NOVEMBER 1987

J '
TAC Attack
'
 angle of attack

W e have had one month to review the stats exemplify this daily by doing your job in an
from last year and, in all but one area, we energetic, innovative and highly motivated
were very successful. We accomplished our TAC manner. You welcome each day as it presents
goal of achieving an aircraft mishap rate below 3.0 new challenges for your skills and abilities. Your
(based on number of mishaps per 100,000 flying increased discipline, both on the ground and in
hours) by reducing our rate to 2.2 for the year. the air, is largely responsible for your excellent
We also brought our command-controlled rate, safety record. Yon 've shown that the way in
those mishaps which could have been prevented which you maintain airplanes, preflight the fire
by someone wearing a T AC patch, to the lowest truck and service customers at Finance is just as
level ever--1.1. In our weapons safety activities, important an indicator of self-discipline as the way
we reduced the number of weapons mishaps by a sorties are flown. Finally, each of you displays a
significant 15%. great deal of pride in wearing the T AC patch and
The one area where we stubbed our toe this year being a vital member of this team. As long as we
was in the number of off-duty ground mishaps, keep these qualities of enthusiasm, discipline and
principally traffic, which resulted in fatalities. pride finely tuned, we can expect the year ahead
This trend was briefed at our recent T AC to be another great year.
Commanders' Conference and all of our senior
leaders have taken a special interest in turning it
around. This loss of valuable T AC members, our
friends and co-workers, should be unacceptable to
each one of us. The only way we can hope to
solve this problem is for everyone to set a proper
example for our people to follow.
Our overall outstanding record for the past year
is due to three qualities that are demonstrated
throughout T AC: enthusiasm, discipline and
pride. Each of us in Tactical Air Command is
involved in an exciting profession and you

2
 TAC ATTACK
DEPARTMENT OF THE AIR FORCE

c features departments
4 Staying Alive: It Can Get You Killed 7, 24 Aircrew of Distinction
Make sure you've got your priorities straight. 8 TACTipR
12 Chock Talk
10 Buckle Up: Accidents Do Happen 14 Fleagle Salutes
A personal testimonial on how seatbelts work. .
16 In The Center
18 Surviving That Overseas TDY 22 Down to Earth
Going TDY- we do it a lot in TAC. Here's how
to make your next trip a winner. 26 Weapons Words
27, 30 Safety Awards
25 MOl
28 Living in the Fast Lane
Caring- that's what it's all about .
.,"

TACSP 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 art-
work 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, TAC Attack, HQ TAC/SEP , Langley AFB, VA 23665-5001; or call AUTOVON 574-3658.
Distribution F(X) is controlled by TAC/SEP through the PDO, based on a ratio of 1 {;Opy 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 .
 staying

Lt Col Pete Abler

4443 'ITS/CC (AIR WARRIOR) finished reading a recent mishap
report, he stated that he would

EDWARD C.
I have spent a lot of time in my
flying career reading and doing
my own analysis of mishap reports.
never have stayed with the
airplane- that at point "X" he
would have been sure to eject. I
ALDRIDGE, JR. Why did this accident happen? argued that point with him exten-
SECRETARY OF How could these two airplanes pos- sively. The mishap board enjoyed
THE AIR FORCE sibly have run into one another? the luxury of examining 30 seconds
What could the pilot have been of flight and breaking it down into
GEN ROBERT D. RUSS thinking when he flew a perfectly micro-milliseconds of time and
COMMANDER good airplane into the dirt? All events. Reading of the report prob-
these questions have rattled ably took a hundred times as long
through my mind. Despite the as the actual mishap sequence. I'm
extensive efforts of countless peo- convinced that this pilot did not
ple in mishap investigation and eject because he was just too busy
analysis, the final report always trying to stay alive!
leaves me with as many questions In human response to a per-
as it answers. ceived danger a person will almost
Those questions are always a lit- always try to survive- to do
tle more subtle than the black and whatever is necessary to ensure
COLJACKGAWELKO white of the final report. Like, safety. The average aircrew mem-
CHIEF OF SAFETY what was the pilot actually looking ber is trained to do many tasks
at when he got in trouble? Or, did and to apply a vast amount of
MAJDONRIGHTMYER he really end up channelizing his knowledge in carrying them out.
EDITOR attention or was he simply over- The end result of that training is an
loaded by the tasks at hand? Where individual who is supremely confi-
JANET GAINES was the breakdown in training? At dent in his or her ability to face any
EDITORIALASSISTANT his last unit? In pilot training? In challenge, to master any problem,
RTU? Who really knows? I don't, to recover the airplane from
STAN HARDISON but the questions are still there. regimes where "no man has gone
ARTED110R Some mishap reports attempt to before?' Every time a pilot success-
address these as deeply as they fully handles a difficult emergency,
DENNIS WALLACE can, but they will never be able to recovers from an out-of-control sit-
answer the questions to my satis- uation or successfully presses the
STAFF ARTIST faction. I know, I've been delving in limits of the foul line to get a better
an area where answers may never strafe score, that invincible atti-
be available, but let me take tude is reinforced. It surely follows
TAC Attack (ISSN 0494-3880) is another tack at this subject and that the longer pilots have been fly-
published monthly by HQ TAC/SEP, discuss one area, ejection- not just ing, the more certain of their per-
Langley AFB, VA. POSTMASTER: the decision, but the whole area of sonal abilities they become. The
Send address changes to TAC
training that leads up to the ulti- more pilots are certain of their abil- ....--....,
Attack, TAC!SEP, Langley AFB, VA
23665-5001. Second-class postage
mate decision to abandon the ities to control or regain control of a
paid at Hampton, Virginia, and ad- aircraft. situation, the less likely they are to
ditional mailing offices. As an acquaintance of mine eject from an aircraft.

4 NOVEMBER 1987
 alive! it could get you killed

YOU KILLED

In human response to
a perceived danger a
person will almost
always try to survive.

