Full Spectrum Readiness Shelina Frey Shares Thoughts on AMC Command Chief THE W WINNERS R E N N I W D R AWA MOBILITY THE MAGAZINE OF MOBILITY AIR OF MAGAZINE THE 07SFT SAFETY 2017 |

SPRING 2018 FORUM Volume 27, No. 1 CONTENTS THE MOBILITY FORUM Spring 2018 AIR MOBILITY COMMAND Gen Carlton Everhart II

DIRECTOR OF SAFETY Col Brandon R. Hileman [email protected]

EDITORS Kim Knight 5 14 28 34 [email protected] Sherrie Schatz Sheree Lewis FROM THE TOP AMC NEWS [email protected] 3 AMC Command Chief Shelina 26 Bronze Star Recipient Reflects on GRAPHIC DESIGN Frey Shares Thoughts on Full Dirt Strip Operations in Syria Elizabeth Bailey Spectrum Readiness 34 Feeding the Hungry with The Mobility Forum (TMF) is published Humanitarian Aid four times a year by the Director of RISK MANAGEMENT Safety, Air Mobility Command, Scott AMC OPS AFB, IL. The contents are informative and 5 Brig Gen Lamberth Expounds not regulatory or directive. Viewpoints on Embracing the Red: An 28 The Strategic Capability in expressed are those of the authors and do Update on Air Force Inspection Pápa, Hungary: A Dozen Nations, not necessarily reflect the policy of AMC, System Implementation a Single Mission USAF, or any DoD agency. 10 The Five Levels of Military Flight Contributions: Please email articles and Operations Quality Assurance photos to [email protected], MOTORCYCLE CULTURE fax to (580) 628-2011, or mail to Schatz Analysis Acceptance 30 A Short Ride with a Lifelong Lesson Publishing, 11950 W. Highland Ave., 36 AMC’s Aerial Port LOSA Proof Blackwell, OK 74631. For questions call of Concept 2016-2017 (580) 628-4607. The editors reserve the right to make editorial changes to manuscripts.

FLIGHT SAFETY REGULAR FEATURES DE denotes digitally enhanced photo. 8 How We Rationalize Shortcuts 38 Mishap-Free Flying Hour Milestones Subscriptions: U.S. 39 Quickstoppers Government Printing Office: 2015-545- 2017 ANNUAL SAFETY AWARDS 40 A Day in the Life 114. For sale by the Superintendent of Documents, U.S. Government Printing 13 AMC’s Annual 2017 Office. Internet: bookstore.gpo.gov. Safety Award Winners ON THE COVER Phone: toll free (866) 512-1800; DC area (202) 512-1800. Fax: (202) 512- A C-17 lands at an undisclosed location. 14 Safety Office of the Year 2104. Mail: Stop IDCC, , DC Photo by guvendemir 16 Individual Safety Awards 20402-0001. AMC RP 91-2. Dist: X SAFETY CULTURE ISSN 1067-8999 24 So That’s What I Signed Up For? Visit www.themobilityforum.net, SEASONAL CONSIDERATIONS or find the most current edition on THE TTHE MAGAZINE OF AIR MOBILITY COMMAND AMCs home page: www.amc.af.mil/. 32 3 Steps to Tornado Safety FORUM Send comments or feedback to THE

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2 The Mobility Forum AMC Command Chief Shelina Frey Shares Thoughts on

CMSgt Shelina Frey, AMC Command Chief, thanks members of the 8th Expeditionary Full Spectrum AMS for all they do to support the AMC mission. (Photo altered for security purposes.) Readiness USAF photo by TSgt James Hodgman

BY MS. KIM KNIGHT, STAFF WRITER of the U.S. Air Force, active duty, Mobility Airmen are 100 percent Guard, Reserve, and the Civil prepared for anything—from otal Force Full Spectrum Air Patrol,” she explained. “We delivering equipment to helping Readiness. You may have talk about our collective group— search for a missing Argentine heard the phrase and may everyone under the Total Force submarine; to delivering hope and T even recognize some of umbrella across the entire Spectrum. relief to survivors its parts and pieces—but what does Of course, Readiness ensures we in Puerto Rico; to refueling fighters it mean when you see the words are ready for whatever comes, from in the Middle East.” strung together? We asked the having our families prepared on the Command Chief for Air Mobility home front to the training we need Readiness affects rapid global Command, CMSgt Shelina Frey, to accomplish the mission and the mobility, according to Frey, because for some insight, and she broke expertise to win the fight. Now, we it allows for quick response when it down into segments that are simply put it all together.” sending people, supplies, and easy for all of us to understand. aircraft into constrained and Frey then expanded on her definition. contested environments. But if “Most people in the Air Force are Airmen do not incorporate safety familiar with the term Total Force, “Whatever challenges the world measures from the onset, they may meaning all our components: all presents,” she said, “we must do unintentionally insert challenges uniformed and civilian members everything possible to ensure our instead of providing solutions.

Spring 2018 3 FROM THE TOP

Our Airmen hold the answers to confronting any challenges we may face. They are smart and they embrace innovation.

“No matter the circumstance, we we encourage them to be a part of CMSgt Frey pauses for a photo with Airmen will not compromise safety,” she the solution. We are fortunate to have from the 6th Medical Group Mental Health office during her visit to MacDill AFB, Fla., insisted. “Air Mobility Command creative people across our ranks— December 12, 2016. places a premium on safety, adheres people like TSgt Cory Kozlowski, USAF photo by A1C Rito Smith to guidelines, and complies with whom I met at Yokota AB in Japan. regulations. Otherwise, we could He is working with an application become complacent and end up losing company and Air Force Materiel people and equipment.” That scenario, Command to create a training program order found something entirely she said, is not an option. that will enable Airmen to work on different at Mobility Guardian. a hologram image of the aircraft that “Force structure describes how they are training on while wearing “They can’t go into with a personnel, weapons, and equipment a set of mixed virtual reality glasses. checklist or thinking that everything are organized for the operations, This type of training moves AMC and will line up the way they expect it missions, and tasks we face in an the entire Air Force into the future—for to. Participants in Mobility Guardian environment or conflict,” she con- about the cost of a laptop.” overcame all the planned variables, tinued. “Our focus on Full Spectrum challenges, and obstacles before Readiness is essential, as it protects Despite any challenges they may face, them and learned many lessons that our national security. Readiness is Frey insisted that Airmen have the will help them succeed in real world critical to the entire Air Force, but ability to develop unique solutions. situations, as well.” AMC must meet the needs of all But AMC is doing its part, as well. combatant commands who call on Frey closed by praising Airmen us for support. For example, our “Total Force Full Spectrum Readiness for their focus on Full Spectrum Expeditionary Mobility Airmen are in requires improving equipment and Readiness. 23 countries at 77 locations around the tactics used to meet the complex world. We are essentially the glue that threats being developed by potential “It is how we do things day to day and binds all of that together. That type of adversaries. As we grow the force, how we prepare for the unforeseeable. responsibility requires our Total Force it’s essential we provide them with We can’t control when or how an team’s dedicated commitment.” quality training. Airmen can look enemy may challenge our readiness. forward to a Superintendent 101 So we prepare for all options every “Our Airmen hold the answers to course, a flight commander’s course, day, and it has to be Total Force. AMC confronting any challenges we may and realistic operational exercises is a critical component of the overall face,” she explained. “They are smart such as Mobility Guardian.” picture, and we must always maintain and they embrace innovation. Through a high level of readiness.” programs such as Phoenix Spark (a She said that Airmen who are new grassroots innovation program), methodical and like things in a certain Indeed we do … on both counts.

4 The Mobility Forum Brig Gen Lamberth Expounds on Embracing the Red: AN UPDATE ON AIR FORCE INSPECTION SYSTEM IMPLEMENTATION

BY MS. KIM KNIGHT, STAFF WRITER

n 2014, The Mobility Forum published an article about changes to the Air Force Inspection System I(AFIS) and new Unit Effectiveness Inspection (UEI) process. It pointed out the tremendous lengths wings sometimes went to when preparing for an inspection—things that correlate to painting the grass green.

That may have been a stretch—or was it? Either way, the AFIS changes were intended to shift a commander’s focus from menial, non-value-added tasks to efforts that make the Air Force as a whole more mission ready. So, is it working? Are today’s inspections more meaningful? More importantly: are units focused on big-picture items that make our organization stronger and better prepared?

Brig Gen Kevin Lamberth, who serves as Inspector , Headquarters Air Mobility Command at , believes so.

“It is no longer about ramping up for an Inspector General visit,” Special thanks to TSgt Austin May, now working in ACC/PA, who provided the six selected panels he said. “It is about continual of creative artwork for the article (out of the original 10) first published in the Summer 2014 issue of The Mobility Forum. self-assessment—commanders recognizing what they can and can’t do due to limited manpower or “Wings doing that successfully find validating the way that the can resources. That continual assessment support from headquarters,” he assess itself accurately.” helps us achieve excellence and explained. “They don’t need to be mission readiness every single day.” green in their metrics all the time. They Bridges added that in 2017, there just need to understand and commu- was much less spin-up when an Indeed, the system can be a powerful nicate where their risks are and where IG was coming. tool for managing risks and they need resources. The Inspector articulating strong and weak points to General (IG) no longer uses a wire “Granted, there is always a little headquarters, according to Col Brad brush to try and uncover every one polishing,” he continued. “But in Bridges, AMC Chief of Inspections. of a wing’s flaws. Instead, it is about the past, every Airman worked

Spring 2018 5 RISK MANAGEMENT

change, which takes time. It gives wing commanders a holistic look at the wing and allows them to set priorities and apply resources accordingly,” he added. “Then we, the IG, come in and validate what unit-level inspectors find—but we don’t hammer them, especially if they have detected and are addressing deficiencies. We want to be a helping hand, not a heavy hand.”

