The

MOBILITYTHE MAGAZINE OF AIR MOBILITY FORUM COMMAND | WINTER 2018-2019 AMC with the Hat Trick! Fatality Free from 2016 to 2018

Air Mobility Command Welcomes New Leadership

Three Days of Learning and Inspiration at AMC’s Safety Conference 2018 THE Volume 27, No. 4 MOBILITY Winter 2018-2019 CONTENTS FORUM Gen

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

EDITORS Kim Knight 6 10 20 30 [email protected] Sherrie Schatz FROM THE TOP 26 At the 618th Air SEASONAL CONSIDERATIONS Sheree Lewis 3 Happy Holidays from Operations Center 22 Four “Must Have” Items [email protected] (TACC), Winter is Air Mobility Command for Cold Weather Ops GRAPHIC DESIGN 24/7/365 for Global Headquarters! Elizabeth Bailey Mobility Weather 24 Deicing Operations in 4 Air Mobility Operations Directorate ? Brrrr! Command Welcomes The Mobility Forum (TMF) is published 30 The Doctor Will 32 An Old-Fashioned four times a year by the Director of New Leadership Griswold Christmas See You Now (and Safety, Air Mobility Command, Scott 34 Ice is Nice in AFB, IL. The contents are informative and FLIGHT SAFETY Probably Make not regulatory or directive. Viewpoints You Laugh!) Summer, but ... 6 Left Seat Out: A U.S. Air expressed are those of the authors and do not necessarily reflect the policy Force Pilot Envisions AMC NEWS REGULAR FEATURES of AMC, USAF, or any DoD agency. the End of an Era 14 Accident Investigation 20 Spotlight Award: The Contributions: Please email articles and 18 Reliability of the Board Determines Total Force Association photos to [email protected], C-5M Emergency fax to (580) 628-2011, or mail to Cause of the Puerto C-40 Crew of SPAR15 Escape Slides Schatz Publishing, 11950 W. Highland Rico Air National from 375th Air Mobility Ave., Blackwell, OK 74631. For 28 “This is your Guard Crash , Scott AFB, IL questions call (580) 628-4607. TMF speaking editors reserve the right to make 16 Lessons in Flight Safety, 37 Spotlight Award: … all four engines editorial changes to manuscripts. 68 Years in the Making 317th Wing, have stopped.” Dyess AFB, DE denotes digitally enhanced photo. 21 Ground Safety 38 Mishap-Free Flying Subscriptions: U.S. Government RISK MANAGEMENT Continues to Shine Publishing Office: 2018-645-110/10014. Hour Milestones Like a Diamond! For sale by the Superintendent of 8 Professional Aviators 39 Quickstoppers Documents, U.S. Government Publishing and ASAPs 23 Tanker Team: the Office. Internet: bookstore.gpo.gov. Crew of Python 62, 40 A Day in the Life Phone: toll free (866) 512-1800; DC area SAFETY CULTURE 22nd Air Refueling (202) 512-1800. Fax: (202) 512-2104. ON THE COVER Mail: Stop IDCC, , DC Three Days of Learning Wing, McConnell 10 20402-0001. and Inspiration at AFB, SrA Christa Stankovic, 816 EAS, AMC RP 91-2. Dist: X AMC’s Safety 36 AMC with the Hat Trick! hangs U.S. flags onboard a C-17 Conference 2018 Fatality Free From 2016 Globemaster III during an airdrop ISSN 1559-159X mission over . to 2018 12 Airlift/Tanker USAF photo by SSgt Keith James Association Visit www.themobilityforum.net Symposium BASH PROGRAM for current and past editions of The Mobility Forum. Welcomed 900 15 USDA Biologists Take THE MOBILITYTHE MAGAZINE OF AIR MOBILITY COMMAND FORUM Mobility Professionals Flight at Travis Send comments or feedback to THE

MOBILITYTHE MAGAZINE OF AIR MOBILITY COMMAND FORUM [email protected]. THE

MOBILITYTHE MAGAZINE OF AIR MOBILITY COMMAND FORUM THE

MOBILITYTHE MAGAZINE OF AIR MOBILITY COMMAND FORUM

Stay up-to-date on happenings around AMC via these outlets:

www.facebook.com/theofficialairmobilitycommand www.twitter.com/airmobilitycmd www.youtube.com/MobilityAirman

2 The Mobility Forum FROM THE TOP

HappyAir Mobility Holidays Commandfrom Headquarters! enables the joint fight every day of the year, in every corner of the globe. AMC In 2018 we sustained operations in Afghanistan, delivered the fight in Every single Syria, and carried hope to those affected by tragedy in after Hurricane Michael. As this year draws to a close, I want to take some time to thank you and AMC Airman talk about where we are headed in 2019. is vital to AMC operates more than 600 sorties per day, 365 days per year. Our total force enabling Rapid team of , Air Force Reserve, civilians, and commercial partners sustains a global enterprise in combat and in austere locations. We do all of this Global Mobility, with a cadre of Mobility Airmen that are the best in the world. Your expertise and passion to serve is the fuel that drives our mission and is critical to our success. both on duty

Heading into the New Year, I ask you to focus your efforts on improving our and off duty. readiness for operations in contested environments. As we increase our training intensity and tempo, safety in our daily operations must remain at the forefront of our efforts.