I had my first really close call

many years ago. Basically, I let a
student go too far. We ended up in a
high-speed dive relatively close to
the ground. By the time I got my
wits aligned, we were about 75
degrees nose low, passing 6,000
feet and accelerating past the "red
line'' airspeed of the jet. At that
point I didn't think, I just reacted. I
grabbed the stick and pulled. It
took 8.5 G's and I recovered at 300
feet above the ground. Should I
have ejected; could I have ejected?
I doubt it. At any rate, the thought
never entered my mind. I was too
busy trying to stay alive. I made a
gut-level reaction on how to get out
of the bind I was in. In this case, I
was right. In another instance, I
might have been the subject of one
of those exhaustive investigations
into why a qualified instructor pilot
flew a perfectly operating aircraft
into the ground.
When the going really gets
tough, a pilot's first instinct is
going to be to fly the airplane. In
cases where the airplane can't be
recovered, the pilot probably will
not immediately recognize that
fac,t. When he can't recover the air-
plane, he will be subject to short- or

TACATTACK 5
 staying alive it could get you killed

YING ALIVE:
uld get you killed
long-term confusion. He will con- simulator evaluation for not eject-
tinue to attempt to fly the aircraft ing? I'll bet less than 1% of you
until he realizes the futility of that have. I actually busted a simulator
approach. The key word is realiza- evalution because I hadn't com- I'm always mindful of
tion. In some instances, such as pleted the full boldface procedures the ejection envelope
battle damage or a severe fire, the before I ejected! I had lost control
realization and the ultimate deci- of the situation to the point that and I will pull the
sion are easy. In other situations ejection was my only option.
such as out-of-control or a decision However, I was criticized for not handles while I'm still
to press the attack even though the doing what we have been trained to in a position where I
aircraft is inside the MAP, the do- fly and recover the aircraft.
realization that you've gone too far I have since realized that I know I can make it-
usually comes too late, if at all. needed to train myself to eject.
Where is this all leading to? I'll High-speed runway departures, in the parachute.
tell you. You have been trained to loss of control on roll-in and other
fly your aircraft. Have you been critical areas are stored in my
trained to abandon the aircraft? I decision-making computer as times
don't mean in the procedures, the to consider ejecting immediately - will not be more than that. I'm
ejection system and the like. I times to make that judgment. Can always mindful ofthe ejection enve-
mean in the simulator, in academics I make it or am I unsure? If I'm lope and I will pull the handles
and in bar talk with the old heads. unsure I may stick around for while I'm still in a position where I
Have any of you been busted on a another few nanoseconds, but it know I can make it- in the
parachute.
Take a few minutes and ask your-
self some hard questions. Are you a
pretty good flier? Do you spend an
appropriate amount of time study-
ing your profession? Can you han-
dle just about any situation thrown
at you? Have you "what-ifed" all of
the possible situations you might
expect to encounter during a sor-
tie? Add one more question to your
thinking. While you're assessing
your ability to handle any situa-
tion, analyze the dichotomy of how
you've been trained to fly versus
how you've been trained to survive.
If all of your training to survive is
wrapped up in your flying ability,
remember - it could get you killed.
__::::....

6 NOVEMBER 1987
 HEW OF
NCTION
M ajor Robin K. McAllister
was instructing in the front
seat of an F-16B during an instru-
centerline tank and told the other
pilot.to prepare for ejection.
Shortly after selecting BUC, the
ment training sortie while his stu- compressor stalls stopped but
dent in the rear cockpit flew a thrust remained low. With his air-
TACAN approach. Just prior to craft at 200 feet AG L and 140
gear retraction during the low KIAS, Maj McAllister started a
r ·:tpproach, the engine RPM sud- shallow climb and requested an
c
denly rolled back, followed by immediate landing. The most con-
several severe compressor stalls. veniently aligned runway was
Maj McAllister took control of the closed so he was forced to revise
aircraft and, quickly determining his plan while continuing to maneu-
there was insufficient runway to ver his disabled aircraft. Trading
land, gently maneuvered away airspeed for altitude, he flew to a
from the ground and turned the base key position for the open run-
EEC/BUC switch off. With ne way. Maj McAllister then com-
improvement in engine response pleted a flawless approach and
and airspeed decaying, he placed landing.
the EEC/BUC switch to BUC, Maj McAllister's timely decision Major Robin K. McAllister
gently turned the stricken aircraft making and outstanding airman- 61 TFTS, 56TTW
away from the populated area ship prevented the possible loss of MacDill AFB. FL
around the airfield, jettisoned his a valuable combat resource.
 INTERESTING ITEMS,
MISHAPS WITH MORALS,

TAC tips
FOR THE TAC AIRCREWMAN

plexiglass broke and the metal frame bent.

I don't do windows What happened? It had rained the previous day and
night; then the temperature plummeted below freez-

W hen an A-7 pilot came out to his aircraft for the

first flight of the day, he found ice and frost all
over the canopy and windscreen. After engine start,
ing. Moisture had apparently collected on other sur-
faces, too; like inside the static ports on the left side of
the fuselage. Ice was blocking the holes. With the
he opened the vent door about 112-inch and lowered static ports iced over, the vent door nearly closed and
the lid so the cockpit heat would clear away the frost. the canopy closed, the cockpit overpressurized.
His plan was beginning to work. But then the check- We all know of stories of iced-over static ports. They
list sequence dictated an AOA check; that required can be bad news for most aircraft. Looks like we may
the pilot to open the canopy so the crew chief could see have discovered a new consequence. Both the pilot
hand signals. Boosh! Suddenly it was cold again. and crew chiefs exterior inspections call for checking
When the pilot unlocked his canopy, it sprung open the static ports clear. And at first glance that's proba-
with such force that it sheared the attaching bolts. bly how they looked. But a little closer look inside
Then it fell backwards on top of the fuselage, slid would have revealed the ice. Now that we know what
down the right wing and fell to the ramp where the can happen, let's look a little closer.

