The Mobility Forum

40 Pages·2016·6.11 MB·English

by  Air Mobility Command

MOBIL IT Y
E
H
T
THE MAGAZINE OF AIR MOBILITY COMMAND | SPRING 2016
FORUM
Spring
Break
Survival:
Booze n’
Binging
2015 Safety Award WINNERS
Volume 25, No. 1
CONTENTS Spring 2016
THE MOBILITY FORUM
AIR MOBILITY COMMAND
Gen Carlton Everhart II
10 13 19 24 32
DIRECTOR OF SAFETY
Col Michael R. Seiler
[email protected]
FROM THE TOP SEASONAL
3 Lt Gen Cox on Rapid CONSIDERATIONS EDITORS
Global Mobility 28 Do YOU Like Spiders and Kim Brumley
5 Chief of Safety Shares Vision Snakes? [email protected]
Sherrie Schatz
6 Words of Wisdom from a Lifer 34 Twister! Yes, It Happens! Sheree Lewis
RISK MANAGEMENT MOTORCYCLE CULTURE [email protected]
7 ASAP Scoreboard Provides 32 Looking Back: Riders Graphic Design
Valuable Hangar Flying Topics Helping Riders Elizabeth Bailey
22 Who’s on First? Learning to
The Mobility Forum (TMF) is published four
REGULAR FEATURES
Communicate With Your Team times a year by the Director of Safety, Air
Mobility Command, Scott AFB, Ill. The con-
FLIGHT SAFETY tents are informative and not regulatory or
20 Center Spread: Spring Break
directive. Viewpoints expressed are those of
10 Bolt Out of the Blue! Survival: Booze n’ Binging
the authors and do not necessarily reflect the
AMC NEWS 31 Spotlight Award: Ground policy of AMC, USAF, or any DoD agency.
Safety Award of Distinction Contributions: Please email articles and
12 AMC’s 2015 Annual Safety
photos to [email protected], fax to
Award Winners 36 Mishap-Free Flying [phone], or mail to Schatz Publishing,
Hour Milestones 11950 W. Highland Ave., Blackwell, OK 74631.
13 Individual 2015 Safety
For questions call (580) 628-4607. The
Award Winners 39 Quickstoppers editors reserve the right to make editorial
19 2015 Safety Office of the Year 40 A Day in the Life changes to manuscripts.
DE denotes digitally enhanced photo.
SAFETY CULTURE
ON THE COVER
24 Building a Home for the Subscriptions: U.S. Government
Printing Office: 2015-545-114. For sale by the
New KC-46A
Don’t drink and drive. When you superintendent of Documents, U.S. Government
30 Misadventure at the Pump go out, choose a designated driver Printing Office. Internet: bookstore.gpo.gov.
Phone: toll free [phone]; DC area (202)
or be one yourself.
AMC HERITAGE 512-1800. Fax: (202) 512-2104. Mail: Stop
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26 Aerial Refueling: The Solution
AMC RP 91-2. Dist: X
Without a Problem
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IA www.youtube.com/MobilityAirman MF Cmoombimliteynfotsr/[email protected]: il THEMTHE MOAGAZINEB OF AIR MOIBILILTY COMMIANTDFYORUM
C www.flickr.com/photos/MobilityAirmen T THEMTHE MOAGAZINEB OF AIR MOIBILILTY COMMIANTDFYORUM
SO www.amc.af.mil/rss/TopStoriesByTab.asp?tabId=112943 THEMTHE MOAGAZINEB OF AIR MOIBILILTY COMMIANTDFYORUM THEMTHE MOAGAZINEB OF AIR MOIBILILTY COMMIANTDFYORUM
2 The Mobility Forum
Lt Gen Cox on
Rapid Global Mobility
By MS. KIM BRUMLEY, Staff Writer “Every day, the 18th Air Force is A C-17 Globemaster from Joint-Base
responsible for operationalizing Lewis McChord, Wash., receives fuel
As commander of 18th Air the forces—people and equipment. from a 92d ARW KC-135 Stratotanker
Force, Lt Gen Samuel When a validated requirement over Washington state.