Every AMC Airman is vital to enabling Rapid Global Mobility, both on duty and off duty. As you take some well-deserved time off during this holiday season, I ask that you remember our Airmen that are deployed and their families. For many, this time of year is difficult because of family separation. A phone call, a holiday party invitation, or even just a smile and a kind word can show those we serve alongside that we care.

You are the engine that drives AMC, and I am thankful for your commitment and sacrifice. Together, we can make a difference. I wish you and your family safe, restful, and happy holidays!

- Gen Maryanne Miller

Winter 2018-2019 3 FROM THE TOP

Air Mobility Command Welcomes New Leadership

AMC AMC DEPUTY COMMANDER COMMANDER

Gen Maryanne Miller Lt Gen Jon T. Thomas is the Commander, is the Deputy Air Mobility Commander, Air Command, Scott Air Mobility Command, Force Base, . , Illinois. Thomas On September 7, graduated from 2018, Miller became the U.S. Air Force the first Reservist in history to achieve four-star status Academy in 1989. He has commanded operational flying units and lead AMC. In 2016, she became the first female Chief at the , , and wing levels, and is a command of the Air Force Reserve and Commander of the Air Force pilot with more than 4,000 hours in aircraft such as KC-10A, Reserve Command. T-38A, C-17A, C-130E/J, C-20H, C-21A, C-37A, C-40B, T-38C, Miller was commissioned in 1981 as a distinguished graduate KC-135R. of the ROTC program at The State University. She His previous assignments include Chief, Program Integration is a command pilot with more than 4,800 flying hours in Division, Headquarters Air Force; Deputy numerous aircraft such as the T-37, T-38, C-141B/C, C-5A/B, Director for Future Joint Force Development, Joint Staff/J7, C-9A/C, C-40C, KC-10A and C-17. Suffolk, Va.; Commander, , , Miller has commanded two wings and held numerous staff Germany; and Director of Strategic Plans, Requirements, and Programs, Headquarters Air Mobility Command, Scott AFB, Ill. leadership positions at the unit, air staff, and joint staff levels. Prior to her current assignment, she was the Chief of Prior to his current position, Thomas served as Director of Air Force Reserve, Headquarters U.S. Air Force, Arlington, Operations, Strategic Deterrence and Nuclear Integration, Virginia, and Commander of Air Force Reserve Command, Headquarters U.S. Air Forces in Europe and Air Forces Africa, Robins AFB, Georgia. Ramstein Air Base, Germany.

Background photo: a C-5M Super Galaxy lands at Dover AFB, Del. USAF photo by SrA Zachary Cacicia 4 The Mobility Forum FROM THE TOP

18th AIR EXPEDITIONARY FORCE CENTER COMMANDER COMMANDER Maj Gen Sam C. Maj Gen John Barrett is the R. Gordy II is Commander, 18th Commander, U.S. Air Air Force, Scott Force Expeditionary Air Force Base, Center, Joint Illinois. As Air Base McGuire- Mobility Command’s Dix-Lakehurst, sole warfighting . The Expeditionary Center is the Air Force’s , 18th Air Force is responsible for the center of excellence for advanced combat support training command’s worldwide operational mission of providing and education. It provides operational control of the rapid, global mobility and sustainment for America’s Expeditionary Operations School and administrative control armed forces through airlift, , aeromedical for five wings and two groups within AMC. evacuation, and contingency response.

Gordy received his commission through the ROTC program Barrett received his commission after graduating from at the University of -Charlotte in 1988. His the U.S. Air Force Academy in 1988 with a Bachelor career includes numerous operational and staff assignments, of Science in Studies. A command pilot with and he has commanded at the squadron and wing levels, more than 4,400 flying hours, he has commanded an air refueling squadron, was Deputy Commander of the 22nd and served as both a wing and numbered Air Force Vice Operations Group at McConnell AFB, Kansas, served as the Commander. He is a graduate of the U.S. Transportation Command Liaison to North American Weapons School and National War College. Prior to his Aerospace Defense and U.S. Northern Command, and was current assignment, he served as the Senior Defense Official Commander, , Joint Base Pearl Harbor-Hickam, and Defense Attaché to Turkey. Hawaii. Prior to his current assignment, he was Director of Gordy is a master navigator with more than 4,700 flying Operations, Strategic Deterrence and Nuclear Integration, hours in the C-130 E/H and T-43 aircraft. Headquarters Air Mobility Command, Scott AFB, Illinois.

618th COMMANDER

Brig Gen John D. Lamontagne is the Commander, 618th Air Operations Center, Scott Air Force Base, Illinois. The 618th AOC is responsible for operational planning, scheduling, directing, and assessing a fleet of more than 1,000 aircraft in support of combat delivery and strategic airlift, air refueling, and aeromedical operations around the world.

Prior to assuming his current position, Lamontagne was the Deputy Director of Operations, Strategic Deterrence, and Nuclear Integration.

Lamontagne received his commission from the U.S. Air Force Academy in 1992.