8 NOVEMBER 1987
 Timing is everything
n F-15 pilot was leader of a two-ship en route to
A the working area for a syllabus BFM ride when
he heard a loud thump that sounded like an engine
problem. He immediately checked his engines but
didn't notice any apparent problems. He continued the
flight and flew three BFM engagements without not-
ing any flight control problems.
Mter the last engagement, the Eagle pilot directed
a rejoin for a routine battle damage check. The
upgrading pilot saw that the leader's aircraft was
"-'" wssing most of his right rudder. An emergency was
declared and the F-15 was brought back for a success-
ful straight-in approach.
What-is the purpose of a battle damage check? It's
not just a "mission complete'' square to fill. You don't
When was the last time you disconnected the
have to wait for the end of a mission to do your battle
CRU-60/P connector from the oxygen regulator
damage assessment if you suspect a problem, such as
hose just to see if it would? It should take ap-
an obvious but mysterious thump on your airframe.
proximately 12-20 pounds of force to get them
Check your airframe out anytime the circumstances
apart.
indicate a need for it.
Now that you have the connector apart, take a
look at the following:
1. Check the condition of the sealing gasket
(white or green).
It only takes a minute 2. Check the inlet fitting for the emergency
oxygen cylinder for damage and security.
MSgt William I. Vance 3. Look for a deteriorated, abused or missing
1st Medical Group/SGT "0" ring in the female mask port.
Langley AFB, VA 4. Inspect the mask hose for holes, cuts, abra-
sions or deterioration. Make sure the hose clamps

I n talking with many fighter crews that attend

physiological refresher training, we have be-
come aware of a startling fact. The CRU-60/P
are there and secure .
. 5. Plug in your oxygen mask, place it to your
face and inhale. You should meet a strong re-
oxygen equipment connector is either being over- striction, but still be able to draw some air
looked or disregarded during the PRICE check. through the connector. This check ensures the
Maybe it's because the connector stays in the air- disconnect warning device is working.
craft or because you've never had a problem with You can accomplish all of the above steps in
one in all the years you've been flying-a result about one minute. That's a real bargain for life
of the old "its always worked before" syndrome. insurance.

TACATIACK 9
 Buckle up accidents to happen

The rear of the car was torn to

pieces. The baby's car seat had
saved her life as it formed a bar-
rier between the crushed metal
and her. It also kept her from
being thrown out of the car. My
emergency phone call from the wife was thrown, or actually
Tucson Medical Center that my pushed, into the back seat instead
wife and 18-month old daughter of through the windshield. Her
had been injured in an automobile seatbelt kept her from flying for-
accident. Nervous and distraught, ward by forming a recoiling effect,
I arrived at the hospital where I pulling her into the back seat and
was met by a family counselor. He saving her from even more serious
informed me of the nature of the injuries.
accident and of the injuries my My wife and daughter both
Sgt Gordon B. Morgaft wife and child had suffered. suffered serious injuries from the
836th Supply Squadron My wife had stopped at an inter- accident, but if both of them hadn't
Davis-Monthan AFB, AZ section with her turn signal on to been locked into place with appro-
make a left turn. Moments later, a priate restraints, I would be in a
have heard arguments both for monstrous cement truck rear- much different state of mind
I and against the use of seatbelts
for quite some time, but it was not
ended her car, pushing it out into
oncoming traffic where she was
today. Because they took that lit-
tle extra effort to buckle up, I still
until the morning of July 20 that then hit by a west-bound vehicle. have my family.
the argument shifted sharply and Later I got to see our car. The Please buckle up. You never
solely in favor of seatbelts for me. passenger side where my daugh- know when you're going to need
On that morning, I received an ter had been seated was crushed. the protection. _::::....

TACATTACK 11
 Incidents and
Incidentals with a
chock talk
Maintenance Slant

Speedy
A n A-10 was up on an acceptance flight following vibrated loose at the same time, it's more probable
~ajormaintenance. Everytime the FCF pilot that someone borrowed the computer while the air·
tried to speed up for the speed brake blow back test, craft was down for maintenance. But you coulctn't
the Warthog would wobble with pitch oscillations. prove it from the forms- there were no entries about
When he'd slow down again, the aircraft was stable. the SAS computer at all.
Each time he lowered the nose and tried to accelerate, We need to be careful to use the aircraft forms. They
the same thing would happen. The pilot finally got the tell us what has been done to the aircraft as well as .-........
what needs to be done- but only if we use them cor·
rectly and make the r ight entries. Slowing down and
taking the time to write in the forms can save hours of
extra work and wasted dollars.

Main ADI failure

not MDRed
W hile flying night instrument patterns, an A-10
pilot noticed his main attitude indicator (AD 1)
had gone Tango-Uniform. The main ADI showed
wings level, but the standby indicator said he
was in a 30-degree right bank. A thorough crosscheck
of his instruments and awareness of where he was in
the pattern confirmed that he was, indeed, in a
30-degree bank. A few gentle taps on the AD I glass
did not help; so the pilot landed, using the standby.
message and took the path of! east resistance- slow. When the broken ADI was removed, it was sup-
Then he brought the aircraft back for an uneventful posed to be MD Red (material deficiency report) .so it
landing. could be sent to depot to determine the cause of the
Troubleshooters found the computer that controls inflight failure. It didn't happen that way. Somehow
the aircraft's stability augmentation wasn't bolted in the ADI was returned to supply. No MDR was ever
place. With the SAS computer running around loose submitted. A thorough search of supply channels
like that, certain aircraft maneuvers made it jiggle could not turn up the faulty part.
around, sending faulty inputs to the aircraft's flight The loss of the broken attitude indicator prevented
controls. Since it's highly unlikely that both bolts the collection of vital information that might help pre-
12 NOVEMBER 1987
 vent future problems and maybe even an accident.
The MDR system is intended to help the folks at the
air logistics centers gather data to spot trends on
malfunction-pr-one parts and equipment. It may also
help to correct.design pFoblems that only become
obvious after extended use in the field . The only way
~.hese problems can be documented is for those who
"'-work around the jets to write up the part that
malfunctions.
This time the malfunction occurred in a controlled,
stable environment with no serious consequences.
The next time it could be at night on a low-level route
with fatal results.