He emphasized that determining what Conducting all inspections under the AFIS is red depends on priorities. saves time, and Gen Lamberth agreed that wing “For a high priority item like mission execution, for example, we want to commanders are increasingly more willing to be as good as we can possibly be. admit that they simply can’t do everything. Mowing the grass twice a week versus once, well—a commander might want to address it but they are not likely to assign valuable resources to it. Commanders have finite resources— overtime to get ready. Now, folks “We work hard to come online at least money, manpower, and material—so assess themselves constantly and once between Capstones to put boots they must embrace some red items that hold themselves accountable. When on the ground to observe a readiness are low on the priority list.” the IG comes, it is almost a non- exercise that wings must do each event. Today, a commander calling year,” he said. “We give them honest Lamberth said that despite its something red is not necessarily a feedback—something to work at—by increasing effectiveness, the AFIS still bad thing. It is identifying a need for communicating with them earlier and presents challenges. resourcing or for a risk assessment more often than before. But asking at a higher level. Commanders are units not to chase metrics—and “Dialogue between the wing and embracing this process.” instead assess themselves and find the functional managers gets better areas of non-compliance—is a cultural every year, but one hurdle now is Deputy Inspector General Col Lee Landis stressed that one change that helped was consolidating various inspections into a Capstone rather than preparing for and undergoing several inspections throughout the year, as was done in the past. “Units no longer need to prepare for multiple functional inspections for things like maintenance, logistics, services, ops, or air traffic control at various times of the year.”

Conducting all inspections under the AFIS saves time, and Lamberth agreed that wing commanders are increasingly more willing to admit that they simply can’t do everything.

6 The Mobility Forum RISK MANAGEMENT

“It has raised the bar for excellence across the how to include more virtual efforts enterprise, improving effectiveness and efficiency. so that we need fewer boots on the ground for inspections. Also, When commanders and inspectors at the wing we need to help prioritize what is important for the wings and level realize this and work to improve units over what contributes to readiness.” time, that’s a win for the system.” Even so, Lamberth believes AMC is better because, under AFIS, being mission ready equals being inspection ready every day. In closing, Lamberth added that the investment is high. If wings are “It has raised the bar for excellence CCIP is the cornerstone of AFIS and, chasing metrics and trying to across the enterprise, improving along with this, is putting together a make everything green, they are effectiveness and efficiency. When good Wing Inspection Team (WIT). not necessarily focused on the commanders and inspectors at the right things. However, if a wing is wing level realize this and work to “When a commander embraces the able to set unit priorities, conduct improve units over time, that’s a win CCIP and invests the time, personnel, exercises, and inspect and assess for the system.” and training for a highly effective itself, it is probably setting a WIT—the result is typically a high standard of excellence that we are CMSgt Cody Bringham, AMC performing unit. The return on shooting for.” IG’s Senior Enlisted Leader, agrees with that organizational overview. “Before, people focused on their own task or area,” he said. “But with an AFIS culture, you see a wing in its entirety—how personnel accomplish the mission in totality versus individ- ually. It is not about how something affects a certain area but how it affects the entire wing.”

AFIS has not just taken hold in the active component but the Air Reserve Component (ARC) has made major strides in implementation as well. According to Brig Gen Alan Swartzmiller, the AF Reserve Command Inspector General, “The AFIS construct has been particularly useful in the ARC. With extremely limited resources and personnel availability, commanders are more in tune today with identifying wing priorities. Through the Commander’s Inspection Program (CCIP), they can expand commander’s intent into an inspection strategy and calendar that directly supports their priorities over lesser requirements that consume Airmen’s time.”

Spring 2018 7 How We Rationalize How We Rationalize Shortcuts

BY MR. STEVE PANGER, due to complacency, the production errors might move away from an HQ AMC FLIGHT SAFETY staff failed to read the original pilot- SOP without incident, accident, or reported discrepancy and did not consequence but could develop into a properly status the aircraft or elevate normalizing of deviance. AMC has been working hard for the seriousness of the discrepancy. a few years now on proactive safety. Groupthink perhaps? When we get away with taking You’ve probably heard about common shortcuts, we are, in a way, rewarded programs like LOSA, ASAP, and As military members, we might be for taking them. We remember the MFOQA. They identified underlying tempted to rationalize taking shortcuts path to successful outcomes; if a path concepts that are important and deserve with checklists because we operate in involved shortcuts, it may compel us to future study, such as intentional conditions of stress and feel pressure to take shortcuts again because it’s a faster non-compliance, normalization of perform quickly. Some even rationalize (and perhaps incorrectly considered deviance, and groupthink. All are that we SHOULD shortcut our safety more efficient) way to the successful interrelated and I’ll define them later, best practices when faced with outcome. Once we get enough but here are a couple of recent safety conditions that we perceive are urgent. previous successes that involved incidents to illustrate them: Individuals in certain conditions shortcuts under our belts, we let our rationalize shortcuts to themselves, guard down and consider standard An aircrew was conducting a two thinking, “There’s no time to waste. If procedures overkill. But the success engine running onload/offload (ERO) I follow all the steps I’m supposed to, might be based on luck—not skill. and failed to identify and respond to the mission will be delayed.” an engine overheat warning. This was When we rationalize shortcuts that are partially due to the aircrew constantly The LOSA Collaborative (contractors reinforced with positive (successful) clearing warnings due to changing who have been overseeing AMC’s outcomes, the shortcut becomes the cargo door and ramp reconfigurations, LOSAs) defines intentional non- new standard of behavior. When it which most likely desensitized the compliance as an error that meets one happens on a large scale, no one within crew to other caution messages. This of four conditions: the organization notices because the is an example of intentional non- behavior is the new “normal.” compliance of standard operating 1. The error is committed multiple procedures (SOPs). times during one phase of flight. Diane Vaughan, when writing about the Space Shuttle Challenger, defined During a recent mishap, due to the 2. The crew openly discusses normalization of deviance in part as common practice within maintenance intentionally committing an action “… people within the organization debrief of summarizing the pilot- that is against published SOPs. become so much accustomed to a reported discrepancy from the aircraft deviation that they don’t consider it maintenance logbook to G081 (the 3. The crew is time-optimizing as deviant, despite the fact that they maintenance data collection system), standard operating procedures far exceed their own rules for the critical verbiage from the original when time is otherwise available. elementary safety.” discrepancy was omitted when transferring information into G081. 4. An aircraft handling error involves It can be easy to get drawn into This intentional non-compliance an increase in risk when more deviations in the military. We operate of standard procedures and a conservative options are available. so often with stress, consequence, normalization of deviance resulted time compression, and changing in an inaccurate representation of the Some LOSAs identified intentional conditions that taking shortcuts to discrepancy to the production staff non-compliance as a major subject expedite successful outcomes can and maintenance leadership. Then, area. These intentional non-compliance itself become “normal.”

8 The Mobility Forum FLIGHT SAFETY

Eventually, deviant behavior can clarity that makes it difficult for flight behavior have been creating risk become the norm, even grossly crews to comply with SOPs as written, for so long that it feels normal. deviant behavior that seems outside or deeper systemic/latent factors such The more success they’ve had, the bounds of safety. This drift into as operations pressure, scheduling- the more normal it feels. failure can be slow, taking a significant induced fatigue, and/or morale.” amount of time for the new standard Baker contends that intentional non- i Prevent groupthink; know and to become entrenched. Organizations compliance requires three factors: avoid its symptoms. often don’t see it happening. They are motivation (reward), high probability deep in denial that anything is wrong of success, and absence of peer • Ask someone on the team to and defiantly defend their methods as pressure or reaction. represent opposing views, or ask best practices—even defending close everyone to voice their opinion calls, near misses, and casualty events One could conclude that normalization before embarking on a mission due to their “dangerous profession.” of deviance is another form of group- or task. think reinforced by absence of peer Irving I. Janus defined groupthink as pressure or reaction, as Baker stated. • Discuss areas of vulnerability “… a quick and easy way to refer to the in your area where it appears mode of thinking that persons engage Intentional non-compliance errors may as though you may be drifting in when concurrence-seeking becomes or may not progress into an undesirable toward failure. so dominant in a cohesive group that it aircraft state (checklist not run properly, tends to override realistic appraisal of aircraft system not configured correctly, • Discuss a close call or near-miss alternative courses of action.” etc.) but could indicate a deterioration event where, in hindsight, it in flight discipline. appears a contributing factor A recent LOSA SIB indicated was a shortcut that members several factors have contributed to A couple of recommendations have taken repeatedly for a long normalizing deviance. The first is 15 to consider: time. years of combat operations, which has robbed our crews of adequate training i Do not use past success to redefine With few exceptions, aircrews and time and resources. The second is acceptable performance. maintainers have been conducting a false sense of security, where a safe and reliable missions and crewmember safely gets away with • Consider risk decision options maintenance processes. Our intent omitting checklists or briefings until after analysis and objective is for this to persist. By continuing that one time when a situation changes assessment of scenario-driven to conduct proactive safety just enough to cause a mishap. The probability and severity. programs, AMC Safety will help third factor is over-proceduralization— analyze root causes and educate in other words, rules or procedures • There is a difference between AMC personnel about the pitfalls that are over-designed and do not ASSUMING risk and of intentional non-compliance, match up with operational realities of CREATING risk. Those who normalization of deviance, and simple tasks can cause crews not to feel have normalized deviant groupthink behaviors. obligated to complete a checklist step, or an entire checklist, contributing to normalizing deviance. After repeatedly REFERENCES accepting this lower standard, it becomes normal for crews to deviate • Baker, Roger, President, Safety Focus Group LLC. Procedural Intentional Non- from the published standards and Compliance (PiNC) (rule breaking!) and Your Safety Culture, available at accept that as the new norm. www.ihst.org/Portals/54/Partners/India/2_Baker.ppt, accessed January 2018. • Gasaway, Dr. Richard B. Situational Awareness Matters, www.SAMatters.com. According to Roger Baker (2005), intentional non-compliance errors • Vaughan, Diane. The Challenger Launch Decision, U of Chicago Press, 1997. are “born from a lack of flight crew • https://en.wikipedia.org/wiki/Groupthink discipline, or a lack of procedural

