Ops topics

Flying Safety, April, 2004

* The crew's only other out was a different taxiway, listed as only 42 feet wide in the ASRR.

* After calling home station, the AC learned that four C-5 pilots had used this taxiway during a recent mission.

* The taxi route actually measured as 75 feet, tapering down to 70 feet at its narrowest point

* The AC surveyed the taxi route and observed a 24-foot high wind sock located 107 feet left of centerline on the taxiway that could damage his aircraft.

* Using risk management, the AC deployed wing walkers to ensure adequate wingtip clearance to the wind sock.

Because the crew used sound judgment, thought through the potential dangers, and reassessed what they faced, they avoided an accident and damage to their aircraft. Even though the crew had to deal with numerous ticks on their clothes and hair, this is a success story. They thought enough of it to warn other pilots of what they could face by filing a HAP. Thanks to them for putting safety first!

Where's The Ground?

An HH-60 was participating in an exercise and the mission was briefed to be a two-ship tactical mission to include aerial refueling, low-level flying on night vision goggles, gunnery, and a live personnel pickup at an unfamiliar landing zone. The crew of the HH-60 briefed the mission and stepped to the aircraft. The crew completed an operational risk matrix, and the risk was deemed "high" for the mission profile. The weather was clear, winds were forecast to be 10-15 knots, and lumination was minimal at 5 percent (starlight only, no moon, no cultural lighting). Both aircraft took off and refueled from an HC-130, then proceeded to the gunnery range. Both aircraft then proceeded to the range to pick up survivors as part of the exercise.

The survivor was located on the side of a mountain, and the mishap aircrew directed the survivor to move to a road that was more suitable for the pickup. The lead aircraft marked a landing area that was next to the road oriented west to east. The flight engineer (FE) ran the power to affirm power was available for landing. The mishap aircraft (MA) flew an observation pass over the spot to determine the best position to land, and on this pass the crew lost sight on down-wind. A second pass was flown to a 120 heading and winds were 020 at 10. On this approach, a vehicle on the road was spotted and the crew went around. Another approach was flown with the same run-in parameters. This approach was stable and controlled. Prior to the MA tail wheel hitting the ground, the gunner and FE called dust approaching from the tail. This dust eventually engulfed the aircraft and the mishap pilot transitioned to instruments in accordance with brown-out procedures. As the tail wheel hit the ground, the aircraft had approximately 10 knots ground speed.

As the aircraft landed, it rolled over a two-foot berm hitting the Forward Looking Infrared Radar (FLIR) turret and damaging the Lightweight Airborne Recovery System (LARS) antennas and color weather radar radome. The FE called brakes and the aircraft came to a stop. The FLIR scope went black and the MP directed the FE to deplane and inspect for damage to the aircraft. The FE determined the aircraft was still flyable and that power was available for takeoff. The survivor was directed to get on board the aircraft for the return flight to base. The lead aircraft was notified of the mishap and the two aircraft returned directly to base.