School on ice
A fter starting the number one engine and waiting towed back outside to spend the night in the cold. Out-
.1-lJor it to warm up before unlocking the prop, an side, where the temperature was below freezing,
OV-10 pilot was surprised when the engine popped water that had seeped in around the inlet covers dur-
and flamed out. Wonder why a motor would beha\'e ing the wash froze. No mystery here, Sherlock.
like that? Or is there? L:ater during a follow-up inspection,
Later, some troubleshooters came to find out \\·hy. some quality assurance workers found some interest-
When they cranked number two, several chunks of ice ing information that may be related- several main-
tumbled out of the inlet. Looking around, they ~a\\' tenance workers in the outfit didn't know the Dash
that ice had accumulated inside both engine inlet~. 'I\vo procedures for engine preheating. And some
Apparently, the crew chief didn't notice it during his others said they never bothered with them, because
preflight inspection. most of the time the temperature wasn't below freez-
Guess where the aircraft had just come from? No, ing. If the engine had been sufficiently preheated, the
not Alaska; the wash rack. The Bronco had been ice would have melted.
washed the day before and moved into a nice, warm Now the unit conducts a review session on cold
hangar. Then, because of a higher priority need for weather procedures each year just ahead of .Jack
the limited hangar space, the still-wet aircraft was Frost. If your unit doesn't," now's not too late to start.

TACATTACK 13
 FLEAGLE
SALUTES

Sgt Leon J. Hall, 354 EMS, did a full check of the arma- application of that knowledge
354 TFW, Myrtle Beach AFB, ment systems with the flight has been obvious in his Class C
SC, receives the Fleagle Salute line test set. He found one investigations. Additionally, he
for numerous occasions when bomb rack with no voltage to has shared those analysis tech-
he prevented serious weapons the forward breech and stray niques with other wing FSOs.
mishaps involving the A-10 voltage on the other breech. Capt Norton was the first per-
30mm gun and weapons deliv- Sgt Hall found and repaired a son to highlight a flap problem
ery systems. shorted wire when he dis- on the unit's aircraft, allowing
On one occasion, two ammu- assembled the rack. the wing to carefully monitor
nition loading assemblies Sgt Hall's safety conscious- and analyze a serious flight
(ALA) were towed into the ar- ness and faithful adherence to control problem. His insight on
mament section jammed with the use of technical data have safety awareness and mishap
live 30mm ammunition. Sgt. earned him a Fleagle prevention were also useful
Hall immediately took charge Salute. during a staff assistance visit
of the operation and ensured to an Air National Guard unit
that the proper fire symbols and in the development of sev-
were posted, safety equipment eral programs to enhance the
was in place and all applicable wing's flying safety program.
standards were used. Both Capt Norton's initiative and
ALAs were cleared and re- thoroughness as a flying safety
paired without incident. Captain Bradley G. Norton's officer have earned him
On another occasion, an air- performance as a Squadron As- a Fleagle Salute.
craft returned from a bombing signed Flying Safety Officer
mission with three hung bombs (SAFSO) in the 45 TRTS, 67
on one station. Although every- TRW, Bergstrom AFB, TX, lias
thing checked out on the air- been superior. Trained in the
craft and in the shop, Sgt Hall TAC COMPAS program, his

14 NOVEMBER 1987
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SOME STILL THINK THEY ERFORM

JUST AS WELL WHILE ON BOOZE
AND NO SEAT BELTS
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SURVIVING THAT OVERSEAS
lLtJames M. Froehlich
552AWACW
Tinker AFB, OK

B arroom bragging is a TAC

tradition- hearty tales of low
fuel, lost engines and dogfights
seem to fill the air whenever Eagle,
Falcon and Hog drivers get
together. So I love to tell these
guys about the harrowing AWACS ~

deployments I've been on and 1

watch their jaws drop. The thought
of twenty-four hours in a C-141, liv-
ing in an Arab culture and flying
fourteen-hour missions every other
day for three weeks is enough to
get anyone's attention. It certainly
got mine. I went to the Tinker AFB
Hospital and talked to AWACS
Flight Surgeon Capt Daniel Berry
about how to survive overseas
deployments. He shared some
important information that both
fighter and heavy crews can use
when deploying overseas. Using a
deployment to Saudi Arabia as an
example, let's look at the stresses
caused by the deployment, loca-
tion, work and living environment
and, most importantly, how to deal
with them.

Getting There
Whether you deploy overseas in a
fighter or a heavy aircraft, Dr.
Berry points out, you'll face vary-
ing degrees of stress caused by
boredom, noise, jet lag, tight
quarters and sensory deprivation.
The C-141 flight between Tinker
NOVEMBER 1987
 TDY

AFB and Riyadh, Saudi Arabia clock. This will help you adapt to inspectors dress in traditional
contains all of those stresses. The the time zone you'll be working in. white thobes (a long-sleeved, shirt-
experience can best be likened to If you're going east, start going to like garment that extends almost
sitting in the world's narrowest bed earlier, vice versa if you're to the floor), sandals and red-and-
movie theater watching the long- going west. Take some time to white checked headresses helcl on
est, dullest movie ever made- a gather reading material, games by black head bands. They inspect
twenty-one hour epic entitled and puzzles to occupy yourself dur- every bag thoroughly and confis-
"Cargo Pallet" with a three-hour ing the trip when you aren't sleep- cate any prohibited materials such
intermission in Frankfurt, Ger- ing. Having a variety of things to as alcohol, pork products and inap-
many. The movie's soundtrack, the do will reduce the chances of propriate reading materials.
roar of four engines, must have boredom?'
been recorded in a basketball arena A C-141 ride is a solitary Coping
after a game-winning slam dunk. experience. The roar of the engines Although common freeclomr-; and
And there is no seat on earth that makes ear protection a must and comforts sometimes vanish in the
can keep a person comfortable for conversation impractical. "You'll unfamiliar surroundings of foreign
such a prolonged period. need to 'exercise' your senses to cultures, people do survive these
"The best remedy is prepara- keep them sharp and feeling fresh. weeks away from home. Some peo-
tion;' states Dr. Berry. "With some Keep occupied to help pass the ple enjoy the challenge of adapting
forethought these stresses can be time;' says Dr. Berry. "Also, pack to unusual conditions. They start
reduced. A few days before the some citrus fruits, apples and by creating a comfortable environ-
trip, start resetting your body tasty snacks that you ment for themselves.
will enjoy. During the trip, drink '"Ib lessen the shock of a foreign
plenty of water and take a brisk culture, you can bring a little bit of
walk up and clown the aisle every home with you and build a base to
hour or so. The key is to remain work from;' states Dr. Berry.
Whether you deploy active mentally and physically?' "When a long day ends, don't dis-
overseas in a fighter courage yourself by returning to a
Being There hotel room that has TDY written
or a heavy aircraft, Upon arrival, the crewmember all over it. Bring small things that
Dr. Berry points out, must adapt to the deployment loca- will remind you of home. Photo-
tion itself. Saudi Arabia, for exam- graphs, a tape player and a good
you'll face varying ple, surprises those who have never book can help. Wall posters pop up
lived in a desert. What's more, in rooms occasionally. So do colored
degrees of stress Arabic customs and culture mys- lights at Christmas time and
caused by boredom, tify the uninitiated. costumes at Halloween;' he says.
The harshness of the place stuns Once you've established a com-
noise, jet lag, tight most first-time visitors. The city of fortable home base, go out and
quarters and sensory Riyadh lies on a hot, dusty desert enjoy the culture. There is plenty of
plain that stretches to every shopping and sightseeing to do
deprivation. horizon. Crews undergo several in- anywhere in the world. Seek out
briefs and wait for the customs tours to local points of interest if
inspection at what appears to be an you have the time. Exercise is
abandoned airline terminal. The another option. A good workout