Winter 2018-2019 5 FLIGHT SAFETY

Left Seat Out: A U.S. Air Force Pilot Envisions the End of an Era

1 Lt Courtney Roepke, 21 AS C-17 Globemaster III pilot, performs pre-flight checks on a C-17 at Davis-Monthan AFB, Ariz. The aircraft and crew departed Travis AFB Oct. 10, 2018, and were staged at Davis-Monthan to support civil authorities during Hurricane Michael relief efforts. USAF Photo by MSgt Joseph Swafford

BY LT COL JASON HANSBERGER, capacity to fly; extensive knowledge Judgement errors are compounded by CHIEF OF SAFETY of aircraft systems, procedures, and our limited number of sensors—eyes, aviation rules; and sound judgment. ears, inner ears, and hands being ost of us assume we will have When it comes to flying, no human the primary, yet fallible ones—and driverless cars long before can replicate the precision and the time required by the brain to we will be able to fly on a accuracy of the autopilot. And unlike process the data presented through Mpilotless airplane. However, a computer’s capacity for data storage, the aircraft’s flight instruments thanks in large part to a more pilots commit to memory only the and warning displays into usable favorable operating environment, pre- routine information they encounter information. Computers, on the other existing automation, and the nonlinear every day and the rarely encountered hand, apply uniform and immediate adaptation of new technology, pilots emergencies practiced in simulators judgement based on a multitude of will likely go before drivers do. and evaluated on check-rides. By independent and redundant flight and contrast, as long as the data and system sensors, follow checklists, and Let’s start with the operating programming is available, a computer immediately cross-tell experiences and environment. The tech and auto is equally competent in the most lessons systemwide. industries are attempting to overcome routine and rare situations, requiring the inherent mismatch between no training or currency for either. Although far more people have died a computer’s ability to recall and due to pilot error, events like the crunch static data, and the dynamic Even without advanced artificial Miracle on the Hudson show that environment where humans intelligence (AI), computers are rare occasions will require some level simply get in their cars and drive, already competing with humans on of adaptability in an autonomous responding to variables in real time. judgment. According to the Federal aircraft. However, the level of AI Conversely, the well-planned, low Aviation Administration and Boeing, required to fly will be far less than variable flight environment—with approximately 80 percent of aviation that required to drive, and the airlines standardized arrivals, departures, and accidents and close calls are a result and manufacturers have terabytes of en-route clearances—plays well to a of pilot error. Human factors such as data based on millions of flight hours computer’s strengths. fatigue, crew dynamics, poor decision- from which to teach the algorithms. making, physiological problems (e.g., Existing aircraft automation already vertigo and visual illusions), and Predicting exactly when planes meets the three primary capabilities disregard for regulations, are common will fly without a pilot on board is required of a pilot: the physical causal factors in aircraft accidents. difficult since people do not adapt to

6 The Mobility Forum FLIGHT SAFETY

Roepke flies a C-17 after departing Travis AFB, Calif. USAF Photo by MSgt Joseph Swafford

technology linearly. Adoption follows In the end, safety and economics a geometric path with a few early will force the change. Although adopters followed by a steep curve flight in autonomous aircraft will up. People used to think traveling be safer than manned aircraft, the faster than a horse would kill a human. first move will likely come from However, railcars quickly dispelled the military and cargo companies that myth, and people adopted the that do not have to worry technology overnight. So where are about the psychology of paying we on the autonomous curve? It passengers. Economics will also is unlikely that flight engineers or motivate cargo companies, which navigators saw their demise coming can reduce the need for system more than 10 years before computers redundancies and the heavy, took their place, and pilots have expensive life support equipment probably already entered that window. keeping pilots alive. Passenger airlines will still require redundant USAF Photo by MSgt Joseph Swafford Yes, psychology and security are two systems and life support conspicuous hurdles to passengers equipment, but autonomous flight boarding autonomous aircraft, but will eliminate the need to pay pilot concerns will ease as familiarity salaries, benefits, training costs, grows. Riding in driverless cars will and travel expenses. knock down psychological barriers to flying without a pilot and vice versa. Flight attendants’ roles in Cybersecurity also remains a concern, emergencies should make them however, a computer is able to feel secure that it will be much defend an aircraft from hackers more longer before robots are moving effectively than human pilots. For a down the aisles. But with an pilot to override a hacker’s attempt at empty flight deck, they will be Maj Nathan Masdon, 21 AS C-17 Globemaster controlling the aircraft, he or she must burdened with the duties of III pilot, performs pre- both recognize the hack and, lacking making destination weather flight checks on a C-17 at Travis AFB, Calif. a mechanical override, electronically announcements and appreciating USAF Photo by disconnect computer control. you for choosing their airline. MSgt Joseph Swafford

