Freezin's the reason!

Combat Edge, Jan, 2005 by Kevin P. McGlaughlin, Anton Komatz

Last January and February we endured minus 20 degrees Fahrenheit almost continuously. If you arrive here from south of the Mason Dixon line in January, it's probable the temperature difference may be as much as 70-100 degrees. You're probably going to step out of your jet in your summer weight jacket, leather flight gloves, and summer weight boots onto the DV pad where you parked at Minot. The DV spot to base ops is about 40 yards away, and as you bravely walk those 40 yards to activate your next flight plan, you stand a good chance of receiving frostbite on your hands, nose, ears, and possibly your feet. If you were wearing your long johns (yeah right), it will be pain like you have never felt before as your body attempts to thaw out. Frostnip and Frostbite are alive and well and still regularly kick our collective hind ends here at Minot, and if the wind is blowing, let's just say it will really suck to be you.

Driving in snow and ice is not like driving on wet roads, it's two orders of magnitude worse. "But," you say, "I have a 4 wheel drive vehicle." Up here, the number of wheel drive you have only accounts for the total number of wheels taking you to the crash site on windy, icy highways. Drive slowly, use your hazard lights, and use the road as a reference. Last winter we had five vehicles, one after the other, drive off the road because the first person in line went into the ditch and the others stopped navigating, and just followed him in. Going off the prepared surface in the north in the winter is baaaadddd on oh so many levels. I've had three tours up north and 4.5 years as a kid in Alaska, so I'm not making this up ....

--Lt Col Kevin P. McGlaughlin

For some, cold weather means you bring a light jacket with you when you go out at night, but for those who know, it's when snow squeaks when you walk on it, and motor oil turns to molasses and water freezes before it runs off of the hood of a car. We're talking below freezing, and beyond! You're reaction may be, "well that's why I chose a southern base, so I wouldn't have to deal with the cold or worry about it." With an attitude like that, Ol' Murphy will be chomping at the bit to spank you the first chance he gets. Ever heard of COPE THUNDER, or divert? If you have, then listen up, because cold weather plays havoc with the flying mission, but protecting freedom doesn't take a vacation, so all you can hope to do is cope, and minimize its effects.

Technical assistance for this article came by way of the fine folks at the Minot AFB Safety Shop; who better than the "Frozen Chosen" to ask about winter flying ops? We poke fun, but they endure and still perform the mission under some very hostile conditions. The items discussed in this article are by no means all inclusive, they are provided as general guidelines for thought and discussion, and always follow your aircraft tech order and local operating procedures. Smooth winter ops are possible, and prior planning pays the biggest dividend.

Mission Planning

Adapting a motorcyclist's mantra of "dressing for the crash," flight crews should "dress for the walk home," in that if you eject or crash land, you're only going to have what you are wearing at the time or what you took with you. Cold weather gloves, jackets and insulated flying boots combined with thermal underwear will keep you warm during a flight and can save your life in an emergency. In extreme cold weather, consider using a neoprene face mask. It not only protects against wind burn and frostbite, but it also keeps you from breathing in super-cooled air. Other items to consider carrying with you are a divert kit including mission planning forms, clothes, and a shaving kit. Don't forget extra money or your Government Travel Card. Carry it with you on every sortie. Refer to ACCI 11-301 for additional items and requirements.

While mission planning, take a good look at all of the approaches for your potential divert bases, and check for any applicable Notices To Airmen (NOTAMS). Ensure you understand the requirements to fly each approach, as well as the lighting and runway environments, and consider approach and landing procedures for low visibility landings. Consider the mission impact from snow and ice-covered taxi and runways, crosswinds and icing conditions for takeoff and landing. While prepping for the flight, discuss as a crew or flight procedures concerning landing on ice and slush-covered runways and the maximum crosswind for your aircraft weight and configuration. Consider fuel reserve requirements when choosing weather or emergency divert airfields, and always have a landing alternate designated on your filed flight plan, and several more in your "back pocket plan."

Crew Show

Anything can go wrong and everything takes longer during the winter months, so build in a time pad and allow extra time to do everything starting with your show time before the flight. Review the weather and request the temperature and dew point spread for both takeoff and landing, as it will impact your anti-ice procedures. While you are at the weather shop, request weather for a suitable takeoff and landing alternate (annotate takeoff alternates in the remarks section of the DD Form 175 Flight Plan). Prior to stepping to the jet, review taxi and runway conditions and snow removal efforts. Allow adequate time from notification to completion of aircraft snow removal/deicing operations, and check with the Supervisor of Flying (SOF) to ensure it has been completed before stepping to the jet.