TACATTACK 19
 surviving the overseas tdy

VIVINGTHAT
EAS TDY

= =--...-
can take the edge off a hard clay and conflicts. It will help keep you fresh
prepare you for the next one. for the decisions that really matter.
Dr. Berry offers one final tip. Plan
around your work schedule so you HAfter a long day,
can adjust sleep and leisure time Working There consider a quick
accordingly. When things do get After you've settled into your
tough, you can fall back on the plan quarters and in·processed, it will shower and a brisk
and not wotTy about the unex· eventually come time to fly. Proper walk to refresh
pected. This "no·brainer" way of pacing ensures readiness. "Since
operating takes the pressure oflast you can't count on an all day or yourself."
minute decisions off your back. night schedule, radically changing
Planning also prevents schedule your normal sleep cycles can create

20 NOVEMBER 1987
 frustratiOn and lessen produc- waiting for you.
tivity;' says Dr. Berry. "Instead, The lack of privacy can be a
plan your work schedule to include Your interaction with problem. Frustrations build and
rest. Drink soda pop or coffee for a eventually the time comes to ''blow
quick wakeup or to keep alert.
others can serve as a off some steam?' There's always
Avoid eating foods heavy in carbo- source of strength or someone to talk to, suggests Dr.
hydrates because they will make Berry. ''Whatever's bothering you,
you drowsy. Also, plan to stretch distress. don't be afraid to talk to a good
out occasionally and drink plenty of friend, your supervisor, the
water. The amount of liquid you chaplain or your flight surgeon.
consume will have an amazing tress. Dr. Berry points out that Chances are he's been through the
effect on how you feel. Don't let teamwork is the keystone to suc- same experience. A good long talk
yourself get dehydrated. If you cess of any Air Force mission. "Pro- behind closed doors often helps put
have nothing better to do, get up mote teamwork. Participate in things in perspective:'
and get some water." team sports, run or weight lift in
''After a long day, consider a groups or plan a crew party. These Good Luck!
quick shower and a brisk walk to activities breed esprit de corps; Overseas deployments are excit-
refresh yourself. Remember, you're they help the group to pull ing. They are stressful, but also
recovering from relative inactivity. together through tough times?' challenging. The key to overcoming
Your body" needs a chance to Courteousness and professional- the stress is recognizing it and
stretch out. Revive yourself with ism count most when crewmem- preparing to relieve it.
fresh air and light exercise." bers gather together as a group. That's the highlights of what
Grumbling out loud about condi- (travel, location, work and living) to
Living There tions or delays doesn't do anyone expect on an overseas deployment.
We often overlook the social and any good. Always be on time. Being Taking time to prepare for each
psychological aspects of an late makes everyone else late; portion will help make for a better
extended overseas deployment. There is no quicker way to gain the stay. Whether it's your first deploy-
Your interaction with others can ire of your fellow crewmembers ment or your tenth, it's up to you to
serve as a source of strength or dis- than to make them sit in a hot bus make it a success. ~

nine people are waiting

TACATTACK 21
 Always try to
dlive so that
your license will
down to earth
expire before
you do.
NATIONAL
SAFETY
ITEMS THAT CAN AFFECT YOU COUNCIL
AND YOUR FAMILY HERE ON
THE GROUND

safe operating condition. Just because it hasn't been

used during the summer months doesn't mean it will
work like it did last winter. It can be a chilling

A winter challenge
for survival
Mr. Cal Faile
TAC Ground Safety

A s winter weather approaches, there are probably

.l"l,;nany unnoticed hazards that you've accumulated
during the summer months which could cause you
serious injury if left uncorrected. There isn't one
household or work center that is immune to this possi- experience if the system does not work when the tem-
bility. We advocate spring clean-up prior to the sum- perature drops. Second, the space around your heat-
mer months but too often we fail to recognize the need ing system should be cleared (as specified by the
for a thorough fall clean-up in preparation for the harsh manufacturer) to ensure proper ventilation and to
winter months. As a result, we can jeopardize the prevent fires. Don't forget to have your chimney(s)
safety and health of ourselves and others around us. checked by qualified personnel as well. They should
Here are some common areas that deserve a few be checked annually and cleaned if needed.
minutes of your attention: • Attic/Storage Space. These areas should be cleaned.
• Heating Systems. First, your heating system should Removal of unneeded items accumulated during the
be checked by a qualified technician to ensure it is in summer months will enhance safety for everyone.