Winter 2018-2019 7 RISK MANAGEMENT

Professional Aviators and ASAPs BY MSGT MIKE THOMAS, OPS RAMS

rofessional aviators often become Stop checklist on the taxi back in brakes so a second reject would be fearful of how an error is going preparation for a simulated offload. possible without hot brakes. They to affect them individually. What Following the simulated offload, the completed a normal takeoff and Pif someone finds out? Will I be PF called for the lineup checklist, and returned home uneventfully. downgraded? What will others think of me? the pilot monitoring (PM) immediately moved the flap handle to the slats In debrief, the crew said they rejected Rather than viewing a mistake extend/flaps 1/2 position. The PF due to the aircraft being in the as a lack of judgment, maybe we directed the PM to move the handle improper configuration but could should focus on what we could have to the slats extend, flaps up position not agree what the configuration done better. This story is from an in accordance with the Alternate was. Some thought they saw the experienced C-17 crew flying a training Takeoff Procedure, which the PM did. flaps moving up; others thought they sortie. After a potentially catastrophic The lineup checklist was completed were already up. We also could not event, they shared their experience so except for setting the flaps to 1/2, determine what caused the flaps to others could learn from it. per the 1C-17A-1 alternate takeoff move up, thinking perhaps they had procedures for unpaved runways. The not been set in the detent and popped ASAP 5330 (LEGACY ASAP 2945) crew reconfirmed they were cleared for back up into the slats extend/flaps My crew was part of an exercise that takeoff with the LZCO. up detent by bumps on the runway. practiced high-altitude operations; We discussed that at our weights, our contested, degraded, and operationally Per procedure, the co-pilot set 1.15 rotate speed was 12 knots below slats limited navigation; and blue air EPR, released the brakes, and called extend/flaps up stall speed (taking integration to infil/exfil a semi- for flaps. The PM acknowledged away the 30 percent buffer). We asked prepared airfield (dirt runway). The and moved the flap/slat handle. The to see the Military Flight Operations crew was comprised of three highly PM called 80 knots, which the PF Quality Assurance (MFOQA) data. experienced instructor pilots, each with acknowledged. A few seconds later, Surprisingly, it indicated (a) our multiple landings on semi-prepared the PF asked the PM to confirm the configuration prior to Vgo was likely airfields. We landed uneventfully, lineup checklist was complete. The PM clean, with flaps up and slats retracted; completed a turnaround at the end of realized the flaps were not extended, and (b) just after brake release, the the runway, and back-taxied to take immediately moved the flaps to 1/2, flap handle had moved up to the slats off in the same direction as landing. and called “Abort, abort, abort.” The retract (clean) detent. The pilot flying (PF) checked the call was just prior to Vgo, and the takeoff and landing data (TOLD) and PF immediately initiated a reject. Here are some takeaways from the crew. noticed that Vgo, Vrot, and Vr were all After the aircraft safely decelerated, equal at 102 knots-indicated air speed the left additional crew member 1. Limitations of the human brain/ (KIAS), noting that in case of a reject, (LACM) mentioned the elevated brake reliance on habits. We learned in immediate braking would be required temperatures. The crew taxied back to a high-tension environment, even to validate the TOLD. There could be the departure end again, using inboard experienced pilots can revert to no delayed braking because the brakes engines at idle reverse to minimize old habit patterns. First, when the were already heated from the previous braking while mitigating possible lineup checklist was called, the alternate landing zone landing. foreign object damage (FOD). They PM moved the flaps to 1/2, which discussed an immediate takeoff to is standard procedure but did not After completing our turnaround at cool the brakes before they reached match the pre-briefed alternate the departure end of the runway, the peak temperatures but decided it was takeoff procedure. landing zone control officer (LZCO) wiser (based on the previous landing said the airfield was simulated “under and reject) to stay on the ground and Second, when the brakes were attack” and we needed to take off regroup. The crew waited about 20 released and the PF called for flaps, ASAP. The crew had started the Ops minutes, letting the wind cool the it appears that the flap handle

8 The Mobility Forum RISK MANAGEMENT

the end of the runway maximum braking must be applied to stay on the runway. We were at a safe taxi speed with 500-1000 feet of runway remaining, but a slight hesitation in braking could have sent us off the end of the runway.

3. Trust CRM. Several times, “crew saves” have avoided improper procedures, potential damage, and perhaps destruction of a C-17 and its crew. No one is perfect. Having the humility to admit mistakes and call for the appropriate corrective action was critical. Also, the PM could not communicate the reason for the reject to the PF until after the reject was initiated because of Capt Jamie LaRivee, 21 AS C-17 Globemaster III pilot, simulates aircraft procedures at Travis AFB, Calif. the speed at which the issue was USAF photo by SrA Sam Salopek recognized. Many emergencies in the C-17 allow a few minutes to process and discuss courses of moved to the slats retract (clean) advisory, and warning system action. This was a split-second, detent. The only other time a (CAWS) alert in addition to the life-or-death decision. We must C-17 pilot moves the flaps to the expected “flaps” CAWS alert trust the person in the seat next 1/2 position while rolling down (provided the aircraft was acting to us and be the pilot that other the runway is during a touch- normally). The crew overcame the crewmembers can trust. and-go. This is a likely scenario bias because the lineup checklist was because the PM stated “tracking” not called complete when expected, 4. Train for non-standard procedures. when moving the flaps, the same and a crewmember verbalized that We must do dangerous things callout technique suggested by to get the crew to diagnose the sometimes, but we do them so the Air Force Tactics, Techniques, problem in time to reject safely. often that we mitigate the risk with and Procedures (AFTTP) 3-3.C-17 repetition. We generally have one during a touch-and-go. 2. Understand TOLD. By definition, annual simulated semi-prepared an airplane is accelerating when a runway operations (SPRO) takeoff. Finally, after the PM realized the decision is made to reject. The C-17 Although it would be profitable to incorrect position and called for the TOLD builds in a 1.5-second pilot practice this more in the sim, there reject, he stated “Abort, abort, abort” reaction time, but acceleration in should be training opportunities in rather than “reject,” which is taught that time should be included in the aircraft because many aspects of in pilot training and is standard for discussions of hot brakes during SPRO can’t be properly replicated many other aircraft. It is also used a reject. Though the reject was in the simulator. for C-17 rejects on formation takeoffs initiated just below Vgo (102 knots) and aborting a combat offload. and the PF saw about 105 knots This ASAP submission resulted in Our difficulty reconstructing what at first brake application (which adding the scenario as a briefing item may have caused the configuration correlated with MFOQA data), during Phase 1 simulator training. issue can also be attributed to MFOQA also showed a top speed It provided great talking points and confirmation bias. MFOQA was of 114 knots after the reject was prevented others from making the a powerful tool filling in memory initiated—perhaps partially because same errors. Mistakes happen. It’s gaps. We knew what we expected of winds gusting to 20 knots on important to acknowledge them, to see, so we potentially ignored takeoff. Also, the reject procedure learn from them, and move on. The a warning that could have tipped calls for brakes as required, so you real problem is ignoring mistakes—or us off earlier—the “slats” caution, must know what distance from worse, trying to hide them.