Spring 2018 9 ASAP | LOSA | MFOQA | CRM/TEM

The 5 Levels of Military Flight Operations Quality Assurance Analysis Acceptance

BY MR. BILL KROUSE, AMC OPS RAMS

ost adults have heard of Like Dr. Kübler-Ross’s model, each So why are Airmen stalling at this the “five stages of grief.”1 level contains a set of characteristics level? Most fliers are structure In 1969, Dr. Kübler-Ross, or beliefs that hinder and impede the oriented; they like rules and do not a renowned psychiatrist, individual from progressing to the next like change. This generalization is Mpostulated a theory that an individual level of acceptance. This article will especially true with senior fliers who experiencing the death of a loved one highlight features of each level and grew up in the “Black Boot” days goes through five distinct stages of examine what is needed to transition of Q3s for the smallest of errors. grief before being able to return to a to the next one. To transition out of this level, fliers “meaningful life.” These stages are: must understand two facts. First, by As previously mentioned, the first regulation2, analysis derived from 1. Shock and Denial level of MFOQA acceptance is data collected as part of the MFOQA 2. Anger “Denial” or what I like to call the program cannot be used to initiate “This Stuff Is Fake News” level. Yes! punitive action. In fact, the MFOQA 3. Depression and Detachment A Chief of Flight Safety actually analyst de-identifies all analysis 4. Dialogue and Bargaining referred to MFOQA analysis as fake products before they are released. news during a gathering of fellow Basically, MFOQA analysis does not 5. Acceptance Chiefs of Safety. This comment typifies generate any threat to crews. Second, While the acceptance of Military the quintessential belief held by most everyone has seen the animations Flight Operations Quality Assurance individuals in this acceptance level, created by the Air Force Safety Center (MFOQA) analysis cannot be where they are certain there is no way (AFSEC) to illustrate a mishap. No compared to the loss of a friend or another individual analyzing flight one questions the validity of those relative, a decade of conducting data can understand what the pilot animations. The interesting fact is MFOQA analysis across the U.S. was doing just by looking at the “ones MFOQA analysis is generated using Air Force has shown there is a and zeros” recorded by the aircraft. the same flight data. To transition similar corollary associated with the This misconception is mainly caused to the next level of acceptance, the acceptance level of MFOQA analysis. by the lack of understanding of what Airman must accept that MFOQA The levels of MFOQA acceptance are: data the aircraft records, how the analysis is factual information and information can be interpreted, and presents no threat to the individual. 1. Denial what tools are available to display the 2. Disassociation analysis derived from the data. The second level of MFOQA acceptance is called “Disassociation” 3. Questioning An additional perception by 4. Belief individuals at this level is that MFOQA 2 AFI DoDI 6055.19: Aviation Hazard analysis is a scorecard of performance; Identification and Risk Assessment Program 5. One with the Force (my (AHIRAPS), 3.2.e (2). Restricted data use. therefore, any acceptance of the personal favorite) Data collected for, or analysis generated from, validity of MFOQA analysis is an AHIRAPs must not be used to: (a) Monitor acceptance of the concept that crews personnel performance to initiate qualification 1 The model was first introduced by Swiss downgrade or decertification. (b) Take adverse psychiatrist Elisabeth Kübler-Ross, M.D., in her can be evaluated by just looking at personnel action, except as described in para- book On Death and Dying (Routledge, 1969). flight data. graph 3.2.e.(4).

10 The Mobility Forum RISK MANAGEMENT

Once individuals accept that they are human, the transition to the next level comes quickly. or the “It’s the Other Guy” level. aircraft has an MFOQA Process Guide characteristic at this level is the idea This acceptance level is characterized developed to address the primary that training missions should not be by a general belief that the negative questions crews ask, outline what reviewed in the same manner as an trends identified in MFOQA analysis the aircraft records, and highlight operational sortie. This belief hinges can only be attributed to other pilots, the parameters currently being used on the perception that instructors are other squadrons, or other MDSs. for analysis. A copy of each MDS required to accept more risk when Call it a high level of confidence in MFOQA Process Guide is stored on training new pilots. Both of these their abilities or just pure ego, but your EFB in the MFOQA folder and characteristics miss the fact that individuals at this level cannot accept is also available from the MAFOPS MFOQA analysis is meant to highlight that the decisions they are making website (https://mafops.us.af.mil/ risk, not to score or rate an event. A may be increasing the risk to the Home). Find a copy of your MDS mishap on a training sortie is just as real mission. There is a resistance to accept MFOQA Process Guide and review it. as a mishap on an operational mission. that operational pressures, external Generate new questions and forward influences, and natural human factors them to your training shop. If you Here is an example of how MFOQA could possibly affect their ability to know the MFOQA analyst, contact that analysis was used for operational successfully complete the missions. person and generate a relationship missions. Analysis showed a high Naturally, to transition out of this of information sharing. If the entire number of unstable approaches at level, the individual has to accept that command was at this level, half the Bagram AB, , that were any pilot on any given day can make a benefits of MFOQA would be realized. characterized by high rates of descent. bad decision. Once individuals accept that they are human, the transition to the next level comes quickly. If the entire command was at this (third) level,

The third level of acceptance is called half the benefits of MFOQA would be realized. “Questioning” or “I Don’t Understand What I Am Looking At” level. Many The fourth level of acceptance is The headquarters staff did a deep dive crews spend a lot of time at this called “Belief” or “I Believe, But What to find out what was causing the high level. It is natural for data-centric Do I Do With the Analysis?” level. rate of descent and discovered it was individuals to want to understand Thankfully, this acceptance level is the mountainous terrain and air traffic what they are looking at before they generally short lived. The Belief level control practices. The command’s take the total leap of faith. Airmen is mainly caused by a lack in education solution was not to go after crews at this acceptance level question at both the squadron and wing levels but to develop mitigation options. everything. For example: Does the as to how analyses can be used. The Transitioning to the next acceptance software know when I configured the high ops tempo across the Air Force level requires the individual to aircraft, what the planned approach adds another obstacle, in which crews, understand that the primary purpose speed was, or what weather was training staffs, and commanders feel of MFOQA analysis is to bring a closer present? These are all excellent they don’t have the time to investigate eye on a location, event, or phase of questions; however, the answers are new tools to improve safety, forcing flight with the intent to reduce risk. dependent on the information that the individuals into a reactive mode aircraft records, which would be too instead of a proactive one. The fifth and final level of acceptance large a topic to address in this article. is “One With the Force” or the “I Transitioning into this acceptance A general characteristic that reappears Want More” level. No, you don’t need level is great; however, it brings added at this level is the idea that MFOQA a special Jedi gene or to endure an responsibilities for Airmen. Each analysis is a scorecard. A related extensive training program to enter

Spring 2018 11 RISK MANAGEMENT

Benefits include reduced Crews will start using the analysis as nothing else, hopefully this article has a tool during planning and mission generated questions. Please initiate risk, improved operational execution. Information will flow both conversations at your squadron and efficiencies, and improved to and from the field. Leaders will contact the Ops RAMS branch at better understand the risks they are [email protected] if you have any command readiness. asking crews to accept. Safety will questions. Fly safe and use MFOQA to improve, and risk will be reduced. If your advantage. this level. You just need to ask yourself, “What can MFOQA do for me?” This acceptance level is characterized by individuals looking for ways to use MFOQA analysis to their advantage, checking analysis products before flying into a new location, and/or forwarding requests for new analysis through their training or safety offices, or their chain of command. Leadership at this acceptance level reviews MFOQA analysis regularly to evaluate risk at locations where their crews are visiting, comparing their unit to the larger fleet average and requesting specific analysis from the command analyst. Individuals understand MFOQA analysis is a force multiplier for risk avoidance. They know how to interpret and use the analysis for mission planning and execution. Individuals at this acceptance level understand risk cannot be eliminated, but it can be mitigated. Benefits include reduced risk, improved operational efficiencies, and improved command readiness.

The journey through the five levels of MFOQA acceptance is unavoidable. The time spent at each level is not set and is heavily dependent on the amount of education that is provided, and the confidence that leadership supports the program. When commanders and senior leaders are pushing the benefits of the MFOQA program, Airmen will believe and start asking questions.

Approach into Bagram depicting the high terrain necessitating increased descent rates if vectored to final. Graphic from NGA (National Geospatial- Intelligence Agency) FLIP (Flight Information Publication) website

12 The Mobility Forum AMC’s Annual 2017

Safety Officer of the Year Outstanding Achievement for Capt Nicholas Rapp Occupational Safety (Cat V) th 19 AirliftSafety Wing, Little Rock AFB, ARAward724th Air MobilityWinners Squadron, Aviano , Italy Flight Safety NCO of the Year Director of Safety MSgt Nicholas Mueller Aircrew of Distinction Award , Joint Base McGuire-Dix-Lakehurst, NJ TORQE 61 Aircrew 317th Airlift Wing, Dyess AFB, TX Occupational Safety NCO of the Year Director of Safety MSgt Justin Musall 735th Air Mobility Squadron, Aviation Maintenance Safety Award Joint Base Pearl Harbor-Hickam, HI 726th Air Mobility Squadron, , Germany Outstanding Safety Civilian of the Year Mr. Richard Galley Koren Kolligian, Jr. Trophy 43rd Air Mobility Operations Group, SrA Brandon B. Deal Pope Army Air Field, NC 39th Airlift Squadron, Dyess AFB, TX Safety Office of the Year Risk Management Achievement 305th Air Mobility Wing, , Little Rock AFB, AR Joint Base McGuire-Dix-Lakehurst, NJ Aero Club Safety Certificate Outstanding Achievement Award , Dover AFB, DE for Weapons Safety Distinguished Motorcycle Safety Award TSgt Joseph Stanley th , McConnell AFB, KS 436 Airlift Wing, Dover AFB, DE Outstanding Achievement for RiderCoach of the Year Occupational Safety (Cat II) SrA William B. Johnson , Travis AFB, CA 436th Airlift Wing, Dover AFB, DE Well-Done Award Outstanding Achievement for C-5 NLG-up Team Occupational Safety (Cat III) 725th Air Mobility Squadron, , Spain 628th Air Base Wing, , SC SSgt Taunee N. Tibbs Outstanding Achievement for 375th Operations Group, Scott AFB, IL Occupational Safety (Cat IV) 6th MXS Top-Coat Team , Joint Base Lewis-McChord, WA MacDill AFB, FL

Spring 2018 13 Left to right: MSgt Nicholas Mueller (FSNCO), Maj Todd Susan (FSO), Capt John-David Webb (FSO), Lt Col Robert McAllister (COS), Mike Luna (USDA Biologist), John Horsfield (USDA Technician), and Jared Myers (USDA Technician).