22 NOVEMBER 1987
L
Flammable/ combustible liquids
should be stored outside.
Rags, papers and other
combustible materials
should be stored in metal
containers with covers or
discarded. Areas under
stairways should never be
used for storing these
items. A fire underneath
could weaken the stair-
way and block your exit.
• Emergency Evacuation. Everyone, especially fami- • Vehicles. Your car, van or truck can turn into your
lies with children, should develop and practice a plan worst enemy if it breaks down in a cold weather situa-
for how to get out of the house (or apartment) in case tion. A general tune-up now could prevent a lot of
of a fire or other emergency. Establish an assembly tense, cold moments later on. Have your brakes, tires,
point at a safe distance away from the building so you fluid levels, battery and windshield wipers checked.
can check that everyone made it out safely. Special Failure of any of these important items could result in
considerations must be given to evacuating invalid or an accident or, at best, your being stranded when you
infirm people from the area. Some fire departments least expect it (usually when the weather is at its
provide window stickers to identify rooms containing worst, right?). A timely check-up can make your
small children and invalid/infirm people to aid rescue winter driving more comfortable and possibly save
efforts. your life as well.
• Winterizing Recreation Equipment. Boats and
motors should be properly prepared for storage.
Remove the spark plugs, squirt 30-weight oil in each
cylinder and then reinstall the plug. Drain water from
L all cavities. If water freezes, it could cause damage.
Remove the battery and ensure it is fully charged.
Inadequately charged batteries will freeze faster.
Store in warm, well ventilated areas and away from
sources of ignition. Cover your boat to protect it from
the harmful effects of winter. These actions should
ensure safe operation next season. This would also be
a good time to clean and check your PFDs (Personal
Flotation Devices). Clean and store them according to
the manufacturer's guidelines. Forethought and common sense will go a long way
• Hunting. Going hunting this year? Now is the time toward helping you meet the challenges that winter
to check and clean your weapons. The first step is to will present during the next few months. You are ulti-
make sure the weapon is unloaded and remove the mately responsible for your safety and the well-being
bolt assembly, if possible. If you are not sure how to of you and your family and being prepared is one
properly clean your weapon, consult a qualified gun important factor in meeting these challenges. Proper
specialist. In any case, before you go hunting, make planning and a positive attitude can help you over-
sure the barrel of the weapon is clear of all obstruc- come an adverse situation should it arise. So, let's all
tions, i.e., cleaning pads, excess oil, etc., to prevent an plan ahead to minimize the adversities of winter and
unexpected explosive experience. survive to enjoy 1988.

Who? The guy yoo re~ly have to watch on the lighway, you will find,
is the guy belind the guy ahead and ahead of the guy belind.
HERM ALBRIGHT
INDIANAPOLIS, INDIANA

TACATTACK 23
 aircrew of distinction

REW OF
INCTION
Capt Norbert Madsen
12AF/DOV

C apt John L. Davis and 2d Lt

Paul M. Thompson were on a
low-level tactical checkride when
declared an emergency and coordi-
nated an expeditious route home.
Maj Brigance's coordination with
Bergstrom AFB, TX

their RF-4 aircraft was struck by a

large bird. The birdstrike centered Capt John L. Davis
on the forward canopy; destroying 91 TRS, 67 TRW
three-quarters of the plexiglass Bergstrom AFB, TX
and fiiiing the cockpit with bird
remains and plexiglass pieces.
Capt Davis was nearly blinded by
the fragments and received painful
I
bruises and cuts around the arms J
and chest.
As briefed, Lt Thompson took
control of the jet and started a turn
toward home while climbing,
reducing airspeed and notifying
the chase aircraft of their problem.
Capt Madsen and Maj Brigance
rejoined to a route position to
assist the mishap crew. After the
initial terminate call, communica-
tions could not be made between
aircraft or intra-cockpit for the Maj John A. Brigance, Jr.
remainder of the flight due to the 67TRW/DOV
windblast and loss of Capt Davis' Bergstrom AFB, TX
communication cord.
After cleaning his eyes, Capt an uneventful landing with a seri-
Davis assumed control of the air- 2d Lt Paul M. Thompson ously damaged aircraft.
craft and examined the cockpit. He 91 TRS, 67 TRW The efforts of these aircrews
noted the upper ejection handle Bergstrom AFB, TX demonstrated the best aspects of
was flailing in the airstream and formation flight. Utilizing the abili-
positioned himself to reduce the home base via HF radio permitted ties of each crewmember,
flapping. The chase crew also spot- a quick and accurate response upon knowledge of their aircraft and
ted serious damage to the drogue recovery. positive control of the flight,
chute container. Knowing that an The mishap flight navigated to they were able to promptly and
inadvertent deployment could avoid weather, and performed a accurately respond to a serious
result in an ejection and serious controllability check. The chase emergency. Their actions resulted
injury, Capt Madsen slowed the crew led a smooth approach and in the safe recovery of a valuable
flight to 200 knots which signifi- passed the lead to the mishap crew aircraft while taking every precau-
cantly reduced the windblast. The when assured they could land tion to prevent further injury or
chase crew, now leading as briefed, safely. The mishap crew completed loss of life.
 MOI

TSgt Sherwood Emerton

9 AF Weapons Safety
Shaw AFB, SC

"How safe is safe'r'

"Safe is as safe does."
"Take care of safety
and safety will tal{e
care of you."

''Those are all boring

cliches. Man, am I tired
of hearing safety this and
safety that. It really cuts down
on production, and it also cre-
ates a morale problem. I mean,
if Sgt Shortcut says it's OK to
carry two BDUs at the same
time, why should I, Airman
Impressionable, worry about
some outdated MOl (Mainte-
nance Operating Instruction)
that says to carry one at a
time? God gave me two hands
and I am a strong, capable,
"can-do-anything" type of guy. pun intended) was that he took MOl and follow the MOL It
It seems sensible; one BDU for the full charge in his gluteus was written by a knowledge-
each hand, just like my hero, maximus. Red phosphorus and able individual with two main
Sgt Shortcut." flesh do not mix well. The doc- considerations in mind. Accom-
Does that sound familiar? tors had to dig (read cut) a hole plish the mission successfully
This was my attitude until one in his backside three inches in and safely.
day when Sgt Shortcut was diameter and two inches deep. Here are some last thoughts.
carrying two BDUs from an ig- Not a pretty sight. Believe me, People are impressionable and
loo and he stumbled. In the I was impressed! Sgt Shortcut, attitudes play a big part in
process of trying to regain his however, was no longer my safety so let's impress our peo-
balance, he dropped one and it hero, no longer my boss and no ple with a safe attitude and
impacted on the nose. The spot- longer in the Air Force. continue our ability to meet the
ting charge functioned exactly What's my attitude now? "frag. " This will enable our air-
as designed. The end result (no Read the MOl, understand the crews to fly, fight and win. __:;;-