Cox is unmistakably arrives from USTRANSCOM, we in USAF photo by A1C tAylor boUrgeoUS
clear about how AMC the 18th turn the conceptual into air
meets its number one priority of power.” Cox said. “General Everhart
rapid global mobility. (AMC Commander) has provided
the necessary authorities to allow military career that has now lasted
“18th Air Force and our subordinate 18th Air Force to make his number over 30 years.
units along with the AMC’s expe- one priority a reality—execute and
ditionary wings and groups make sustain rapid global mobility.” “My father served in the Air Force for
rapid global mobility happen every 30 years, working up from an enlisted
day,” Cox said “Every time a T-tail Cox said he is fortunate to lead member all the way to a major,” he
delivers pallets, or a J-model Herc superb commanders who know explains. “I attended the U.S. Air
executes a combat aerial resupply, or that rapid global mobility start Force Academy after high school
a tanker refuels strike aircraft … that with safety and understand the but without clear direction of what I
is rapid global mobility.” inherent risks from manmade and wanted to do with my life. I knew the
environmental threats. Air Force provided opportunities for
As Commander of Air Mobility my dad and for our family, so I joined
Command’s sole warfight- “They know that they are empow- for the opportunity.”
ing numbered air force, Lt Gen ered to raise the flag any time their
Cox is responsible for oversee- risk/reward calculation comes out However, Cox was not looking at a
ing the command’s worldwide wrong,” he said. “Our people are too long career in the Air Force.
operational mission of providing precious—our resources too scarce—
rapid, global mobility and sus- for us to operate any other way.” “I wanted to do my best as a
tainment for America’s armed professional aviator, but I didn’t
forces through airlift, aerial refu- When Cox entered the Air Force fully appreciate the impact and
eling, aeromedical evacuation, in 1980, he was glad for the importance of what we were
and contingency response. opportunity but did not foresee a doing,” he says. “When I finally did
Spring 2016 3
FROM THE TOP
Airmen from the 379th Expeditionary SSgt Shawna Sims, a 92d Air Refueling Airmen deployed to Al Udeid Air Base,
Aeromedical Evacuation Squadron treat Squadron KC-135 Stratotanker boom Qatar, deliver cargo to Incirlik Air
an injured Airman at an undisclosed operator from Fairchild AFB, Wash., refuels a Base, Turkey, in support of Operation
location in Southwest Asia. B-52H Stratofortress from Minot AFB, N.D. Inherent Resolve.
USAF photo by tSgt NAthAN lipSComb USAF photo by SSgt beNjAmiN W. StrAttoN USAF photo by tSgt NAthAN lipSComb
understand, I became committed to i At TACC, living through The general noted that ongoing
making the Air Force my career.” the infamous 2011 “March efforts exemplify how well
Madness.” 18th Air Force leverages the
In the decades since, he calls his capabilities of the Total Force to
career “a great series of significant “The most important common- conduct its mission.
positive activities,” such as Special ality in these experiences,” he
Operations in the C-141; Squadron explains, “was working with, “The Mobility Air Force is the
Command in the 14th Airlift and for, great people. For exam- standard when it comes to Total
Squadron; Wing Command at ple, none of the former 18th AF Force integration, and that is not
Dover; Commandant of Cadets commanders performed the job by accident.” he said. “We practice
at the U.S. Air Force Academy; exactly the same way, but they and train as an integrated team
and Command of Tanker Airlift all wanted the same outcome: every day, and that pays off in our
Control Center (TACC). Cox adds operational effectiveness.” execution of operational missions.
that each tour had “fantastic high Participating in exercises provides
points,” including: Lt. Gen. Cox intends to carry on Active Duty, Air National Guard,
that effectiveness, adding he is and Reserve forces the opportunity
i Operation Just Cause in the proud that joint and coalition to perfect our interoperability.”