305th Air Mobility Wing SafetyJoint OfficeBase McGuire-Dix-Lakehurst, of the Year NJ

he 305th Air Mobility total-force partners—encompassing 88 but mighty team consists of only three Wing (AMW) at Joint Base units, 96 aircraft, and 42,000 personnel. full-time personnel. They’ve proven McGuire-Dix-Lakehurst (JB The result? Zero on-duty ground, it’s possible to accomplish great MDL) received the prestigious weapon, and flight Class A mishaps, things with teamwork and support TSafety Office of the Year award for an accomplishment they have repeated from leadership.” fiscal year 2017 in recognition of annually for over 20 years. outstanding achievements in flight One example comes from MSgt safety. During this period, the 305 Lt Col Robert McAllister, Chief of Nicholas Mueller, the Flight Safety AMW synergized 18 joint and Safety at the 305 AMW, said his “small NCO, who helped secure the award

14 The Mobility Forum 2017 AMC ANNUAL SAFETY AWARDS

with his efforts to build Bird/ effective thing we’ve done is to just Wildlife Aviation Strike Hazard get everyone to close the gates on the (BASH) kits. The Safety Office airfield,” he explained. “The biggest oversaw a $302,000 wildlife contract hurdle was getting everyone to buy in with the Department of and just close the gates on their own.” Agriculture (USDA). “Every impact The safety office is currently working point is important,” he said, “and to to automate some gates to make transit encompass the true bird migration, more seamless. you need to encompass all strikes.” AMC also highlighted their Office Teamwork continues as they work for mishap response “Go-Binders.” with their total force Reserve partners Mueller “[updates] them quarterly at the 514 AMW, who hosted four Mid- to include every current phone Air Collision Avoidance events. Some roster, technical order, and Air Force of the busiest airspace in the world Instruction—everything you could is within 100 miles of JB MDL. Over possibly need for an investigation.” 50 small civilian airfields fall within During AMC’s 2017 McGuire’s airspace, serving thousands Capt John-David Webb, the KC-10 of civilian aircraft per year. Unit Effectiveness flight safety officer, works closely with Inspection, the 305 the BASH program and interfaces During AMC’s 2017 Unit daily with the USDA. “Some of the Effectiveness Inspection, the 305 AMW Safety Office most important data we gather,” he AMW Safety Office was named an was named an said, “is which species transit the Exceptional Performer, and two airfield. This data allows the USDA members were individually recog- Exceptional Performer, team to eliminate guesswork and tailor nized as Superior Performers. Three and two members a BASH plan to those species.” Safety Office members were asked to serve at AMC functions, including were individually BASH isn’t limited to birds, however. Exercise Mobility Guardian and the recognized as Superior The overpopulated whitetail deer in 2017 Tanker Line Operations Safety have been a continuous Audit Safety Investigation Board. Performers. threat to aircraft safety. In 2016, a C-17 actually hit a deer on Lakehurst, Other members of the team are Maj and last year, 27 deer were found Todd Susan, Capt Matthew Bolado, and roaming McGuire Field. Fortunately, Capt Alex Turton, two of whom have nobody was hurt. Webb explained a recently PCS’d. Congratulations to the surprisingly simple method to keep 305th Air Mobility Wing Safety Office A C-17 Globemaster III from the 305th deer numbers down. “The most on all of its accomplishments! Air Mobility Wing prepares for takeoff at Joint Base McGuire-Dix-Lakehurst, N.J. USAF photo by A1C Zachary Martyn

Spring 2018 15 Director of Safety Aircrew of Distinction Award

TORQE 61 Aircrew Maj Christopher Valliere, Capt Charles Storm, MSgt John Beal, TSgt Lynzey Thornton • 317th Airlift Wing, Dyess AFB,

n February 3, 2017, the crew of TORQE 61, supporting Operation Freedom’s Sentinel, was assisting Oa Combined Joint Special Operations Air Component by airlifting troops and equipment that were performing unconventional coalition operations. On the night of the mission, a blizzard moved through Bagram Airbase, producing high winds, large amounts of snow, and low visibility that forced delayed operations. Due to mission priority, the crew accepted a waiver authorizing its departure from the base. During the departure roll, seconds prior to the C-130J’s takeoff refusal point, the pilot felt a strong pull on the aircraft to the left. The aircraft abruptly veered off centerline, losing traction and hydroplaning on slush towards a wall of snow bordering the . The crew’s workload increased significantly when the aircraft’s warning indications signaled the number two engine flaming out due to snow ingestion and unresponsive brakes due to the icy conditions. Upon performing the takeoff abort procedure, the pilot discovered his nose wheel had cantered completely offset, leaving him with only differential engine power to keep the aircraft on the runway surface. As the pilot adjusted the remaining engine’s forward and reverse engine power for control, the copilot coordinated external support while the loadmasters secured the cargo compartment and ran emergency checklists for the flight deck. The crew’s teamwork and systems knowledge brought the aircraft to a complete stop on the runway. Their execution of crew resource management was the sole reason the aircraft did not depart the runway, saving 27 lives and a $70 million aircraft. The safety awareness and risk management these Airmen exhibited reflect great credit upon them, the 39th Airlift Squadron, Air Mobility Command, and the . Crew members and their roles that day were Maj Christopher Valliere as Aircraft Commander/Pilot, Capt Charles Storm as Copilot, and MSgt John Beal and TSgt Lynzey Thornton as Loadmasters.

16 The Mobility Forum Safety Officer of the Year

Capt Nicholas Rapp 19th Airlift Wing, Little Rock AFB,

CAPT NICK RAPP is the Chief of Flight Safety at the 19th Airlift Wing, Little Rock AFB, Arkansas. He is responsible for ensuring C-130J operations involving 15,700 flight hours per year are safely executed at the 19 AW. He is also a C-130J instructor pilot and flies for the 41st Airlift Squadron at Little Rock AFB. As Chief of Flight Safety, Rapp is responsible for the flight safety of the world’s largest C-130 base. He works with Little Rock AFB’s tenant units from the Air Education and Training Command, Arkansas , and Air Force Reserve Command to promote a proactive safety culture that contributed to zero Class A or B mishaps the past four years. During his last deployment to Afghanistan, he earned an AFCENT Aircrew Safety Award of Distinction for his leadership and actions during an engine loss immediately after takeoff, saving five lives and a $78 million aircraft. Additionally, Rapp led investigations into several C-130H/J Class C and D mishaps; his subsequent recommendations reduced potential future mishaps. Also, his work with Military Flight Operations Quality Assurance analysts to troubleshoot C-130 issues and determine solutions resulted in fewer unstable approaches. Raised in the St. Louis area, Rapp commissioned in 2008 through the ROTC program at Southern University at Carbondale. After Undergraduate Pilot Training at Whiting Field Naval Air Station (NAS) in and NAS Corpus Christi in Texas, he was selected to fly the C-130H and helped stand up the 537th Airlift Squadron at Joint Base Elmendorf-Richardson in Anchorage, Alaska. He later transferred to the 52d Airlift Squadron at Peterson AFB in Colorado. He transitioned to the C-130J, was assigned to the 41st Airlift Squadron, and has flown over 250 combat sorties in support of Operation Freedom’s Sentinel and Operation Resolute Support.

Spring 2018 17 Flight Safety NCO of the Year

MSgt Nicholas Mueller 305th AMW, Joint Base McGuire-Dix-Lakehurst, New Jersey

MSGT NICHOLAS MUELLER is the Flight Safety NCO for the 305th Air Mobility Wing (AMW), Joint Base McGuire-Dix-Lakehurst (JB MDL), New Jersey. He is responsible for implementing and managing the 305 AMW Flight Safety program, which oversees 12 units over five wings. Mueller engages with commanders, supervisors, and Unit Safety Representatives, providing oversight and guidance to ensure safe flying and maintenance operations. He seamlessly integrates 305 AMW Flight Safety operations with the (ABW), a host unit that provides installation support to 88 DoD mission partners that include Army, Navy, Marines, Air Force, FBI, and USDA. His background is in KC-10 and C-17 maintenance, including Isochronal and Home Station Check Inspection, Section Chief, Dock Chief, Flying Crew Chief, Propulsion, Aerial Repair, and Military Qualification Training Program Instructor. Over the past year, Mueller led 11 wing-level programs; he was recognized as a Superior Performer by the AMC Inspection Team during the 2017 Unit Effectiveness Inspection. Additionally, AMC benchmarked two of his programs. Specifically, his Flight Safety Go-Binders were recognized as a best practice. He also trained 12 Logistics Readiness Management Instructors in a Privileged Information training course, authorizing them to present relevant mishaps to the Maintenance Group, resulting in an 8 percent decrease in mishaps from the previous year. Mueller highlighted several airframe safety deficiencies to higher headquarters. One of them, a material deficiency with the C-17 main landing gear (MLG) shimmy damper, led to numerous MLG cracks and resulted in a fleet-wide replacement order. AMC Safety also asked Mueller to act as a safety representative for the Mobility Guardian exercise. His expert awareness and safety direction of 26 international partners resulted in the safe operation of 54 aircraft over 612 missions and zero mishaps during Mobility Guardian.

18 The Mobility Forum Occupational Safety NCO of the Year

MSgt Justin Musall 735th AMS, Joint Base Pearl Harbor-Hickam, Hawaii

MSGT JUSTIN MUSALL is the Safety Superintendent for the 735th Air Mobility Squadron, Joint Base Pearl Harbor-Hickam, Hawaii. He implemented the commander’s safety program and provided safety program oversight and support to AMC’s busiest en route squadron in the Western Pacific, including detachments in Australia and New Zealand. He monitors the annual movement of approximately 110,000 passengers and 20,000 tons of cargo over 9,000 missions. Musall guided his unit to a perfect AMC Safety inspection, the first ever en route to accomplish this feat. Additionally, he identified an underground fuel tank fire hazard, bringing the Joint Base, Pacific Air Force, and Army and Air Force Exchange Service together to implement a quick resolution and avert potential fatalities and over $200 million in damages. He also identified the cause of four on-duty traumatic brain injury mishaps, which led to a 30-day awareness campaign. Musall was selected to co-author a Career Field Education and Training Plan and on-the-job training toolbox, which standardized upgrade training. He also instilled a sound safety culture—his unit secured six of eight group and wing quarterly safety awards. Plus, one individual identified improper tire servicing PPE, which led to an Air Force-wide policy change and garnered an Air Force Safety Well Done Award. The unit also won the 515th Air Mobility Operations Wing, FY17 Outstanding Achievement Award for Occupational Safety. Born in Crawfordsville, Indiana, Musall joined the USAF in June 2004 and spent his first eight years as an Electronic Warfare technician before retraining into Safety. His dedication to service earned him the FY17 AMC Occupational Safety NCO of the Year Award, which joins numerous other awards, honors, and achievements he earned within and outside the safety arena during his career.