TACATTACK 25
 After the aircraft was parked in the unsafe gun
area, some weapons folks dropped the gun access
panel to clear the weapon. When the panel was
opened, several empty 30-mm cases fell out and scat-
tered all over the ramp. The problem was obviou!'>-
the access unit's load gate was ajar because only one of
the latches was fastened.
Apparently aftei·loading the cannon, the load crew
didn't completely fasten one of the latches (the sprung
latch, on the right side of the load gate, wasn't readily
visible except from a vantage point directly beneath
it). When the gun fired, vibrations caused the latch to
disengage, ancl the load gate opened slightly. Then a
weapons words
wayward spend case wedged into the opening and
jammed the gun. Minor mistake.
In peacetime, gun jams caused by minor mistakes
like this one are frustrating to pilots and specialists
who have to repair the damage. They're also expen-
sive; this little omission cost about $18,000. But in
combat, where we need every bullet to count, a minor
mistake like this may cost much more. We need to be
training like were going to fight. That's not a cute lit-
tle phrase for pilots- it's a mandate for all of us.

Brass attack
Lost at sea
N ear the end of his fifth pass with the 30-mm
GAU-8 cannon, an A-10 pilot heard a rumbling
sound and noticed the Gun Unsafe light. Rats! .Just W hen an F-4 returned from an air-to'-air mission,
the crew chief noticed the TER (triple ejector
when he'd figured out the windage and elevation. The rack) was missing from the MAU-12 bomb rack under
pilot safed all the switches, declared an emergency one of the inboard pylons. Since the bomb rack didn't
and brought the Warthog directly home. contain any explosiv~ carts, the pilot couldn't ha\'e jet-
tisoned the TE R. Apparently, it was lost at sea -
during high-G maneuvering in a warning area over
the Atlantic.
The bomb rack and TE R were uploaded during the
wee-hours in preparation for this early morning mis-
sion. The load crew that uploaded the TE R must ha\'e
thought they didn't need a flashlight since the opera-
tion \Vas conducted in a lighted hangar. Without a lit-
tle direct light on the subject, however, a valid visual
check of the lock indicator wasn't made. The load crew
also neglected to use the safety pin for the MAU-12
bomb rack to physically check that the rack was
locked.
Unless we bring all the required tools to do the job,
chances are we can't do it by the T.O. If we have all the

NOVEMBER 1987
tools but don't use them, we're still asking for Eagles were armed by the second weapons crew and
trouble- we're totally depending on our experience to the second Eagles were armed by the first weapons
keep us from human error. If we only had one job to crew who thought they were the frrst Eagles. Con-
do, maybe we could pull that off. But weapons han· fused yet? (You can smell Murphy already.)
dlers have literally scores of operations to perform. "These Eagles areri't ready for a DART mission.
Ami from time to time the equipment or procedures Reset the rounds counter. Remove the cam holdback
chang-e or we g-et new workmates. All those variables tool. Yank that electrical safing pin?'
incr~ase our chances of making a mistake. That's \\. hy The flight leader was in a position to observe his
we have tech data. But we have to choose to follow wingman's aircraft being armed but was pondering
it- eYen if it means an extra trip to g·pt all th(' too b. whether the sun gives offlight or sucks in the dark.
Maybe the trigger check would have saved the
unsuspecting F-5 driver. We'll never know for sure
Knock it off- blue two's because the mishap weapons crew supervisor checked
got a hot gun! the schedule after the Eagles got airborne and real-
ized what they had done. The SOF got the word out in

T wo Eagles against four Aggressors. The Eagles

had the edge. They had the technology. They had
the tactics. They had Murphy and they had HOT
time to prevent an incident ranking right up there
with the famous WSEP Fox II shootdown.
Lessons learned: 1) Murphy never dies. 2) Pilots
GUNS! should watch folks messing around with their wing-
The weapons crew know that the first two Eagles man's jet. 3) Trigger checks are your last chance to
launched were going up for a DART mission. Add a stop Murphy. 4)The sun gives off light-use it to
second weapons crew and a runway change. The first watch what's going on around you!

TAC CREW CHIEF

SAFETY AWARD
A irman Basic Darris D. McMil- fuel drain not fully closed. A
.l\Jan demonstrates a continual thorough repair of the problem was
safety-mindedness while perform- made in time to safely meet the
ing his duties as an F-4 assistant scheduled takeoff.
dedicated crew chief. Finally, AB McMillan noticed an
On one occasion in May, AB F-4 taxiing for takeoff with a
McMillan recovered an aircraft in 370-gallon fuel tank safety pin still
its flight line parking spot and dis- installed. He stopped the aircraft
covered hot brakes during the tire and removed the pin, eliminating a
rollover check. He immediately serious problem had the aircrew
notified the flight line expediter so needed to jettison their external
that the fire department could stores.
assess the situation and prevent a AB McMillan's constant vigilance
tire explosion or aircraft fire. and attention to detail have
On another occasion he disco- prevented numerous potentially
vered a fuel leak from door 22 and dangerous situations from develop-
immediately notified the aircrew to ing into serious flight or ground AB Darris D. McMillan
shut down. On closer inspection, he mishaps and earned him the TAC 4AGS,4TFW
found a broken safety wire and a Crew Chief Safety Award. Seymour Johnson AFB, NC

TACATTACK 27
 LIVING
IN THE
FASf I.At+JE

CMSgt Ron Christiansen

TAC Ground Safety

T here aren't many occupations

in the civilian world that are as
fast paced as ours in the Air Force.
Our various missions require a
degree of urgency and intensity.
Many people who leave the Air
Force often find that the financial
compensation on the outside
doesn't adequately substitute for
the dynamics, responsibility and
authority they had in the Air
Force. There are very few outside
jobs that allow a young officer or
NCO to be responsible for millions
of dollars of resources and any
number of workers. We can moan
and groan about recalls, exercises,
details and other incidentals, but
when you watch those silver-
winged birds leave the ground,
there's a little piece of you that goes
with them.
Being a member of the Thctical
Air Command is pure pride! Sure,
we've got a tough mission; hard and

