Trainers

Flying Safety, Jan-Feb, 2002 by Major Mike Folkerts

April 00 Class B. The mission involved a ferry flight of maintenance personnel. To comply with max takeoff weight, the crew flew some patterns prior to the maintenance crew boarding. This necessitated a heavyweight, full stop landing. On the ensuing takeoff, the aircraft started pulling to the right due to a tire deflation. During the abort, the right side brakes locked up, causing the tire to explode, with pieces ingested into the engine. There are some important operational issues regarding this incident, but safety privilege prevents me from discussing them. If you have not received a briefing on this incident, stop by your friendly squadron safety shop, where they can fill you in and/or show you the final safety message.

Flight Control Incidents. For a good example of how a minor incident could quickly turn into a Class A, consider the T-1's flight control incidents of the last year. Fourteen of these flight control incidents were reported as Class E incidents or HAPs last year. In response to binding flight control reports, an urgent action TCTO was drafted, which directed the inspection, cleaning and lubrication of the rudder and elevator servo mount clutch plates. Since the TCTO's release in Jun 01, over 35K flight hours have been flown with no flight control binding incidents. On the other hand, uncommanded autopilot engagements remain an unresolved issue. Be sure to report any and all incidents so the LG community has the opportunity to get to the root cause of these mishaps. When it makes sense, (i.e., you are on the ground) try to avoid troubleshooting, so maintenance personnel can see the problem "as is."

T-6A Texan II

The "Texan II" started training students at Moody AFB in November of 2001, and is well on its way to proving itself a great student trainer. The T-6A had an admirable safety record last year, with no Class As and only 1 Class B mishap. Texan II flying hours are definitely ramping up, as it flew over 15,000 of them last year. As the T-6 matures, it is critical that you report all safety incidents, so the bugs can get worked out. If ever in doubt about whether to report an incident, talk to your friendly squadron or wing FSO.

The introduction of a propeller-equipped aircraft with only one engine and tandem seating is a major change to the way the USAF trains its pilots. Primary instructors are going to have to get used to not being able to see everything that the student does. Anticipating student errors will take on increased importance. For example, developing a habit of guarding the throttle to prevent a student from inadvertently selecting cutoff, especially during the response to a simulated emergency, is something to consider. For previous Tweet instructors, choosing your words a little more carefully will be critical. The tandem cockpit definitely increases the potential for misunderstandings and human factors errors, especially with young aviators.

Aug 01 Class B. The mishap occurred during a spin sortie. The pilot initiated an aggravated spin maneuver with eleven-and-a-half rotations, including pull out of the maneuver. During the aggravated spin maneuver, the engine oil pressure dropped below 40 psi, to a minimum of 17 psi, for approximately 12 seconds. Upon recovering from the spin maneuver, the "Chip" light was illuminated on the Master Caution/Warning panel. The pilot initiated the emergency procedure for a chip light by reducing power and preparing for an emergency landing. The oil pressure began a steady decrease and oil temperature steadily increased. About seven minutes after the chip light illuminated, the pilot noted a puff of smoke from the right exhaust stack, accompanied by a loud bang. The aircraft vibrated violently and oil pressure continued to drop. The pilot shut down the engine and performed an uneventful emergency landing pattern to his home base. This mishap has several very important lessons learned and factors to consider. If you 're flying the T-6A and haven't received a briefing on this mishap, see your squadron safety officer, who can fill you in and/or show you the safety investigation board's final message.