Spring 2018 19 Outstanding Achievement Award for Weapons Safety

TSgt Joseph Stanley 22nd Air Refueling Wing, McConnell AFB,

TSGT JOSEPH STANLEY was Weapons Safety Manager for the 22nd Air Refueling Wing (ARW) at McConnell AFB, Kansas, from January 2015 until September 2017, where he revamped the 22 ARW Weapons Safety program. He was responsible for implementing and overseeing the Weapons Safety program and explosives activities, as well as providing safety oversight and support to four tenant units. This included explosives operations, storage facilities, and 14,000 pounds of explosives. Stanley ensured compliance of explosives safety standards for 19 base organizations across four MAJCOMs. He conducted safety inspections and oversaw 44 unit representatives to ensure regulatory compliance—protecting 6,200 personnel and $3.1 billion in assets. While deployed to Bagram Airfield, Afghanistan, as the 455 AEW Weapons Safety Manager, Stanley was an integral part of Operation Freedom’s Sentinel and Operation Resolute Support. He aided Weapons Safety Managers in Kandahar and Jalalabad, ensuring the protection of an aircraft parts store valued at $19 million. Stanley expertly managed a Weapons Safety program for CENTCOM’s busiest logistics hub and safely intertwined personnel and equipment with over 2.3 million pounds of net explosive weight. Additionally, he played a role in the first operational use of the MOAB (Massive Ordnance Air Blast), which afforded him a chance to be on a chase plane to watch it being dropped. In September 2017, he was appointed Munitions Systems Section Chief and Delegate Munitions Accountability Systems Officer for the 22d Maintenance Squadron, Ammo Flight. Originally from Green Bay, Wisconsin, Stanley entered the Air Force in 2002. He began his career as a Munitions Systems Apprentice before serving in various other positions and fields. Assignments prior to McConnell AFB include Davis-Monthan AFB, Arizona; , Republic of Korea; and Eglin AFB, Florida. He has deployed in support of Operations Iraqi Freedom and Enduring Freedom.

20 The Mobility Forum RiderCoach of the Year

SrA William B. Johnson 60th Air Mobility Wing, Travis AFB,

SRA WILLIAM B. JOHNSON has led the Motorcycle Safety Program for , California, since 2016. As the Program Manager for Motorcycle Safety there, he manages the Motorcycle Refresher Course training and serves as the Chief Sport Bike Instructor. He is responsible for approximately 614 riders at Travis Air Force Base and must ensure that all riders are current on training requirements and that all riders attend the Motorcycle Refresher Course. In addition to keeping Airmen current on training, Johnson also worked hand-in-hand with local law enforcement agencies and California Highway Patrol during 2017 to organize pre-season briefings concerning upcoming laws, hazard identification, and the importance of wearing the proper personal protective equipment. Additionally, he created a reimbursement program to provide funding for all motorcycle related training after the existing contract expired. This reimbursement program saved Travis Air Force Base $57,000 annually and reduced personnel workload by 50 percent. As the Chief Sport Bike Instructor, Johnson organized three mentorship rides that spanned five squadrons; he also taught 60 riders methods to inspect their motorcycles, cornering and leaning techniques, and ways of combating highway hypnosis. Born in Clover, , Johnson joined the Air Force in 2012. He participates in motorcycle track days throughout the state of California. Of all tracks he has had the opportunity to visit, he considers his favorite to be Mazda Raceway Laguna Seca on California’s central coast. He currently works as an Occupational Safety Journeyman at Travis Force Base following a period of service at in North Dakota.

Spring 2018 21 Distinguished Motorcycle Safety Award

SSgt Lance Hughson

436th Airlift Wing Safety Office Dover AFB,

The 436th Airlift Wing Safety Office, unit Motorcycle Safety Representatives, and six on-base RiderCoaches manage a highly effective Motorcycle Safety Program at in Delaware. Their outstanding efforts resulted in zero Class A or B mishaps for the third year in a row and earned the group’s receipt of Air Mobility Command’s Distinguished Motorcycle Safety Award for 2017.

SSgt Lance Hughson from the 436th Airlift Wing Safety Office took the lead for managing the Dover AFB motorcycle safety program. He orchestrated the 11th Annual Motorcycle Safety Day on April 28, 2017, hosting the Delaware Office of Highway Safety, seven area motorcycle vendors, as well as numerous local motorcycle law enforcement officers. Throughout fiscal year 2017, Hughson oversaw the six qualified RiderCoaches and ensured 96 Dover AFB riders were effectively trained and licensed.

Approximately 250 riders attended the Motorcycle Safety Day event, which started with a mandatory pre-season briefing that Hughson developed and presented. This was followed later in the day by a training session on the airfield taxiway at Dover, where riders enjoyed the rare opportunity to practice high speed braking exercises. The successful Motorcycle Safety Day enabled motorcycle riders from throughout the base to get together and participate in events and/or displays that emphasized safety.

22 The Mobility Forum Outstanding Safety Civilian of the Year

Mr. Richard Galley 43rd AMOG, Pope Army Air Field,

MR. RICHARD GALLEY is the Flight Safety Manager for the 43rd Air Mobility Operations Group (AMOG), Pope Army Air Field, North Carolina. Working with commanders, supervisors, and safety representatives, his guidance ensures safe maintenance and flight operations. His responsibilities include implementation and management of the aviation safety program for AMC’s second busiest en route airfield. His oversight and support provides for the safe operation of 22 landing zones/drop zones with 33,000 aircraft operations annually. His accomplishments include securing an Outstanding Performer rating in the AMC Unit Effectiveness Inspection; his flight safety program was rated Highly Effective. Galley was also awarded the 43 AMOG Staff Agency Outstanding Civilian (Category II) of the Year 2016. He wrote the group’s BASH Plan, which implemented USDA support and yielded a reduction in wildlife strikes in excess of 50 percent. Also, his revised Mishap Investigation Response Plan ensures the timely response to aviation accidents under the 43 AMOG organizational structure. Among his career accomplishments, Galley volunteered as investigating officer of a Class B aviation mishap, sponsored two safety investigation boards (SIBs), and trained more than 30 SIB members and 10 squadron assigned flight safety officers. He is a graduate of the Air Force Safety Center Risk Management Course, is an OSHA 30-hour certificate holder, and is certified by the American Society of Safety Engineers. Galley hails from Salisbury, Pennsylvania, and has a master’s degree in Air Operations. He began his civil service career in 2016 after serving 23 years in the Air Force. In his military career as a C-130 navigator, he amassed nearly 3,000 flight hours and culminated as a flight safety officer. Prior to Pope, he and his family resided at Mountain Home AFB, Randolph AFB, Little Rock AFB, Ramstein AB, and Scott AFB.

Spring 2018 23 So That’s What I Signed Up For?

BY MS. JANET PURDY, STAFF WRITER

few years back, my family was looking for a Saturday activity that was close, fun, and touristy. As we Asearched, we came across a nearby state park with sand dunes. We didn’t have our own all-terrain vehicle (ATV) but found a recreational shop that would give a guided dune buggy ride. We were PUMPED! It looked like so much fun! In all of the excitement, I neglected to actually consider what I was about to do. I was just looking forward to a little time in the sun on the sand.

There I was—with my husband and 3-year-old son—buckling up in the back seat. As we took off on this adventure, our “chauffeur” began to pick up speed and head toward the dunes. The closer we got, the higher the dunes looked. And, to my surprise (or stupidity), there were numerous other ATVs driving randomly, hauling @&*. It appeared there were no designated trails (duh), just 25- to 75-foot dunes and 1,800 acres awaiting us on this adventure.

Don’t get me wrong, it was a blast until we flew straight up a dune, unable to see what was coming up the other side.

24 The Mobility Forum SAFETY CULTURE

It was a blind crapshoot. It’s an easy adventure. Unfortunately, there are 2. ATVs are designed to be operated way to get a rush but also an easy way grave statistics (no pun intended) off-road. Avoid riding on paved to meet another ATV face-to-face or to when it comes to recreational ATV roads, as this increases the chance roll over to avoid a head-on collision, use. As reported in January 2017, for an accident. possibly in mid-air. Although whip the Consumer Product Safety flags that enable you to see an ATV Commission (CPSC) had received 3. Never ride under the influence of above the tops of dunes are typically reports of 14,129 ATV-related deaths alcohol or drugs. required, the reaction time is brief. that occurred between 1982 and 2015. However, data collection for 2013– 4. ATVs are designed for a specified For a moment, I wondered if maybe 2015 is ongoing, and the number of number of passengers. Don’t I was just inexperienced and didn’t deaths is expected to increase before exceed this number. understand the pattern of travel. At the next annual report is prepared. that point, I didn’t really want to know. These may merely be numbers to you, 5. Ride an ATV that’s appropriate The driver seemed confident and, hey, but they represent family members, based on your age. people do it all the time, right? friends, and coworkers. That’s when safety hits home. 6. Supervise riders younger than 16; We finished our dune buggy ride ATVs are not toys. that day with smiles, a few anxious Not all accidents can be avoided and, as moments, and a memory of a lifetime. I thought when flying up the sand dune, 7. Inspect your ATV before each ride: I haven’t been back—they no longer people do it all the time, right? But there handlebars, tires, fuel, and fluids. offer guided dune buggy rides—but I are tips for ATVs that can reduce the have many friends who frequent the chances of an injury or fatality. 8. Take a hands-on ATV safety course. dunes often with their own ATVs. It’s a great tourism attraction to boost the STANDARD GUIDELINES: Bottom line: think safety! economy in a small, rural town. 1. Always wear a Department of Transportation-compliant helmet, That was the good news. However, goggles, long sleeves, long pants, not everyone has a successful over-the-ankle boots, and gloves.

DID YOU KNOW… Not all off-road vehicles are the same, and the All-Terrain Vehicle (ATV) is often confused with the Recreational Off-Highway Vehicle (ROV). But there are actually some very significant differences between the two, even if both types of off-roaders are four-wheeled and used for similar types of recreation.

Controls ROVs have a steering wheel, acceleration foot pedal, and a brake foot pedal; they are driven. ATVs have a handlebar for steering, a throttle controlled by pushing a thumb lever next to the handgrip, and hand lever(s) for front and/or rear brake(s) and a foot pedal for the rear brake. Unlike ROVs, ATVs are ridden instead of driven.

Operators And Passengers ROVs currently in the market are designed for an operator age 16 or older with a valid driver’s license and one or more passengers. They generally have seats situated side by side (or a bench seat) and are equipped with operator and passenger seat belts. They are also equipped with a rollover protective structure, side retention features (hard plastic doors or sturdy canvas netting) and handholds.