C-141; flying with folks like Capt partners are confident in AMC’s
Doug Hetzel and Capt Mike mobility capabilities. He credits Cox said leveraging the
Speer; and being led by squad- the professionalism of mobility interoperability of every facet of the
ron commanders of the highest Airmen for that confidence. mobility enterprise is the key to the
caliber: Lt Col Jim Norris and Lt MAF’s success.
Col Duncan McNabb; “Our Airmen are the greatest
asset to the mobility mission,” “Eighteenth Air Force is the
i In the 14th AS, working with he said. “I am dedicated to collective capability of the
staff sergeant and tech sergeant ensuring that they understand operational wings, matrixed AMC
loadmasters who are now chief their value to the mobility staff, and the 618th AOC,” he
master sergeants, or working enterprise, and I am dedicated said. “Together, the pieces of the
with captains who are now to providing them the tools mobility machine merge under the
group and wing commanders; they need. That includes clear 18th Air Force umbrella to execute
expectations from the top down, AMC’s number-one priority – rapid
i At Dover, seeing the C-5 mature along with my promise to seek global mobility, delivered at the
to the M-model; and feedback at all levels.” right place and the right time.”
4 The Mobility Forum
Chief of Safety Shares Vision
By MS. DARLENE Y. COWSERT,
Air Force Safety Center Public Affairs
M
aj Gen Andrew M. fatalities increased from 42 in fiscal
Mueller has been the Air 2014 to 47 in fiscal 2015.
Force chief of safety for
less than six months but Fiscal 2015 aviation Class A total
describes himself as a product of mishaps were nearly identical to the
safety for 30 years. 10-year average of 18.5. On-duty
“Leadership involvement,
ground fatalities were slightly above
“Lessons learned 68 years ago are the 10-year average of 3.8, and off- focus on compliance,
just as applicable today,” Mueller duty fatalities were slightly below and decision-making
said. “We learn from the experiences the 10-year average of 49.4.
at the right level are all
of each other and that enables us to
decrease our chances of repeating “A change in mishaps from one essential to a successful
mistakes that impede safe operations year to the next doesn’t mean we
safety program.”
and increase our consistency in got it right one year and relaxed
repeating sound practices.” the next,” Gen Mueller said. “It’s
important to look at trending data “We have to protect our safety
The master air battle manager and see the larger picture rather culture by guarding against normal-
with more than 4,000 flight hours than focus only on changes from ization of deviations, for example,
knows that safety is integral one year to the next.” to the point that future leaders don’t
to every task necessary for the recognize the risk they are accepting
Air Force to fly, fight, and win Some mishaps result from and delegating to the lowest levels.”
in air, space, and cyberspace. circumstances beyond our control,
the general said, while a rising trend Most Airmen, from senior leaders to
“It sounds obvious, but we can’t can underscore an area that requires youngest recruits, understand the
forget that safety touches every emphasis or a process change. value of safety, the general said, but
task,” he said. “Safety is critical to leaders have to commit to providing
our combat readiness and enables us “There is no end-state for mishap the resources, training, and tools
to succeed in every mission.” prevention. Regardless of the they need, and leaders should
number of mishaps over a period emphasize personal accountability
Mueller took the reins of Air Force of time, we remain focused on to ensure every Airman, from top
safety on July 24, 2015, on the preventing the next mishap. If we get down, is compliant and uses risk
heels of the safest year in Air Force it right, we’ll spend 95 percent of our management in every activity, every
manned aviation history. Fiscal year safety efforts before a mishap.” day, on and off duty.
