OPS topics

Flying Safety, August, 2003

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

We've talked a lot about "see and avoid" lately, so here are some examples where procedures were not followed and aircraft endangered each other or personnel. Know the procedures for the area, and communicate.

How Many Aircraft in The Same Space?

A KC-135 had a busy day on the refueling track at a forward operating location. The aircraft had three sets of receivers scheduled for the sortie, and had the first set on the boom. The first set had come onto the track just as the SPINS required. The KC-135 had one aircraft on the boom, another on the right wing and had just started a right-hand turn on the track. Shortly after entering the turn, the TCAS identified a target 15 NM away and 1000 feet above their altitude. Seconds later, the altitude started to decrease. When the intruder reached 5 NM and 500 feet, the crew identified the aircraft as their third receiver aircraft. The tanker crew saw the aircraft steady in the windshield and increasing in size. Not a good thing. They rolled wings level, and TCAS showed the aircraft 100 feet above them. At this time the intruder increased its turn and pulled up aggressively to avoid a collision. The tanker crew estimated that the aircraft came within 500 feet of them and the receiver aircraft. Steady nerves on the part of the receivers.

The problem in this case was a receiver who violated the track procedures. The tanker crew had called the airborne controller and asked him not to clear in any receivers unless they were at the proper altitude. The controller's response was, "We didn't clear them into the track." Although separation is not the primary duty of the controllers, they do advise of potential conflicts. It is up to the aircraft crew themselves to maintain separation. The SPINS state that the receiver will enter the refueling area 1000 feet below the air refueling altitude. Luckily, this incident occurred in the daytime, so it was easier to see the intruder. Just think what could have happened if this were a night refueling. Be aware of the procedures, and follow them. Refueling is dangerous enough without the added hassle of unprofessional aircrew.

Which Runway?

A pair of F-15s were cleared for a ten-mile straight-in approach to land on Runway 6. After receiving their visual approach clearance, they incorrectly lined up for Runway 11. Now, I think this could be a big problem. The tower visually acquired the pair of aircraft on short-final just below a cloud. At one-half mile final, the aircraft executed a go-around. Why? They barely maintained separation with a KC-135 in the VFR pattern and another KC-135 back-taxiing on Runway 11. This is the second time this has happened in the last four months. Just a short note to let you know that you can choose the wrong runway. Make sure the runway you line up on is the runway you think it is.

Is the Turn Clear?

An F-16 was recovering at a foreign airfield when the tower cleared a flight of five Mirages for takeoff. Upon returning to base, the F-16 was not cleared to land, but was told to continue by the tower. On short final, the last two Mirage 2000s were still on the runway, and the tower directed the F-16 to go around. Now the problem starts. Seeing the Mirages on takeoff roll, the F-16 pilot elected to offset left of the runway. As he passed midfield, the tower cleared the F-16 for a right closed pattern. The F-16 pilot saw that he would turn into the departing Mirages and queried the tower about the directions. He was again directed to a right closed pattern. At this time the tower supervisor came on and directed a left closed traffic pattern.

Several issues caused this incident. A controller trainee at the foreign airfield let a situation go farther than it should have. The phraseology used could have been different. Current procedure requires the pilot to initiate the closed pattern at the departure end of the runway. If the controller had stated "present position," the pilot would have known to turn immediately instead of waiting to the departure end and creating the potential conflict. Procedures are there for a reason, and we all must follow them and understand. Make sure you know the rules, and if the instructions are different or cause a conflict, as in this case, take the proper action.

How Many Aircraft In The Formation?

A Sherpa was dropping some smoke jumpers off the departure end of the runway at one of our bases and caused some problems for a formation takeoff. A flight of five KC-135s was waiting for takeoff clearance and was asked by the tower if they had the Sherpa in sight. The lead called that they had the aircraft in sight, and they were then cleared for takeoff. At about five NM on takeoff, the last aircraft in the formation was alerted by TCAS of traffic, and the aircrew visually picked up the Sherpa. The KC-135 maneuvered away and passed 1/4 mile from the Sherpa. The situation here is simple. If you are the lead, make sure the entire flight has visual on the aircraft in question before you accept the clearance.