Spring 2018 25 Bronze Star Recipient Reflects on Dirt Strip Operations in Syria Lt Col Robert Rayner received the Bronze Star Medal November 21, 2017, during a ceremony at Joint Base McGuire-Dix-Lakehurst, N.J. Rayner served as the senior airfield authority in Northern Syria in support of BY MS. KIM KNIGHT, STAFF WRITER Operation Inherent Resolve November 2016 to February 2017. USAF photo by TSgt Gustavo Gonzalez

t Col Robert Rayner, “Receiving the Bronze Star was an security forces, was tasked with Commander 921st incredible honor,” he said, “but I increasing throughput of ammunition, was representing the group. I served cargo, or whatever was needed to get to Contingency Response with roughly 70 Airmen from the the front lines in the fight against ISIS. Squadron, Travis AFB, Contingency Response Wing and L another 40 from AFCENT,” he said. “We arrived in the middle of the night,” CA, part of the the 621st Contingency Response Wing he continued. “We stepped off the Rayner explained the events leading aircraft and personnel met us and took at JB McGuire-Dix-Lakehurst, up to the deployment. us to a few tents. The next morning, we recently received a Bronze received an overview of the security Star for his efforts in Syria “We open air bases in places where environment and immediately started that helped coalition forces there’s a dirt landing zone or maybe working operations the next night. a runway without any infrastructure. Our mission objectives were account- eliminate ISIS in key regions. Our mission statement sums it up ability, security, and safety. My chief However, he is quick to well—we rapidly deploy elite mobility responsibility was to ensure continuous recognize the contributions Airmen anywhere in the world to meet mobility operations.” of all Airmen he served with America’s objectives. On November 3, we learned of a potential mission to While there, the Airmen ensured the while there. open an airbase in northern Syria.” safe operations for mainly C-130 and C-17 aircraft. Obstacles included the Turns out the dirt strip had no weather—this was during the cold, perimeter, no walls, no wire, and wet months in Syria—and limited no entry control points. The team of equipment and personnel early in the around 100 Airmen, which included assignment to assist with continuous

26 The Mobility Forum AMC NEWS

airfield and camp construction We only had six Airmen unloading Members of the AirOps team in Northern Syria projects. Communication with the host airplanes for 60 days, which is in support of Operation Inherent Resolve. nation was also a challenge, and forces mindboggling but says a lot about USAF photo by SrA Jordan Castelan faced threats from insurgents, too. CRW Airmen.”

“We were always mindful of the Rayner said the deployment was the but more than 50 of the Airmen threat,” said Rayner. “We had no highlight of his career thus far. When on his team were also awarded instances of direct threat to the camp the 921 CRS departed on March 1, a decorations upon their return. while we were there. But without a full perimeter surrounded the base and perimeter, we were always on edge its multiple living facilities. “It was an incredible mission knowing what could happen. We supported by incredible Airmen. teamed up with coalition forces to aid “Operations increased over 300 We learned the importance of in our protection, but we were our percent while we were there,” he said. always training hard because you own force protecting that airfield.” “We established enduring airfield never know when or where we will processes and landing zone operations, be called up next to support.” Rayner stated his proudest moment and then we handed it over to a newly was witnessing the initiative and formed squadron. We gauge our The 621 CRW is a bi-coastal unit posture of the Airmen during night- success by how a mission continues located primarily at McGuire Air time operations. “From the Joint after we leave, and this mission Force Base, New Jersey, and Travis Operations Center, there was a video continued in our absence. All of the Air Force Base, California. The wing feed where I could observe download Airmen involved in the effort deserve is comprised of more than 1,500 operations. Night after night when the recognition for their hard work.” uniquely skilled Airmen who main- loadmasters opened the cargo doors, tain a mission-ready, mobile force three forklifts would be positioned Not only was Rayner recognized for that is deployable within 12 hours single file ready to begin the down- his leadership during this mission, of notice. load. This level of readiness ensured limited ground times for aircraft, which expedited their departure from the combat environment.” The Bronze Star, which dates back to World War II, is awarded for heroic achievement or meritorious service in combat zones. The 621st “We challenge our Airmen in Contingency Response Wing at Joint Base McGuire-Dix-Lakehurst, New austere environments like this, and Jersey, recently hosted a Bronze Star Medal ceremony for seven Airmen I’m incredibly proud of what we who established crucial air hub operations during Operation Inherent accomplished,” he explained. “Every Resolve. In addition to Rayner, the other six recipients were Col Rhett D. Airman knew the importance of the Champagne, Lt Col Blaine L. Baker, Capt Jacob W. Becker, Capt Andrew mission and saw firsthand how their T. Schnell, SMSgt Christopher W. Wright, and SMSgt Ricky Smith. efforts affected the war against ISIS.

Spring 2018 27 The Strategic Airlift Capability in Pápa, Hungary: A Dozen Nations, a Single Mission Pápa

BY MS. KIM KNIGHT, STAFF WRITER

n its efforts to help protect countless memorandum in 2008, and Pápa Air with different values, which sometimes locations around the world, the U.S. Base became home to the program. requires different leadership styles. But Air Force sometimes sets up shop everyone here wants this to succeed, so outside the continental United States. Three C-17 aircraft delivered in 2009 it is a great opportunity and honor for IThus, working with other countries is are Hungarian flagged, and SAC me to lead them.” nothing new, but one partnership is a bit organizations employ approximately different from all others. 260 multinational military and civilian The unique setup is outside any personnel in Pápa. It is considered command structure led by independent The Strategic Airlift Capability (SAC) a Smart Defense initiative—a military organizations, and the program in Pápa, Hungary, is an cooperative and cost-effective way of commander selection method is international effort established in thinking about defense—and Gohn- unique, too. Four of the nations— 2008 to provide airlift needs for its 12 Hellum thinks it has proven a success Norway, Sweden, the Netherlands, participating nations: Bulgaria, Estonia, story in Europe. and the United States—are bigger Hungary, Lithuania, Netherlands, than the others and thus have access Norway, Poland, Romania, Slovenia, “Those collaborations don’t always to six leadership positions. Concept and the United States—along with work out, but everybody is getting of Operations (CONOPS) has defined NATO Partnership for Peace nations what they need with this program,” he who will lead, and when, during the Finland and Sweden. Col Bjorn Gohn- said. “We operate within the budget program’s 30-year duration. Hellum of the Norwegian Air Force is and have reliable mission capable commander of the member nations’ rates for aircraft. Those two factors “When I leave,” explained Gohn- personnel in the Heavy Airlift Wing help make this work, plus the nations Hellum, “the U.S. vice commander, that operate the SAC C-17s. are thrilled to have access to a fleet of Col James Sparrow, takes over, and C-17s. We don’t have that access in then it alternates between those “I am guided by the SAC Steering Norway, so it’s an aircraft I personally four nations—but always with a Board, which is an independent wouldn’t have been able to fly.” commander or vice commander military organization,” he explained, from the United States. The next time adding that the program gives As a Norwegian, he is having the time Norway commands is 2029, which is smaller nations in Europe access to of his life and feels lucky to be there. one reason I feel very fortunate.” military capabilities they otherwise could not afford. Indeed, the lack of “Blending a dozen nations into a Being at the right place at the right airlift capability in many European single unit is very different, even from time has taught him how much there nations surfaced during the in anything in the United States. I came is to know about C-17s. “In addition Afghanistan. The concept then was to here a little naïve, thinking people are to aircraft access, Europeans get high create a unit akin to NATO AWACS, people regardless. I quickly learned we quality training about maintenance so the 12 nations signed a 30-year all come from different backgrounds and safety procedures from the U.S.

28 The Mobility Forum AMC OPS

Air Force,” he added. “This unit is like a little university. People that come here learn, train, and then return home with much more knowledge.”

So how are day-to-day mission operations determined and conducted? According to Gohn-Hellum, the 12 nations have a specific share of the number of flight hours relative to the total number of people there. Normally, flights consist of crews and planners from multiple nations. “A C-17 mission may carry one or two U.S. personnel, one Norwegian, one Netherlander, and one Swede. Working in this SAC carried Swedish forces to the island of Gotland in the Baltic Sea for exercise Aurora 17, Sweden’s environment can be a complicated largest exercise in 20 years. setup, but we are all trained in U.S. Photo by Capt Henrik Gebhardt Air Force procedures so it works,” Additionally, nations discuss strategic airlift needs at quarterly conferences, and they can withdraw from a mission they feel is too risky.

Early in the SAC program, about 80 percent of missions were to and from Afghanistan. Many still are, as well as to the Middle East, Africa, and within Europe. A recent example was evacuating Dutch citizens after a hurricane; other notable missions include humanitarian support efforts during the 2010 hurricane in Haiti and flood in Pakistan. SAC supported exercise Saber Guardian 2017, with air drop and air land operations in Bulgaria “We fly forces into exercises and provide and Romania. strategic airlift—we’ve done an airdrop Photo by Capt Henrik Gebhardt into Romania from Hungary, and we deployed to Italy to airdrop munitions into Germany. But we do other cool stuff, too,” he added, citing tactical procedures, assault runways, air refueling, night vision goggles, and air evacuations.

Gohn-Hellum said when his tenure ends, he will return to Norway with great memories of the C-17 experience and of being commander in a true multinational unit. “The variety of what we do is huge, and being independent, operating without guidance from a command structure, has been a unique Since 2009, the SAC team based at Pápa Air Base in Hungary have provided strategic airlift for its and rewarding experience. I have 12 member nations. grown a lot!” Photo by Mr. Tamas Fekete