2014 ended with only seven Class A
mishaps, which produced a rate of The general describes his role as chief “Leadership involvement, focus on
0.43 Class A’s per 100,000 flight hours of safety as an enabler of a sustained compliance, and decision-making at
for manned aircraft. By comparison, safety-conscious culture across the the right level are all essential to a
there were 19 Class A’s in fiscal 2015 Air Force. That culture, he said, safe- successful safety program,” he said.
with a rate of 1.12 per 100,000 flight guards Airmen, protects resources,
hours. Aviation mishaps resulted in and preserves combat capability. While safety is a commander’s
fewer deaths with six in fiscal 2015, program at all levels, the general
compared to 10 in fiscal 2014. “A sound safety culture across the emphasized that the safety experts
Air Force is one that’s just, fosters at AFSEC are there to support the
Ground fatalities also increased in learning and reporting, and is flexi- commanders in the execution of their
fiscal 2015. On-duty ground fatalities ble,” Mueller said. That culture must mishap prevention programs through
rose from one in fiscal 2014 to four be imparted to every new accession, subject matter expertise and the safety
in fiscal 2015, while off-duty ground and it must be protected, he added. management system framework.
Spring 2016 5
Words of Wisdom
from a Lifer
M
y goal as Command Chief for Air Mobility Command (AMC) is to get
every Airman to understand what it means to be an Airman in our
United States Air Force. When asked what they do, I want them to
proudly and confidently say, “I am an Airman in the United States Air
Force,” as opposed to half-heartedly telling me what their specific duty may be.
I am extremely proud and, at any moment, can whole-heartedly say that I am an
Airman in the United States Air Force.
Lean in and take
The pride I have to serve this great nation was instilled in me long ago by my
full advantage
uncle, a dedicated Army Soldier who inspired me immensely. I remember
of the wonderful speaking with him about the military and the Army, but he was adamant that I
could only join the Air Force! At that time, I was still not quite sure about what
opportunities to be a
military life really meant and didn’t have any friends who were signing up,
better you and to give
so I decided to join the Air National Guard. Five months later, I was at Basic
back so that others Training; by the time I completed Tech School, I was ready to go on Active Duty.
Once on Active Duty, I knew this was where I wanted to be, so I came in with
can be better.
a “lifer” mindset. I spent my first year as an Admin Troop (702) working in the
Consolidated Base Personnel Office. I was asked to fill in for the Senior Enlisted
Advisor’s (SEA) Admin Airman. The third time I was asked to fill in, it became my permanent position.
While working in the SEA, I truly fell in love with the Air Force and being an Airman.
From that moment to this day, I have had the privilege of being mentored by the Air Force’s finest
Chief Master Sergeants. It is impossible to name them all, but among the most notable are CMSgt Roy
Boudreaux (Air University SEA), CMSAF Jim Binnicker (9th CMSAF), and CMSAF Eric Benken (12th
CMSAF). Those extraordinary mentors
taught me to communicate, communicate,
and communicate some more so that I can
fully understand needs and provide the best
guidance. I want to look Airmen in the face,
and I want them to know that I am truly
LISTENING. I may not always say what
they want to hear, but I will communicate
“guidance” and Gen Everhart’s vision.
Joining the Air Force may not be the best thing
you’ll ever do in your life, but it was the best
decision you made at the time. Lean in and take
full advantage of the wonderful opportunities
to be a better you and to give back so that
others can be better. One day, you’ll look back
and realize you made a difference! I am excited
to be an AMC Airman and I want to continue
to instill that pride and excitement in our Total
Force Airmen – AIRMAN UP! Command Chief Shelina Frey is greeted by 387th Expeditionary
Support Squadron Civil Engineer Flight Commander 1Lt Andrew
–Command Chief Shelina Frey, McPherson at an undisclosed location in Southwest Asia.