28
 long hours and things we don't like follow through. Whether it's
but it's our country. Were free and because we didn't give the right
we intend to stay that way. That's training or the boss's directions
what were all about. We live in the weren't clear or someone dis-
fast lane oflife and in doing so regarded what they were told,
weve got to make smart and cor- weve missed a prime ingredient
rect decisions. Theresa significant necessary to keep the fast lane
amount of risk we must deal open and running smooth. That's
with- but, as long as we know care! We must care enough to
what it is, we can do the job right. watch out for our peers, the people
It's when the supervisor and old- that work for us and the boss.
timers assume that young person- Whether or not you like someone
nel understand and know it all that has no meaning in being a profes-
we get into trouble. It's also the sional. A professional Air Force
young person who is unsure, whds member has pride, trust, integrity
afraid to ask the boss for fear of and a love for what they do. Pro-
being ridiculed, who goes ahead tecting others is everyones respon-
anyway and makes the mistake. In sibility. When you're a professional,
whatever situation you find your- it's a natural part of you.
self, when you elect to "wing it" Living in the fast lane is fun,
instead of finding the right challenging and rewarding. But it
method, the consequences can be also has its pitfalls if you're not on
catastrophic. The loss of fingers, your toes. It's a superb life, but be
arms, legs and even death have careful out there, won't you?
occurred because someone failed to Without you, the birds can't fly!~

we care about you

we car

TACATTACK 29
 OUTSTANDING ACHIEVEMENT
IN SAFETY AWARD
C aptain Jeffrey C. Gurney's
initiative, motivation and
professional expertise as a flight
frequent interface with the aircraft
maintenance unit (AMU) and the
maintenance flight safety officer
significant impact on the flight
safety efforts of the 56 TrW and
earned him the TAC Outstanding
safety officer and F-16 instructor (MFSO) significantly enhanced the Achievement in Safety Award.
pilot have enhanced flight safety in operations/maintenance relation-
the 61st 'Thctical Fighter Training ship. Through development and
Squadron and the 56th 'Thctical implementation of a comprehen-
Training Wing. The success of his sive training program for addi- Capt . Jeffrey C. Gu rney
energetic approach to flight safety tional duty flight safety officers 61 TFTS, 56 TI'W
is reflected in his squadron's record and MFSOs, he was able to ensure MacDill AFB, FL
of no Class A orB mishaps during that newly appointed safety per-
the fifteen-month period that he sonnel were ready to complement
served as squadron assigned flight the wing's mission.
safety officer (SAFSO). Capt Gurney also developed a
Capt Gurney's personal manage- technical order applicability sheet
ment of the wing Trend Analysis (placed in each aircraft's forms)
Program resulted in the shift from which allowed every pilot to
a basic number-crunching exercise quickly identify the current modifi-
into a useful tool for both wing cations on each F-16. He improved
supervisors and unit pilots. By tap- flight safety awareness in the
ping an existing maintenance AMU by creating a mishap read
product, he was also able to make a file containing current F-16 mishap
consolidated maintenance history information. The read file allowed
of squadron-assigned tail numbers maintenance technicians to stay
available to squadron pilots. informed of F-16 mishaps.
As a SAFSO and functional Capt Gurney's dynamic and
check flight pilot, Capt Gurney's insightful leadership have made a

T he 405th 'Thctical Training

Wing Helicopter Operations
has distinguished itself by operat-
has supported all branches of the
U.S. armed forces as well as several
state and federal agencies.
accomplished ten saves during the
last eighteen months ranging from
the transport of heart attack vic-
ing without any Class A mishaps While maintaining three opera- tims to the successful search and
since its inception in December tionally ready UH -1 helicopters, rescue of pilots involved in flight
1971. During that period, the unit 405 TrW Helicopter Ops has mishaps.
The members of the 405 TrW
Helicopter Operations played an
invaluable role in two flight mishap
investigations when they trans-
ported safety investigation board
n1embers to otherwise inaccessible
locations. Without such support,
the mishap investigation process
would have been significantly
delayed.
This unit's vital contribution to
the TAC mission and its notewor-
1
thy safety record has earned it the
405 TI'W Helicopter Operations TAC Outstanding Achievement in
LukeAFB,AZ Safety Award.
 TAC TALLY
TAC ANG AFR
thru Sep thru Sep thru Sep
SEP SEP SEP
1987 1986 1987 1986 1987 1986
CLASS A MISHAPS 2 12 19 0 4 5 0 3 1

AIRCREW FATALITIES 0 11 7 0 5 1 0 4 0
* IN ENVELOPE EJECTION 3/0 9/0 14/0 0/0 2/0 7/1 0/0 0/0 1/0
* OUT ENVELOPE EJECTION 0/0 0/2 0/0 0/0 0/2 0/0 0/0 0/3 0/0
* S UCCESSFUL/UNSUCCESSFUL
TAO'S TOP 5 thru SEP 1987
1st AF 12th Al
class A mishap-free months class A mishap-free months
85 318 FIS 53 366 TFW
32 325 TTW 37 355 TTW
20 57 FIS 1 58 TTW
20 5 FIS 24 35 TTW
11 48 FIS 18 474 TFW

ANG AFR
11 DRU's
I
class A mishap-free months class A mishap-free months class A mishap-free months
218 182 TASG 85 482 TFW 132 28 AD
202 110 TASG 75 924 TFG 2 USAFTAWC
177 138 TFG 63 906 TFG 2 USAFTFWC
159 177 FIG 37 507 TFG
154 114 TFG 24 917 TFG

CLASS A MISHAP COMPARISON RATE

(CUM. RATE BASED ON ACCIDENTS PER 100,000 HOURS FLYING TIME)

TA 1987 3.5 2.7 2.2 2.0 1.6 1.9 2.3 2.0 2.2

C 1986 4.8 6.8 5.4 4.4 4.1 3.7 3.6 3.2 2.5 3.9 3.9 3.8
AN 1987 0.0 0.0 4.4 3.2 2.6 2.8 2.4 2.1 1.8

G 1986 4.3 2.4 3.1 2.3 2.7 3.0 2.5 2.2 5.1 2.6 3.2 3.0

A 1987 23.1 12.7 8.1 6.0 14.2 11.9 10.0 8.6 7.6

F R 1986 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.6 4.6 4.2 3.9

JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

U.S. Government Printing Office: 1986-1987 625-031/11

\NHATIIIF