Spring 2018 29 A Short Ride with a Lifelong Lesson

BY MR. BILL FLEGLER, AS TOLD TO MS. ARYN KITCHELL, STAFF WRITER

30 The Mobility Forum MOTORCYCLE CULTURE

hen I talk with people “I had spent years with a sheriff’s department who ride or are going to ride, I want them and EMS, so I knew what NOT to do. I’ve to understand that Wthey’re going to go down eventually; watched people get up off the ground and then it’s just a matter of when and how bad. crumble like a sack of potatoes and die.” If you’re not willing to accept that, you probably shouldn’t ride. All of this raced through my mind as me in the ambulance, I started to My worst wreck was my fault. A good I approached the curve. I looked back lose comprehension of the situation. friend wanted a new motorcycle, and at my group. I got it into the ditch I remember the ambulance and its my ride group went to Oklahoma and started to turn sideways—kind lights, and I remember getting to the City to pick it up. We got going early of what we call “flat track mode,” emergency room but not much else that morning, looked at two or three when the tire is straight but the back until I woke up in intensive care. I motorcycles, finally found him one, end is coming around to try to scrub learned what was broken and how came back home, and decided to do off speed as fast as possible. The bad everything was. The doctor said stuff to the bike. We started working guys still tell me it is some of the best if I had been going a few more miles on it, and next thing we knew, it riding they have ever seen. per hour, I would have been dead. was after midnight. That’s when we I broke all thoracic vertebrae, broke decided to go for a ride. I slowed to about 30 mph when the foot ribs, punctured a lung, and punctured peg caught in the dirt. It was like hitting a kidney. I didn’t break my skull, but We weren’t drinking or doing anything the end of a bungee cord—it launched I had a severe concussion and eight ornery; we had just been up for a long me off the bike. I hit a half-inch steel stitches in my head. I didn’t break my time. I was always the guy up front cable that runs in between metal posts neck, but I had serious whiplash. Turns since I had the most experience. Our filled with concrete. I skidded down out the best thing I did was have my group consistently did the same core the cable, trying my best to do a tuck group hold me down at the scene. route and then mixed it up after that. and roll to avoid impact, then hit the We had gone that way hundreds of first steel post with the right side of my I was in intensive care for three days times. I wanted to do a shorter ride body. That impact flipped me around so and remained in the hospital another that night, but I wanted to go by the I skidded further and hit the next post two days. The bill was almost $18,000. lake, which is usually at the end of our with my head. I didn’t have a helmet on Repairs to my motorcycle were less than route. I flipped it around so we could and felt my jaws snap closed. My body $1,000, as it was virtually undamaged. go to the lake first. came to rest there. After I healed, my best friend con- The weather was perfect for a I heard all the guys stopping, vinced me to go for a short, easy ride midnight ride. Coming around the hollering, and freaking out. I told alone so I could figure out if I wanted lake on our original route, I could one friend to hold me still and not to ride again. I did that ride and I’ve roll about 60 mph. Doing that route let me move no matter how much I kept riding since. Now, though, I am backwards, we needed to slow down begged him, then told him to call 911. I conscious about curves and work to because of a nasty curve. I tapped my asked others to hold my neck and my get better at them. I still have flash- brakes repeatedly to tell the five guys head still and asked another to hold backs, too. The post I hit is still there behind me to slow down and watched my body down. I knew something and still has my blood on it. Seeing my mirrors to make sure nobody was seriously broken—possibly my it reminds me that the wreck was no came up on me. As we approached the neck—and I didn’t want to worsen one’s fault but my own. It also reminds curve, I realized I wouldn’t be able to my injuries. I had spent years with a me that no matter how good I am or shut down in time to make the curve sheriff’s department and EMS, so I how long I ride, things can happen. safely. My next thought was to find knew what NOT to do. I’ve watched my exit strategy. I recognized a ditch people get up off the ground and then Like I said before, if you ride long that I knew was soft, grassy, and not crumble like a sack of potatoes and die. enough, you will likely go down, too. too deep. I wanted to get in the ditch, I hope my story serves to remind you scrub some speed off, slow it down, I stayed calm despite the pain. When of that—in a less expensive and less and lay the bike down. the paramedics arrived and loaded painful way than I experienced.

Spring 2018 31 3 Steps to Tornado Safety

BY MS. JANET PURDY, STAFF WRITER

pproximately 1,200 tornadoes per year strike the United States, and they can occur anywhere at any time. There are areas with a Ahigher prevalence, but just because you have never seen or experienced one doesn’t mean you won’t.

A tornado is a violently rotating column of air that extends from a thunderstorm to the ground and is typically visible as a funnel

32 The Mobility Forum SEASONAL CONSIDERATIONS

cloud—but not always. Thunderstorms i Large, dark, low-lying clouds. areas have opt-in text and email alert that produce tornadoes typically come systems, and some have telephone with lightening and hail as well. These i Strong, persistent rotation in the notification systems through a Reverse threats make it imperative to prepare, cloud base. 911 system. Check with your local remain weather aware, and take emergency management agency for appropriate action! i Whirling dust or debris on the information on available options for ground under the cloud base. your area. PREPARE! i Hail or heavy rain followed by TAKE APPROPRIATE ACTION! Tornadoes can come quickly. As a either dead calm or a fast, intense precaution, identify your shelter wind shift. Many tornadoes are Severe thunderstorm and tornado ahead of time, whether at home, work, wrapped in heavy rain and can’t watch alerts are typically issued hours school, etc. be seen. in advance of an impending weather event. A tornado warning, though, is i The best shelter is a safe room i Loud, continuous roar or a rumble not issued until a tornado has been built to criteria established by the like a freight train. sighted or indicated by weather radar. Federal Emergency Management Therefore, a warning may not provide Agency (FEMA) and the Numerous resources and weather much time to prepare. International Code Council. alerts can keep you advised of impending severe weather. Local Once a warning is issued, take shelter i A house with a basement is police and fire departments, immediately! If at home, work, school, another recommended shelter. emergency managers, FEMA, the or other frequented location, you Federal Communications Commission, should already have your shelter i In the absence of those two, the National Oceanic and Atmospheric identified. If not, seek a safe location stay on the lowest floor in Administration, and private industry and cover your head. a small center room such as are working together to make sure a closet or bathroom, under you can receive alerts and warnings If you are in your vehicle, seek the a stairwell, or in an interior quickly no matter where you are: nearest sturdy shelter or drive out of hallway with no windows. home, school, work, or elsewhere in the storm’s path, if you have time. Cars the community. can easily be tossed and destroyed. Additionally, be sure to plan for covering over your head (e.g., Public alert systems include warnings Tornadoes can be destructive and blankets, mattress, or pillows). through broadcast, cable, and satellite unpredictable. Be prepared, be weather communication, as well as radio. Many aware, and take appropriate action! REMAIN WEATHER AWARE!

When predicting severe weather, Tornado Watch: Tornado Warning: forecasters begin looking a day or Tornadoes are possible. A tornado has been sighted or two in advance at the development of Remain alert for approaching storms. indicated by weather radar. temperature and wind flow patterns that may cause enough moisture, instability, lift, and wind shear to WEATHER ALERT MOBILE APPS produce tornadic thunderstorms. • FEMA: www.fema.gov/mobile-app This advance notice allows you to • American Red Cross: monitor the weather and watch for the www.redcross.org/prepare/mobile-apps following signs of a potential tornado: • The Weather Channel: www.weather.com/apps

Spring 2018 33 Feeding the Hungry with Humanitarian Aid

BY 1 LT JUSTIN CLARK, “It’s really a twofold mission,” said MSgt Drew Cheek, loadmaster with 300 AS, offloads humanitarian aid cargo from a C-17 315 AW PUBLIC AFFAIRS Lt. Col. Mark Pool, director of opera- aircraft in Managua, Nicaragua. The 315th tions for the 300th Airlift Squadron. Airlift Wing delivered the donated cargo to “We get to deliver the Denton cargo, humanitarian organizations, which provided ver 130,000 pounds of and we get a lot of really good train- an estimated 5.4 million meals to children in extreme poverty in Nicaragua and Haiti. humanitarian aid was ing out of it as well. We fly a lot from airlifted to relief organiza- Charleston to Europe, downrange, USAF photo by 1 Lt Justin Clark Otions in Central American and to AORs, but not that often do and Caribbean nations by the 315th a lot of our young pilots and young In total, the cargo included over Airlift Wing, Joint Base Charleston, loadmasters get to fly into these 110,000 pounds of food, primarily in Feb. 5, 2017 during a training mission smaller countries that have a lot more the form of dry rice and soup mixes, that carried cargo as part of the Denton difficult approaches, in non-radar as well as over 9,000 pounds of school humanitarian program. environments, with a lot more terrain supplies, children’s clothing, toys and involved. The mountainous environ- stuffed animals, bicycles, and medical The cargo, which mainly consisted of ment adds that extra level of training equipment such as wheelchairs, food, was donated by outreach groups that we don’t get in a lot of places.” walkers, and canes. In Nicaragua, the and humanitarian organizations cargo was delivered to World Mission within the United States. It provided Pool explained that the primary Outreach, a charitable organization an estimated 5.4 million meals to reason for the mission is the training that distributes it to local children. nearly 285,000 people—primarily benefit to the Reservist aircrews, who children—in Nicaragua and Haiti. conducted , navigated “It’s a sense of pride with helping through multiple countries’ airspace, out,” said Noble. “We’ve done a The 315th Airlift Wing flew two Joint and offloaded cargo with limited couple of these missions, and the Base Charleston C-17 Globemaster III ground support. crews really come together—it’s a aircraft for the Super Bowl weekend good bonding experience.” missions to Haiti and Nicaragua. In “You really see how many people you addition to providing humanitarian helped with all those pallets of cargo,” The Denton program, named relief, the mission also served as a said SrA James Noble, loadmaster for former Senator Jeremiah valuable training opportunity for the with the 300th AS. “It’s definitely a Denton, allows private citizens Citizen Airman aircrew. great feeling.” and organizations to use space

34 The Mobility Forum AMC NEWS

Much of the food is used in daily “That way, students learn the feeding for up to 20,000 children, fundamentals of how to bring food many of whom live in slums and in to their tables no matter what, and We’re not just orphanages in Haiti and Nicaragua won’t be dependent on donations,” giving them and receive one hot meal per day said Sowards. “We’re not just giving through World Mission Outreach’s them food, we’re also teaching them food, we’re also distribution program. For many it is how to grow it themselves.” their only meal. teaching them “We work in extreme poverty,” “I’ve been to Haiti, and had a minister said Donna Wright, World Mission how to grow it there come up to me to shake hands Outreach founder. “It’s not that with tears in his eyes,” said Cheek. we want to do this long-term or themselves.” “He said ‘I’m in charge of feeding 10 forever—you hope to get them out of thousand kids and we ran out of food that poverty eventually—but it’s the last week, and you just showed up with children who really suffer.” available on military cargo planes 60,000 pounds of rice.’ Whenever you to transport humanitarian goods have people who come up to you and Wright explained that malnutri- to countries in need, without any talk to you and say things like that, tion was a severe problem in the added cost to the recipient nation that’s a huge difference. You know it’s poor areas of Nicaragua, and that or the Department of Defense. going to somebody who needs it.” the feeding programs create a major impact on sustaining the “You see the impact of what you’re Once offloaded and cleared through poorest children. doing,” said 1 Lt Stewart Calder, customs, the cargo was handed co-pilot with the 300th AS. “It’s over to the aid organizations, which “If a child doesn’t get anything but good training for us. It’s sometimes distribute it to multiple schools, a half a cup of rice per day, it would challenging flying into these places, orphanages, and the needy. The sustain them,” said Wright. “The and it’s nice because what you’re valuable food is monitored by the people will tell us that before we doing is very tangible.” outreach organizations to ensure that started feeding them, their children it is distributed appropriately, and were sickly and unhappy. But now MSgt Drew Cheek, loadmaster with not resold on the black market or they’re happy, they’re healthy, and the 300th AS, said that the duration otherwise pilfered. when we take things to them we’ll and timing of the mission helps to play with them, and they love on us, train the drill-status reservists. Amanda Sowards, mission director and when the children start loving at World Mission Outreach, said that on you like that, that’s worth all the “It’s a quick and efficient training the donations totaled $60,000 worth hard work.” for traditional reservists who have of food, which is enough to provide a Monday through Friday jobs,” said total of 5.4 million meals. Wright said that some of the most Cheek, who also serves as an instructor difficult parts of providing aid were and evaluator to the younger “One shipment is the majority of securing the donations and the loadmasters. “Especially when there our food for the year,” said Sowards, logistics of transporting it from the are fewer of us, it’s better for training whose organization feeds 15,000 U.S. to their location. reasons because they get more time children per day at 70 locations hands-on.” throughout Nicaragua, including The staffs at the aid organizations schools and rural communities. personally give out wheelchairs, The U.S. Ambassador to Nicaragua, One shipment makes a tremendous medicines, vitamins, clothes, shoes, Laura Dogu, greeted the aircrew and difference, she said, and that without and other goods as they receive it. welcomed the valuable aid supplies these shipments their ability to provide when the first aircraft arrived. hunger relief wouldn’t be possible, The 300th and 317th AS are because local farmers don’t have the components within the 315th Airlift It was explained that these deliveries resources to provide the food needed. Wing, the Air Force Reserve unit show that the American people are still located at the Joint Base. The 315th willing to donate in order to help the Sowards explained that to promote and Joint Base Charleston have people of Nicaragua, who want the food security, they teach agriculture supported the Denton program since best for their families. classes in local schools. 1987, when it was established.