HQ AMC, Scott AFB, IL USAF photo by mSgt ChriS CAmpbell
6 The Mobility Forum
AVIATION SAFETY ACTION PROGRAM
ASAP Scoreboard Provides
Valuable Hangar Flying Topics
By MR. TIM GROSZ, HQ AMC/A3TO
Chief, Operations Risk Assessment and Management System (Ops RAMS)
T
he Aviation Safety Action Chabelley Airport (HDCH). The
Program (ASAP) is an crew executed an immediate
identity-protected, self- Aircrews are go around, climbing to 1500’
reporting program that is AGL. Ran another Approach and
encouraged to report
an integral part of AMC’s efforts Before Landing check and landed
to reduce mishaps and improve their honest mistakes/ uneventfully on RWY 09 at HDAM.
operations and training focus. The
errors so others can
program is designed for Airmen to ASAP 1334 – Landing on Wrong
report information and concepts learn from them and Runway at al Asad
critical to resolving mishap precur- I was the pilot flying and the Pilot
not make similar ones
sors, and that allows sharing of in Command making a tactical
information across AF aviation com- in the future. approach to Ayn al Asad Airbase
munities. Aircrews are encouraged (ORAA) runway 09L. The approach
to report any issues they encounter was a planned penetration descent
in the system that could lead to an to 1000 AGL for a right base for
accident/incident so the proper landing 09L. Tactical clearance for
attention can be levied in order to LANDING AT THE WRONG the approach was given by the joint
mitigate the risks. In addition, air- AIRFIELD/RUNWAY terminal attack controller (JTAC)
crews are encouraged to report their working in the ORAA tower, and
honest mistakes/errors so others ASAP 1592 – Nearly Landed at we were restricted to enter via a
can learn from them and not make the Wrong Runway in Djibouti southern sector. Upon our descent
similar ones in the future. All ASAPs On approach into Djibouti–Ambouli through 7000 AGL, the JTAC
are posted on the ASAP Scoreboard International Airport (HDAM), we restricted our descent to give way to
at https://www.usaf-mfoqa.com. were heading north to the initial a C-17 departing from 27R, opposite
approach fix of runway (RWY) direction, on our intended landing
We’ve previously highlighted ASAPs 09.Lined up for direct entry into runway. I established an orbit from
that were used to correct processes, a Holding in Lieu of a Procedural north to south until the departing
procedures, checklists, the Giant Turn. Initial approach fix altitude C-17 was clear of the area. When
Report, and aircraft systems, to was 3700’. Subsequently acquired cleared in by the JTAC, I reestab-
name a few; but we’d also like to visual with airfield and called “field lished a penetration to enter a right
highlight some ASAPs from which in sight” and requested the visual. base for 09L landing. I misidentified
aircrews can definitely learn from the We made a right turn direct for the runway 09R to be runway 09L. I
mistakes of others. The scoreboard airfield and aggressive descent to configured for landing and landed
can be sorted by Aircraft Type or the runway. At 1000’, we were about on 09R without the proper clear-
Keyword Searched for particular 30 knots (kts) fast and slowing to ance. Thankfully, no damage was
topics such as airfields, navigation approach speed fully configured noted to the aircraft and I taxied
errors, altitude deviations, etc. This to land 3/4 flaps. At 500’, we were toward the ramp where we planned
can be a valuable tool for pre-mis- stable at approach speed. At that to ERO our cargo and passengers.
sion planning, instructor preparation time the HDAM tower controller
for local sorties, and training meet- called and asked us to confirm Several factors contributed to
ing topics/hangar flying. Here are a that we were lined up for final my misidentification and loss of
few examples. on HDAM and not neighboring situational awareness during this
Spring 2016 7
AVIATION SAFETY ACTION PROGRAMAVIATION SAFETY ACTION PROGRAM
RISK MANAGEMENT
approach and landing. Barrage final, it did not cue me to go around. confirm that we were lined up on the
fire from light air defense artil- An SCNS centerline was utilized and “right” runway. At this time, the IP
lery was observed to the east of flown to help with this approach. directed a go around, followed by
our descent path off of our right Unfortunately, so much attention the tower supervisor also directing a
wing. Additionally, ground fire was dedicated by the crew to visually go around. The crew departed to the
was observed to the north and east. acquiring the runway environment AR with no further complications for
Initially, we were cleared for an and scanning outside for threats that the sortie.
