OPS Topics

Flying Safety, August, 2001

Editor's Note: The following accounts are from actual mishaps. They have been screened to prevent the release of privileged information.

Outta Control

Reprinted from Flying Safety, October 1999

How quickly can a high-performance jet get away from you? For your consideration, we provide this cautionary tale...

The F-16 driver was scheduled to fly as No. 6 of a 12-ship Red Air package in support of Weapons Instructor Course (WIC). From flight brief to engine start, everything was fine. Then, shortly before taxi, his F-16CJ--configured with only two wing tanks--developed problems that forced him to step to the spare, an F-16DJ--configured with (among other things) two wing tanks and a centerline tank. The aircraft swap would play a pivotal role in subsequent events.

Taxi, departure, and DACT were uneventful. Then, to meet regeneration criteria and rejoin the fight after being "killed," he initiated an Immelman to climb above 40,000 feet MSL. Starting in military power at 30,000 feet MSL at nearly 370 KCAS and with 6,000 pounds of fuel, he floated his entry and maintained only 3 Gs. Approaching vertical and slowing through 189 KCAS, the low-speed warning horn sounded. He had almost made it to 40,000 feet--39,150 feet MSL, to be precise--when he found himself inverted in level flight with zero airspeed. Then his aircraft started a slow right roll with a left yaw component. If you're thinking "Uh-oh," good call. The Falcon departed controlled flight and the engine compressor stalled. The mishap pilot promptly initiated the CAPs for out-of-control, recovered the aircraft, and leveled off at 27,950 feet MSL. The engine compressor stall cleared on its own once the aircraft was flying again.

After an expedited RTB, touchdown, and debrief, the engine was R&R'd. A thorough review of engine data revealed the in-flight compressor stall had been mild, and when coupled with the HUD VTR tape, pointed to disrupted airflow as the culprit. Although this Class C flight mishap didn't result in injury, or an ejection and a pranged aircraft, it was the trigger for an unnecessary engine change. Jet Shop couldn't find any damage to the motor, and it checked out okay on the Test Cell.

So, just how quickly can a high-performance jet get away from you? Whether you're an experienced stick actuator or not, it can happen pretty quickly if you're not careful and allow mission press to get the better of you.

"But Eagles Don't Practice Carrier-Arrested Landings!"

Reprinted from Flying Safety, October 1999

This experienced mishap pilot (MP) had more than 1000 hours in Air Force aircraft, most of those hours in C-130s. Because he was new to fighters and transitioning to the Strike Eagle, he was flying the B-course syllabus. This sortie promised to be a busy one.

Among other things, it included low-level ingress, low-level threat reactions, two fly-up air-to-air engagements, a wounded bird exercise and re-attack. The mission was uneventful until RTB, where the MP lowered the gear, reduced speed, and otherwise configured the aircraft for landing. He flew a normal final turn, touched down on speed, and then came to a stop almost immediately. Why did the jet stop so quickly? While configuring the aircraft for landing, the MP had also lowered the tailhook...and snagged the approach-end barrier.

Maintenance crews and QA tested all related aircraft systems post-mishap and found everything to be in working order. After repairing more than $11 thousand dollars in landing damage to the No. 1 and No. 2 engine divergent nozzle segments, connecting links, and various seals, the F-15 was again airworthy.

Conclusion? Since the tailhook actuator switch and landing gear handle are within one inch of each other, be careful. 'Nuff said.

Night Time, Upside Down, Nose Low And Screaming

Reprinted from Flying Safety, October 1999

The young mishap pilot (MP) was part of an F-16 four-ship Medium Altitude Navigation and Targeting Infrared for Night (MANTIRN) Surface Attack Tactics sortie. He had only recently completed Mission Qualification Training and this mission was to include his first night "dead-eye" deliveries.

Preflight, takeoff, in-flight checks, range entry and three LGB deliveries were all uneventful. The flight then transitioned to the pre-briefed dead-eye formation, where release parameters were set at a heading of 330 degrees, a speed of.85 Mach, and a release altitude of 16,200 AGL.

Eight seconds after one of his wingmen called bombs away, the MP began his run on the target. Shortly thereafter, both the CARA (set to alert at 8700' AGL) and ALOW (set to alert at 6000' AGL) systems started giving altitude warnings. In fact, this Fighting Falcon was flying nearly upside down, extremely nose low and already exceeding .85 Mach. Not exactly a preferred position from which to drop bombs. Previously setting up his CARA and ALOW systems to provide altitude alerting made the difference. Had he not taken immediate action to recover from the unusual attitude, this young pilot would likely have ended up a smoking hole in terra firma.