Winter 2018-2019 9 SAFETY CULTURE

Air Force Chief of Safety and Commander of the Air Force Safety Center Maj Gen John Rauch

Maj Jonathan Weaver with Safety Conference presenter SMSgt (ret) Harry Miller Col Leslie Maher; 375 AMW/CC

Three Days of Learning

Col Brandon Hileman presenting and Inspiration Col Laurel “Buff” Burkel a framed cover of The Mobility Forum 2018 AMC Safety Conference attendees at AMC’S STORY AND PHOTOS BY including cutting-edge initiatives and MS. KIM KNIGHT, STAFF WRITER innovations, education, leadership perspectives, Safety Investigation n September 11, 2018, safety Boards, and safety cross-tell. SAFETY professionals from around the world assembled for the Air Air Force Chief of Safety and OMobility Command Safety Commander of the Air Force Safety CONFERENCE Conference held in Fairview Heights, Center Maj Gen John Rauch kicked off Illinois. Throughout the first day, those the conference by discussing Air Force- in attendance paid solemn tribute to wide safety strengths and weaknesses. the 17th anniversary of the national He talked candidly about the root issues tragedy, which serves as a reminder behind sound risk management, saying of the importance of our steadfast often those making decisions involving 2018 dedication to upholding our nation’s mishaps are inexperienced. security and safety. Airmen have much to look forward to This three-day event was packed with in the near future—mission planning informative sessions on a well-devised, improvements, software upgrades, wide range of topics for the various removal of some additional duties, and safety divisions—occupational, flight, improvements for direct hiring so there and weapons. AMC safety staff reached is no lapse in personnel. Publication out to several agencies and noteworthy fatigue is being addressed, numerous speakers for a diversity of themes, Air Force Instructions have been pulled,

10 The Mobility Forum SAFETY CULTURE

AMC safety staff from Scott AFB, Ill. Back row, left to right: Mr. Steve Panger, Lt Col Chris DeWinne, Mr. Harry Lasell, Maj Joshua Miller, Maj Jonathan Weaver, MSgt Clinton Hammons, Ms. Allison Brown, MSgt Dustin Hayden, and Mr. Tom Kelly. Front row, left to right: MSgt Daniel Alejandro, Mr. Roberto Aguilar, Mr. Chris Davis, Mr. David Miller, Col Brandon Hileman, SSgt Nancy Lee, Mr. Dennis Lee, Mr. Mike Wahler, CMSgt Sydney Parker, Mr. Kevin Sluss, and Ms. Jennifer Yates and publications will be moving to headquarters, Col Laurel “Buff” Burkel difficulties and challenges experienced electronic format. endured what no one wishes—a crash from start to finish. She stressed that resulted in five fatalities. Once out that one of the keys to a successful Maj Gen Samuel “Bo” Mahaney the of the twisted wreckage, her serious operation is to remember that the current Chief of Staff, Air Mobility injuries were not visibly apparent. team is not functioning alone. Her Command, Scott AFB, Illinois, However, first responders stabilized team prevailed through determination stressed good communication, her and she was later treated for a and by reaching out to all those in saying feedback is important and broken neck. She spoke of the causes AMC’s Safety directorate who helped information flows both ways. and findings of the safety investigation by providing direction and support that followed. Burkel returned to work throughout the investigation. “Airmen … should provide only 11 months after the crash and is useful feedback, so changes back on flight status. Her story is one Mr. Brian Udell, former Air Force of perseverance and personal strength Captain and F-15E fighter pilot, shared can be implemented,” he said. on the road to full recovery. his incredible story. He was one of a few individuals to survive ejection at Brig Gen John Lamontagne, the Col Leslie Maher of the 375 AMW/CC 780 miles per hour. He was stranded Commander of the 618th Air reflected on what she called the most in the Atlantic Ocean, his body so Operations Center (AOC) at Scott AFB, gratifying, yet challenging work of her extremely injured that he could only talked about rebranding the AOC and more than 30 years in the Air Force—a partially use one arm. He had no life reflected on his assessment of the Air deployed contingency operation in preserver in the 60-degree water in the Force over the last three decades by Haiti. In the wake of Hurricane pitch black of night. Fighting against comparing it to a three-legged stool. Matthew in 2016, Maher led the 621st the odds, he used his training and Contingency Response Group as it willpower to survive four hours before “The legs are mission, readiness, and brought much-needed food and the Coast Guard helicopter rescue. squadron vitality,” he said. “We have medical care to the hard-hit Haitians. prioritized mission in the past and are Functioning from an overcrowded The 2018 AMC Safety Conference shoring up the other two now.” He international airport to disperse goods leveraged innovation, leadership, and also reassured attendees that every and equipment across unsound cross-tell, resulting in an invaluable commander has his complete support infrastructure was not an easy task, but experience for safety professionals for safety of flight calls. If Airmen get the team accomplished the mission in across the Air Force. As we look ahead, pushback, he said it is important to 18 days. let AMC Safety know about speakers, stand firm for the lives at stake. instructors, and topics that would be Lt Col Bridgette Kennedy, Safety meaningful to you at future confer- In 2015, while aboard a British Investigation Board President, ences. AMC strives to keep safety helicopter en route from the Kabul discussed a large-scale, Class A interesting, relevant, and an integral International Airport to the NATO occupational investigation and the part of everyday Air Force culture.