unrestricted descent and landing. my crosscheck with SCNS centerline
When that descent was restricted fell off on short final. Aircrew’s Suggestion:
by the JTAC to allow for departing i Stick with your plan. We should
traffic, it caused some confusion and A thorough debrief and passing of have just burned six more
loss of situational awareness within lessons learned to local aircrew will minutes on the ground before
my aircraft. ORAA airfield is a pitch help them avoid this mistake in the departing instead of trying to
black field at night. Although the future. SCNS data should be cross- squeeze in an extra pattern.
entire crew was utilizing night vision checked and could be better utilized
goggles, due to low ambient light for this approach and landing. i Don’t let complacency sneak up
and lack of contrast between the on you. We typically fly VFR pat-
runway and the rest of the airfield, ASAP 961 – Aircraft Lined Up on terns to the “right” runway, so we
positive identification of the landing the Wrong Runway were used to that view on final.
runway is not assured until approxi- During visual/tactical pattern
mately 1/2 mile short of final. Also, work at home station, we had just i The “left” (improper) runway
when making an approach from the completed a low level, followed by a had full approach lighting on,
south, there is a South Helo Training low-level ingress and arrival to a full but the “right” runway did not.
Strip parallel to 09R/27L that is pos- stop and combat offload. The only This contributed to us focusing
sible to misidentify as runway 09R. pilots on board were one instructor on the improper runway.
This may set you up to think that pilot (IP) (PM for the pattern
runway 09R is actually runway 09L. below) and a first pilot (PF). Before i PF should focus more on the nav
This was my first time into ORAA departing for our AR event, we display map to follow course
during this rotation and the first elected to fly one visual flight rules to proper runway. PM should
time I made a tactical approach from (VFR) pattern then depart using
the south to land on runway 09L. instrument flight rules (IFR) after
Lessons learned from other aircrews the planned touch and go. We were
that have made this approach were cleared for the option on the “right” A C-130J prepares to land as a parked
that the AMP lighting was barely runway, but we were lined up on C-130J is prepped for departure at
visible or not seen. Therefore, when the “left” runway. At approximately Little Rock AFB, Ark.
I did not see AMP lighting on short 400’, air traffic control asked us to USAF photo by SrA hArry brexel
8 The Mobility Forum
AVIATION SAFETY ACTION PROGRAM
RISK MANAGEMENT
delay switching MFD off the nav the trees and airfield layout looked
display map until lined up on just like KXXX from 15 miles out.
“There were three
final for the proper runway. After identifying that runway and
pilots, and we all were truly believing it was KXXX, I was
i If possible, provide third pilot focused on looking through the
convinced that we
for local training sorties to HUD and putting the aircraft down
help back up and keep SA high were approaching the safely. There were three pilots, and
during task saturated times, we all were convinced that we were
correct airfield.”
especially in a busy pattern. approaching the correct airfield. We
tried to analyze what possible errors
ASAP 1421 – Crew Shot took place. The PM may have sent
Approach to and Almost we ran checklists. Tower told us to the KXXX/360/010, but we
Landed at Wrong Airfield us to report initial. We ran our don’t think so. The PM may have
While flying VR 1801 in daytime checklists and reported initial. Tower put a five-mile FAF instead of two
VFR conditions, we exited the low continued to talk to us like we were miles. We approached the airfield
level early after some observers in his pattern. We said we were from a completely unplanned
on board were not feeling well. ready to continue to land, and Tower direction and didn’t look at airfields
We slowed to 250 kts, squawked told us to maintain heading while on the sectional, but we did make
VFR, climbed to a VFR hemispheric he departed some aircraft. We are sure we were free of MOAs and
altitude (6500 MSL) and stated thinking the landing runway was restricted areas. I did not have
our intentions on 255.4. We then now behind us and continued to airfields displayed on the MFD,
contacted approach and advised track on a 220 heading waiting for and the misidentified airfield is in
them of our intention to land at Tower to direct us to the crosswind the database. Tower was talking to
KXXX RWY 22 on a visual approach turn. The PM then said, “That’s us as if we were in the pattern. We
and requested flight following. weird, it looks like the FAF moved had very good reasons to believe we
Approach gave us a squawk and the runway is over there” were going to the right place.
