Waiting for the birds

Flying Safety, Sept, 2004 by Luke Jayne

Is it possible to ever be fully prepared for any situation that is thrown your way? Through mission preparation, briefing and the bombardment at the step desk, you would think the system is foolproof. Every pilot knows that is not the case, and oftentimes we are thrown into a situation that we never even considered a problem. Here is an example of just such a predicament that, through better planning and preparation, probably could have been avoided.

I had been instructing in the T-38 at Whiteman AFB for about three months on the day in question. My student and I were just about to launch on a "routine," local instrument mission. The mission would consist of one high-altitude TACAN penetration followed by multiple radar patterns. We had spent most of the morning debating if we would even be able to launch because of icing. If you are at all familiar with the T-38, you know that it does not mix well with ice. It was determined the icing was northwest of the airfield and that it would not be a factor until later that morning. The weather was overcast at approximately 1000 feet AGL with the tops at 3000 feet MSL. Our divert option would be Scott AFB, which had only one applicable NOTAM. The NOTAM said there would be no takeoffs after sunset due to migratory birds. We paid little attention to the warning because, let's face it, we did not plan on diverting. We proceeded with our pre-flight planning, briefed the mission, received the go-ahead from the Top 3 and we were on our way.

The takeoff and climbout were uneventful. Our clearance was to 6000 feet direct to the initial approach fix where we would then commence the approach. Shortly after we took off, another T-38 launched and stayed in the radar pattern for some pattern-only fun. Since we were doing the entire penetration, this aircraft was vectored in front of us and began their approach. We commenced our penetration at about the same time they were inbound from the Final Approach Fix. The SOF cut off our approach shortly thereafter (before entering the weather). He directed us to remain clear of the weather because the aircraft in front of us had picked up icing. My initial thought was to max endure in a holding pattern until the icing went away. I was quickly informed that would not be an option because the icing would remain in the area until later that afternoon and that we were to divert immediately.

Several thoughts ran through my head at this time, including very bad thoughts about the weather shop. I then began to realize this was not the simulator and it was time to put all that excellent training to use. We coordinated for our clearance to Scott AFB and proceeded with our divert instructions. We worked together as a crew and got the aircraft on the ground safely at Scott.

The story does not end there. Once we were on the ground, we phoned the Top 3 to see if he had any advice on how we should proceed. He recommended that we should just hang tight until the icing dropped from the forecast later in the afternoon. I had no problem with that recommendation; we could find plenty to keep us busy at Scott. We got a lift to the BX, ate some lunch, had an awesome Galaga tournament, and even did a little PFPS training to help pass the time. It was great to finally have an excuse to get out of the scheduling shop. What we did not do was consult with Base Ops about that little NOTAM that we thought was a no-factor.

If you recall from before, the NOTAM said no takeoffs after sunset. I had no problem with that, because we would be off the ground almost two hours before that would be a factor. What I did not know was that while we were waiting for the icing to drop out, the birds were already starting to migrate through the area.

We received the Dash-1 from the home scheduling shop, and it was clear of any icing issues. The Top 3 let us know that Whiteman was still holding Scott as the divert option and gave us the nod to launch. We pre-flighted the aircraft and started our taxi for takeoff. As we continued our taxi, we began noticing huge flocks of birds flying out of the nearby fields. They began inching their way closer and closer to the airfield, and at that point I knew that it would just be a matter of time before we would be stuck because we cannot take off if the airfield is bird severe. We quickened the taxi pace slightly to try and gain an advantage, but it was no use. Before reaching the EOR, tower informed us that the field was bird severe. We decided to hold in the EOR until the birds left and then take off. The only problem was the birds would not leave. Flock after flock crowded the airfield, rendering us helpless on the ground.

After waiting in the EOR for approximately 30 minutes for the condition to revert back to moderate or better, we decided that we could only wait for a few more minutes before we would be too low on gas to be able to make it back home with enough divert fuel remaining. And, oh, by the way, if we could not take off right now, we would be unable to refuel and take off before sunset. Needless to say, we were desperate. It was at that time that tower informed us that the parallel runway was bird low and we were cleared for takeoff. We quickly refigured our TOLD data, and it looked good. We launched and pressed home uneventfully.