Winter 2018-2019 11 SAFETY CULTURE

Airlift/Tanker Association Symposium Welcomed 900 Mobility Professionals

BY TSGT JODI MARTINEZ, AMC PUBLIC AFFAIRS

he 50th Airlift/Tanker “Our forces must be prepared and “So, where do we go from here?” Association Symposium and ready to operate in any environment,” Wilson asked. “First and foremost, technology convention kicked said Miller. air refueling is a no fail mission for a Toff Oct. 25 near Dallas, Texas, global power.” where Air Mobility Command aimed “Agility is key, partnerships are vital, to develop Total Force mobility and innovation and investment in our Tankers are key to power projection professionals across the world. people are absolutely essential.” in an era that is defined by the great power competition, said Wilson. The A/TA is the Mobility Air Force’s Professional training forums, such delivery of the Air Force’s newest premier professional development as A/TA, represent an investment in tanker, the KC-46 Pegasus, which is training event with approximately 900 Airmen, and offer opportunities for expected to be delivered to McConnell Airmen in attendance this year. senior leaders to shape understanding Air Force Base this year, is just one of issues and ensure enhanced part in that mission. In an effort to Holding true to this year’s theme, understanding of expectations and deliver the mobility force the nation “Heritage, Heroes, and Horizons,” Vice roles associated with the mobility needs to meet future threats, the Chairman of the force—taking a look at the past to Secretary discussed the need to grow Gen Paul J. Selva opened the sympo- present day. the force. sium with an address reflecting on Mobility Air Force’s predecessors and Secretary of the Air Force Heather “The Air Force we need in the 2025 recognizing current Mobility Airmen Wilson recognized past logistical feats timeframe will need more tanker who continue the mobility legacy. like the Berlin Airlift, whose 70-year squadrons,” said Wilson. “In fact, old legacy remains one of the greatest our analysis says we’ll need 14 more “Look around the room,” said Selva. airlift successes of the nations’ history. tanker squadrons.” “You are all extraordinary. The work you do every day helps us define this She also commended mobility forces Additionally, the Air Force requires 386 nation. There isn’t a single place that who swiftly responded to Hurricane operational squadrons across the force you won’t go; there isn’t any place Michael, enabling Tyndall Air Force by 2030; 74 more than there are today. you can’t take us that allows us to do Base to be rebuilt and restored quickly our mission. Everything that defines and safely. Mobility capabilities, Wilson said the Air Force is mobility is defined by you.” Wilson said, stretch across the globe, dedicated to revitalizing the Force, where Mobility Airmen have the which includes addressing the Gen Maryanne Miller, Air Mobility ability to build airstrips that may not 4,000-maintainer deficit that plagued Command commander, highlighted have been there a day before, or extend the Air Force years ago. By the end of the need to continually evolve to keep the strength and power of the nation at the year, Wilson said, that shortage up with a changing world. any time. will be eliminated.

12 The Mobility Forum SAFETY CULTURE

Left to right: Sir Richard Branson, SSgt Travis Alton, Phoenix Spark Tank winner from 19 AW; TSgt Alex Aguaya from 437 AW; TSgt Eric Holton from 6 AMW; and TSgt Shawn Roberge from 92 ARW. Photo by Ms. Kim Knight

In an effort to retain and grow maintainers, Miller indicated that they are a key area of focus.

“I plan to reach out directly to my maintainers,” said Miller. “We have the number of maintainers required, but the skillset is slightly out of balance due to them just coming on board in our Air Force. We must grow, develop, and retain these young Airmen and talented maintainers.”

Throughout the event, Mobility Airmen had the opportunity to continue to develop their knowledge of current operations and the mobility enterprise future through keynote addresses from Department of Defense leaders and 36 seminar opportunities. One of those seminars included the AMC Phoenix Spark Tank Competition, where AMC finalists unveiled their mobility innovations for a chance to represent AMC at the Air Force competition. Innovations that may help Airmen deal with an increasingly dynamic global environment.