assignment and stated “radar (pointing to our 10 o’clock). I looked
contact, proceed direct KXXX.” I as well and was surprised that the Aircrew’s Suggestion: Display
directed the PM to send the jet direct magenta FAF looked so far away. I airfields on the MFD to the
to the KXXX/360/001 and he built was convinced the RNAV was lost maximum extent possible. Add
the PBD, executed the ‘direct to’ and or had shifted, as it does sometimes a note to FLIP or IFG about the
confirmed LNAV engaged. He also after a sim reset because I had just proximity of the misidentified
verified the MC approach page had a overflown the runway. I asked him airfield to KXXX and the similar
two-mile FAF at KXXX. We zoomed to pull up other instrumentation. runway configuration. As PF, I
in using the MFC and gauged our There is no TACAN/VOR/DME at should have verified that PBD01
distance from the field. A clearing KXXX and the ILS goes to RWY 4. I was built one mile from KXXX.
with runways that looked very much then asked Tower to confirm where Although I had landed at KXXX
like KXXX appeared straight ahead he had us in relation to the field a couple of times in the past, the
and seemed to check out with the and point us at the runway. Tower other pilots had not been there. We
magenta FAF, so I directed the PM stated we needed to continue on a should have accomplished a more
to ask for an approach clearance and 170 heading and we would be able to detailed sectional study and, since
to switch us to Tower. Approach enter a right base to RWY 22. we were planning a VFR return
cleared us a visual approach, handed anyway, should have asked for an
us off, and we checked in “right I couldn’t believe that I was locked IFR clearance to the field.
base, gear down” with Tower while onto the wrong airfield on the initial
configuring and descending for a approach, especially since we were These are just a few examples of
visual approach to RWY 22. Tower looking at the magenta lines and lessons that can be learned (but
cleared us to land. We then got a trusting “the magic.” We landed hopefully not repeated in the future)
Master Caution, EFCS MCD cue, and uneventfully at KXXX. After looking simply by reviewing the ASAP
Flaps Fail Op annunciation. at charts and airfield diagrams, we Scoreboard. We encourage all crews
discovered that the airfield we had who commit an error that others
We discontinued the approach lined up on was a different airfield. can learn from to submit an ASAP.
and asked tower for permission to It has a similar runway orientation Your report could prevent the next
overfly the field and orbit while with RWY 23, and the clearing in accident (or AMC mishap)!
Spring 2016 9
Bolt
Out of
the Blue!
By MS. JEN YATES,
HQ AMC Flight Safety
S
pring and early summer Instruction (AFI), with a few minor
often bring thoughts of giant deviations for airframe specifics,
thunderstorms blowing directs not flying directly above
through, causing wind (within 2,000 feet) thunderstorms
and hail damage on the ground. or cumulonimbus clouds. If
We watch the lightning from the unable to clear thunderstorms or
safe confines of our house and cumulonimbus clouds by at least
occasionally hear of something or 2,000 feet vertically, avoid them by
someone being struck by lightning. at least:
It is hard to avoid thunderstorms
on the ground. You cannot readily 20 Nautical Miles (NMs) at or
move your house out of the path above flight level FL 230; 10
of the storm. However, if you NMs below FL 230; or 5NM in a
were flying, you could avoid the low-level environment or when
path of the thunderstorm. In fact, within the vicinity of the airport,
Air Force aircrews are directed to maintain at least 5 NM separa-
avoid thunderstorms. Air Force tion from heavy rain showers.
10 The Mobility Forum