
GROUND SAFETY AWARD
OF THE QUARTER
MR. RONALD E . ROSZKOWIAK has one of the
best safety programs for an exterior electric shop
in the command. During a recent inspection, Mr.
Roszkowiak's comprehensive safety program
received high praise.
Mr. Roszkowiak ensures that all his people are
periodically briefed on job safety, and requires
his workers to double-check each other's safety
practices. His comprehensive safety program in-
cludes emergency first-aid and CPR training,
state-of-the-art safety practices for high-voltage
power distribution, a recurring checklist of di-
electric tests on high-reach equipment and the
proper use of personal protective clothing, such Mr. Ronald E. Roszkowiak
as rubber gloves and blankets. He makes sure all 832 CES, 832 CSG
hot-sticks are regularly tested and that all equip- Luke AFB, Arizona
ment is clean and in the best working condition.
Because of Mr. Roszkowiak's enthusiasm for job is safe. His program is effective: the electri
safety, his people work with confidence that their shop has a near-zero accident rate.

WEAPONS SAFETY A WARD

OF THE QUARTER
S scT DAVID T. RASMUSSEN has proven to be in-
valuable to the 347 TFW for his involvement in
weapons safety and explosives ordnance dis-
posal (EOD) training: the EOD branch has an
accident-free record.
Sergeant Rasmussen instructs munitions per-
sonnel on the identification of hazards, precau-
tionary actions and demolition procedures to be
used when performing emergency destruction of
munitions. To date, he has successfully trained
67 people. He expanded the emergency destruc-
tion of munitions training program by developing
a slide presentation. During the last three
months, Sergeant Rasmussen has given his brief-
ing to Georgia law enforcement agency personnel SSgt David T. Rasmussen
which provided information to aid them in their 347 EMS, 347 TFW
fight against drug traffickers. Moody AFB, Georgia
His greatest contribution to safety is the dem-
onstrations he gives to weapons loading, con- of accidentally firing 20mm, 30mm, BDU-33
ventional munitions maintenance, aircraft main- practice bomb, aircraft flare or other explosives
tenance and flight crew personnel on the hazards components.
 vim- 6

TALLY'
CLASS A MISHAPS
APR

1
TAC
THRU APR
1985 r 1984
6 6
APR
A NG
THRU AP R
1985 ,984 APR

0
AFR
THRU APR
1985
0
1984

0
AIRCREW FATALITIES 3 8 0 0 0
TOTAL EJECTIONS 2 0 0 0
SUCCESSFUL EJECTIONS 0 0 0
h.

TAC'S TOP 5 thru APR 85

TAC FTR/RECCE TAC AIR DEFENSE
class A mishap-free months class A mishap-free months
405 TTW AZ 57 FIS Vetvik.tmand
1 TFW ley AFB, VA 5 FIS gifinLrol AFB, ND
4
tac tally 33 TFW F. ling AFB. FL 48 FIS Langley AFB, VA
23 TFW & 366 TFW 318 FIS k1;(1:,1:ord APR. WA
tF15;
49 TFW Milkman AFB.NM

TAC-GAINED FTR/RECCE TAC- GAINED AIR DEFENSE TAC/GAINED Other Units

class A mishap-free mont class A mishap-free months class A mishap-free months
AfsGiF-106
156 188 TFG AR
APINscim(1.:th4! 130 177 FIG Atlantic City. NJ 89 182 T A SG A14,211
AN(144-71 ANC A-
148 138 TFG Tulsa, OK 96 125 FIG ,t,Nckatse°610e. 7 3 110 TASG Battle Creek, MI
ANG(F-4,
147 917 TFG arT4-allAFB. LA 79 119 FIG Fargo, NI) 169 USAFTAWC7,",:.48m:
125 114 TFG ANGtA.7i
Sioux F'5.151)
811
6 107 FIG NA14161(au,,N44F-4ii.' 61 84 FITS ga-st AFB, A
114 j 183 T F G grZitid, IL 54 1 147 FIG ANC(F-4!
Ellington .AFB, 03 552 AWACW Ltt
CLASS A MISHAP COMPARISON RATE
BASED ON ACCIDENTS PER 100.000 HOURS FLY NG TIME

rT 1985 3.2 3.4 2.7 2.5

(,_, 1984 3.4 4.3 3
1985 4.8 4.8 3.0 4.5
G 1984 0.0 2.3 1.5 2.2
1985 0.0 0.0 0.0 0.0
1984 0.0 0.0 0.0 0.0 Eli NE unift.
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

US GOVERNMENT PRINTING OFFICE: 1984-739-022/9