“The National Defense Strategy clearly articulates the way the world has and continues to evolve,” said Miller. “As the world rapidly Photo, top left: Gen Maryanne Miller, AMC Commander. Top right: Gen Paul J. Selva, Vice Chairman of the Joint Chiefs of Staff. changes, we must adapt and do our Photos by TSgt Jodi Martinez part to deliver joint force capability Photo, bottom left: Gen David Goldfein, Air Force Chief of Staff. Bottom right: Gen Maryanne Miller solutions wherever and whenever and Sir Richard Branson. required. And we will.” Photos by Ms. Kim Knight

Winter 2018-2019 13 AMC NEWS

Accident Investigation Board Determines Cause of the Puerto Rico Air National Guard Crash

BY MS. ALLISON BROWN, called for #1 engine shutdown. The Photo: on May 18, 2018, Airmen from the U.S. Air HQ AMC OCCUPATIONAL SAFETY pilot banked left into the inoperative Force Honor Guard perform a dignified arrival at Muniz ANGB, Carolina, Puerto Rico for eight engine, rather than continuing of the nine members of the air crew aboard a n May 2, 2018, a WC-130H acceleration to three-engine climb WC-130H, referred to as ‘Rican 68’ that crashed from the 156th Airlift Wing, speed, while the crew successfully outside of Savannah, Ga. on May 2, 2018. Puerto Rico Air National shut down the engine. As the aircraft ANG photo by SSgt Michelle Y. Alvarez-Rea OGuard, crashed shortly after attempted to climb and turn left, the takeoff, killing all nine personnel crew did not retract the flaps to reduce on board. The mission was to fly drag and the aircraft never achieved an emergency return in accordance the aircraft to the 309th Aerospace three-engine climb speed. The banked with the Before Takeoff checklist. Maintenance and Regeneration Group turn into the failed engine was well at Davis-Monthan Air Force Base, below the minimum air speed needed i Although there were several Arizona (known as the “Boneyard”). for proper control of the aircraft. The opportunities prior to takeoff for left wing lost lift and stalled, and the crew members to recognize the #1 The aircraft had been in Savannah, aircraft departed controlled flight and engine malfunction, they did not Georgia for nearly a month for impacted the ground less than two reject the takeoff. prescheduled fuel cell maintenance minutes after takeoff onto Georgia and unscheduled work on the #1 State Highway 21. i After takeoff and upon engine engine. During takeoff roll, the #1 failure, the crew did not complete engine speed fluctuated and did not The Accident Investigation Board the Engine Shutdown procedure, provide normal flight RPM when determined: Takeoff Continued After Engine the throttle levers were advanced for Failure procedure, or After Takeoff takeoff. Eight seconds before aircraft i Engine fluctuations had been checklist. These procedures would rotation, engine #1 RPM and torque identified during a previous have called for flap retraction dropped significantly. This loss of flight. Maintainers from the after raising the landing gear, power initially went unrecognized by 156th Maintenance Group which would have increased the crew. Moments before takeoff, the performed two engine runs on airspeed, and recommended pilot applied rudder input to keep the the aircraft, but did not follow to avoid banking left into the aircraft on the runway’s centerline. Technical Order procedures. malfunctioning engine. As the aircraft rotated, it veered left The #1 engine malfunction was and nearly departed the runway onto misdiagnosed and the aircraft i Ultimately, the pilot’s improper the grass. Approximately 15 seconds was cleared to fly without the application of the left rudder, into flight, engine #1 regained partial appropriate repairs completed. which resulted in the subsequent power. As the landing gear retracted, skid and left-wing stall, caused the RPM and torque from the #1 i The flight crew did not brief the aircraft’s departure from engine dropped again, and the pilot coordinated emergency actions or controlled flight.

14 The Mobility Forum BASH PROGRAM

USDA Biologists Take Flight Capt Sean Harte, right, 60 AMW Flight Safety Officer, and Capt at Travis Doc Schumacher, 21 AS C-17 Globemaster III pilot, fly a C-17 over during a safety office familiarization BY CAPT SEAN HARTE, affording them a flight. The flight allowed Matt 60 AMW SAFETY OFFICE more comprehensive Stevens (inset photo), a U.S. view of local area Department of Agriculture airport biologist, who helps t , threats,” said Maj manage the Bird/Wildlife Aircraft California, wildlife biologists Kimberly Bracken, the Strike Program at Travis AFB, Calif., Matthew Thomas and Matthew to get a firsthand view of what pilots see Stevens from the United States Deputy Chief of Safety. during training flights near the base. A USAF photos by MSgt Joey Swafford Department of Agriculture (USDA) are getting a bird’s-eye view of the airfield “As an added benefit, the flights they protect. help our USDA members observe flight operations outside of Travis The two were recently given AFB,” she said. “Observing low flying,” said Stevens. “Birds are just authorization to fly with crews on levels and other local airfields used one of many concerns for pilots. any of the base’s aircraft in an effort by our crews allows our biologists When flying with crews in the local to improve the wildlife mitigation insight into the bird strike risks our pattern, I have the opportunity to program, a benchmark practice for aircraft face off station.” observe hazards around the airfield Air Mobility Command. The flights that I can’t always see from the are part of a proactive safety initiative Every day before sunrise and every ground. Flying helps me spot trouble embraced by the base’s flight safety night after sunset, the airfield is areas that I can address later.” office, but it’s merely a small piece of a patrolled by “the Matts” as they’re complex wildlife management effort at affectionately called. In general, their The result is a wildlife mitigation one of AMC’s largest bases. job includes airfield management from program that has seen a 46 percent a wildlife perspective. This involves decrease in bird strikes. The Travis Wildlife strikes cost the Air Force more trapping and relocating wildlife, bird Flight Safety Office hopes their than $30 million in fiscal year 2017, so dispersal, and depredation. program can open the door for wildlife to say the biologists’ job is important is management personnel at other an understatement. Stevens recently flew with a bases across the Air Force to begin C-17 Globemaster III crew and flying with the aircrew members they “Our USDA biologists play a vital role commented on the experience. support. In the meantime, the airfield in safe flight operations, so including and the skies above Travis are safer them on local flights only enhances “It was eye-opening to see how thanks to the enduring efforts of its the wildlife mitigation program by busy crews are when they’re USDA professionals.