Spring 2018 35 ASAP | LOSA | MFOQA | CRM/TEM

AMC’s Aerial Port LOSA Proof of Concept 2016-2017

BY CAPT TIA M. AHLF, HQ AMC, STANDARDIZATION AND RESOURCES BRANCH, SCOTT AFB, IL

he Line Operations were collected from four major cargo Without the Safety Audit (LOSA) is hubs (McGuire, Travis, Yokota, and an observation program Ramstein) across four functional non-attributional Tdeveloped to gather safety- port areas (cargo in-check, pal- related data on environmental let buildup, load pull, and ramp environment conditions, operational complexity, operations). Contractors from the and human factor issues during LOSA Collaborative analyzed the established by the everyday operations. LOSA information and provided raw data contributes to proactive safety by to the Safety Investigation Board LOSA observers, identifying the threats Airmen face, the (SIB), initiating a Class E Safety common errors personnel experience, Investigation. The SIB concluded many of these and the best practices employed by the with a presentation to the AMC com- critical areas for workforce to recognize, mitigate, and mander in October 2017 that included manage threats and errors before an recommendations for improvement improvement would incident or accident occurs. and suggestions for preventing future mishaps. The SIB recommendations continue to go In 2016, an aircrew LOSA identified reinforced many things often high- errors in cargo configurations and lighted as safety interest items within unaddressed. airworthiness as threats to aircrew. the aerial port community. These cargo threats led Air Mobility Command (AMC) to embark on Aerial port operations are extremely enhances day-to-day aerial port a conceptual effort. AMC set out complex and require aerial porters operations but also directly affects to determine whether the LOSA to be trained and knowledgeable in the safety of aircraft and crews. LOSA methodology, which had proven multiple highly technical functions. observations can lead to the discovery beneficial to the operational arena, No commercial cargo airline expects and recommendation of command could capture valuable threat and its air transportation operators to be level action items. error management data within the air proficient in as many vastly different transportation community. roles. This requirement, along with This Aerial Port LOSA took place at the high ops tempo, results in an some of AMC’s largest, busiest aerial In September 2016, AMC initiated the unavoidably risky environment, ports. These ports provided the most Aerial Port LOSA Proof of Concept making the LOSA process of robust resources and proficiencies (PoC). AMC air transportation sub- identifying threats and errors and and likely gave the most accurate ject matter experts were trained as assessing risk management a valuable picture of AMC aerial port operations. observers to conduct the audit and safety resource. For this PoC, the audit team and SIB collect data that ultimately would members assumed that observations determine if the operational safety Use of all effective resources to at these locations provided a reliable program could be applied to aerial improve safety within the air representation of conditions at other ports. A total of 102 observations transportation community not only locations across the enterprise. This

36 The Mobility Forum RISK MANAGEMENT

SrA Daniel Romero, 62nd Aerial Port Squadron air transportation, secures cargo in preparation for airlift during a mobility exercise, December 1, 2017 on the McChord Field flightline at Joint Base Lewis-McChord, Wash. The exercise was intended to hone the ability of 62nd Airlift Wing and 627th Air Base Group Airmen to deploy forces and cargo anywhere, anytime utilizing global airlift. USAF photo by SSgt Whitney Taylor perspective was reinforced for the audit allows operations to con- AMC’s Aerial Port LOSA SIB members, who noted a lack of tinue normally and allows observers PoC was a success! The data standardization across the largest to capture authentic behaviors— captured provided a level of ports as one area of recommended opposite the angelic behavior often detail unavailable in any other improvement. Without the non- seen during IG inspections. These safety or inspection program. attributional environment established unveiled audits offer insight to the HQ AMC intends to expand the by the LOSA observers, many of most hard-to-capture threats in aerial program and conduct LOSAs these critical areas for improvement port operations. at more aerial ports. Future would continue to go unaddressed. LOSAs will audit additional Another Airman stated, “There’s a aspects of port operations, The significance of the anonymous growing stigma against performing such as special handling, aerial safety audit was demonstrated in an operations by the book, and those delivery, and load planning that interview with the LOSA observa- that identify non-compliance are will enable the command to tion team when an Airman stated, essentially ostracized.” The LOSA discover previously undetected “Many of the new Airmen do not feel forum illuminates issues that have or undisclosed safety concerns comfortable when they first begin to long been concealed—difficult to and develop actionable solutions drive forklifts, which may lead to a capture and correct—yet can greatly to improve the safety of Airmen mishap.” The non-invasive nature of affect the safety of Airmen. across the enterprise.

Spring 2018 37 MISHAP-FREE FLYING HOUR MILESTONES

A C-5M Super Galaxy assigned to the 22 AS takes off from Travis AFB, Calif. USAF photo by MSgt Joey Swafford

8,500 HOURS Col Joseph R. Olszewski MSgt Michael G. Schanck Lt Col Jack C. Barnes MSgt Robert T. Winovich 171 ARW, Coraopolis, PA Maj Daniel M. Horwitz TSgt Kirk M. Boring SMSgt Casey J. O’Connor TSgt William S. Paull 7,500 HOURS 2,500 HOURS 3,500 HOURS 171 ARW, Coraopolis, PA 171 ARW, Coraopolis, PA 171 ARW, Coraopolis, PA Lt Col Don Calkins Lt Col James P. Brown Lt Col Jason R. Luhn Maj Peter G. Chand 6,500 HOURS Lt Col John McCullough Maj Robert J. Guerriere Lt Col Michael Pasini Maj Benjamin A. Hodgdon 171 ARW, Coraopolis, PA Lt Col Walter R. Ransom Maj Ian W. Hurbanek Col Gilbert L. Patton Lt Col Scott B. Rushe Maj Brandon K. Loosli Lt Col Bryan J. O’Neill Lt Col William A. Schenck Maj Thomas J. Mahosky Lt Col Ross A. Paullet Lt Col Ryan J. Sherbondy Maj Gary W. McCullough Maj Scott S. Fisher Maj Shaun R. McRoberts 5,000 HOURS Maj Michael E. List Maj Robert E. Sheets 171 ARW, Coraopolis, PA Maj Jeffrey A. Wisser Maj Dana S. Stockton Col Raymond L. Hyland Capt Joshua H. Wood Capt Kelman A. Khersonsky

TO SUBMIT MISHAP-FREE FLYING HOUR MILESTONES: Send your request to: [email protected] HQ AMC/SEE, 618.229.0927 (DSN 779) Please submit as shown in the listings above (first name, last name, sorted alphabetically within rank).

38 The Mobility Forum QUICKSTOPPERS

BY MAJ JOSH MILLER, The Quest For Zero: Achieved! HQ AMC FLIGHT SAFETY

s of Thanksgiving 2017, Air Mobility Command had had a constantly climbing input rate since its inception. AZERO Class A or Class B open safety investigation Results from the MFOQA and LOSA programs identified boards for the first time in over 15 years. How does an unnecessary hazards that were subsequently mitigated, organization achieve a goal of this magnitude? demonstrating their importance as a cornerstone in the proactive safety realm. Finally, AvORM has morphed into a The answer is simple. This goal was achieved by the hard forward-looking, user-friendly tool that enables planners and work of all AMC Flight Safety Officers (FSOs), Flight Safety aircrew to identify current and future fatigue hazards. All of Noncommissioned Officers (FSNCOs), civilian safety this is made possible through the hard work and dedication professionals, and wing leadership across the command. of AMC’s safety professionals at home and abroad. Every day, AMC Flight Safety has the honor of working alongside these safety professionals who have proven they We at AMC Flight Safety would like to sincerely thank all are the best in the business. Proactive safety programs the FSOs, FSNCOs, civilian safety professionals, and wing such as ASAP, MFOQA, and LOSA have proven effective leadership for their hard work and dedication to the safety and would fail without the support of wing safety offices mission. Because of the PEOPLE behind these benchmark throughout Air Mobility Command. programs, AMC continues to break safety barriers!

Results of proactive safety efforts AMC initiated—and AMC safety personnel carried out over the last few years—exceeded expectations. The ASAP program has

U.S. GOVERNMENT PRINTING OFFICE: 2015-545-114. For sale by the Superintendent of Documents, U.S. Government Printing Office. Internet: bookstore.gpo.gov Phone: toll free (866) 512-1800; DC area (202) 512-1800 Spring 2018 39 Fax: (202) 512-2104 Mail: Stop IDCC, Washington, DC 20402-0001 A DAY IN THE LIFE

Portrait of SrA Selina N. Okyere, a crew chief with the 514th Maintenance Squadron, 514 AMW, Air Force Reserve Command, Joint Base McGuire-Dix-Lakehurst, N.J. Okyere created Global Life Savers Inc., a 501(c) nonprofit organization to teach basic first aid skills to the citizens of the Republic of Ghana.

USAF photo by MSgt Mark C. Olsen