Winter 2018-2019 15 AMC NEWS

Lessons in Flight Safety, 68 Years in the Making

BY MAJ DAN MOSS, 374TH AIRLIFT I desperately needed something to badly scratched blade depicting the WING, , JAPAN connect me to the flying world. text DWG. NO. 6507A-0, SER. NO. RR07986, MIN. 24, MAX. 93. hen I arrived at Yokota Air That’s when Lt Gen (ret) Kosuke Base after my Air Education Yoshida of the Japanese Air Self Defense The drawing number—shown as and Training Command Force contacted me. He said hikers in DWG—told us the blade was used Wtour at Randolph in May the mountains west of Tokyo discov- on a variety of aircraft, but the serial 2017, I expected to be flying the C-130J ered an old propeller that appeared to number did not provide evidence of to locations across the Pacific. Instead, be from a U.S. aircraft. He had pictures its origin. Our research showed this I learned I would be leaving the of it but no coordinates and no contact particular mountain region had no squadron to serve as the Wing Flight information for the hikers. combat losses but had five aircraft Safety Officer—and then learned the mishaps from 1947 to 1958—two of Wing Chief of Safety was departing The three-bladed assembly was those on the same day. and I would be filling in for at least a apparently in the forested 300-square- year. I reluctantly stepped out of the mile Mount Tanzawa region, but we Technical orders revealed six aircraft cockpit and into a cubicle, where I didn’t know if it was a combat loss used this blade. One was naval R5D-1 spent most of my time learning about or was due to an unknown mishap aircraft, which matched the pitch set- occupational and weapons safety. after WWII. The photo showed a tings stenciled in the blade: MIN. 24,

Propeller from U.S. aircraft found in Mount Tanzawa region, Japan.

16 The Mobility Forum AMC NEWS

C-54 Skymaster “Sacred Cow,” features the same type of three-blade propeller found in Mount Tanzawa region of Japan. May 2018 verification of propeller location. Left to right: Kawachi Masaki, Photo courtesy of the National Museum of the U.S. Air Force Lt Gen Yoshida (ret), and Maj Dan Moss.

At the time of the C-54 incident, the Air Force averaged 37 non-combat fatal accidents per 100,000 flight hours. According to 2017 Air Force Safety Center statistics, misidentified its location and, without that rate was 0.75 non-combat accidents per 100,000 ground-based backup, relied solely on flight hours. internal navigation.

MAX. 93. The Navy didn’t lose any revealed a Japanese blog showing the We reached the wreckage just before planes in the region, but the specifi- trail map of the hikers’ discovery. the United States celebrated Memorial cations, manufacturer, and technical Day. Although not downed in combat, orders for R5D-1 aircraft matched the The spot was a half-mile north of the this aircraft was providing diplomatic specs for a USAF C-54 Skymaster. area searched after the April 1950 support for the betterment of the mishap. Using an array of sleuthing United States’ position in the Pacific We learned of two C-54 mishaps and a tools—the hikers’ map, the original and the reconstruction of Japan. The chartered L-1049 Super Constellation investigator’s notes, geodata from crew and passengers risked their that went down carrying engines aircrew planning software, and lives to improve two nations—not as for C-54 aircraft. Severely bent and information gleaned from the hikers’ glamorous as combat but nonetheless a evenly damaged blade tips can mean a photo—we calculated the approximate heroic and selfless sacrifice. propeller was at a low angle of impact final resting place of the aircraft. and a high RPM when it struck the Standing on the mountain with the ground. The even distribution of blade On May 23, 2018, Lt Gen Yoshida (ret) propeller of the downed aircraft damage told us this one was likely part and I reached the area and soon found left me grateful for how far we’ve of a C-54 mishap. the propeller. Coordinates and photos come in safety. Similar sacrifices confirmed it came from the April 1950 in my 16-year Air Force journey We reviewed approximately 3,000 crash of a USAF C-54 from the 374th involved close friends, but seeing the pages of material and scoured reports Troop Carrier Group at physical evidence firsthand in the looking for clues that matched the in the Philippines. location at which it occurred was an propeller images to the incidents. A irreplaceable moment. team dispatched to the sites could not I struggled to imagine the plane locate any wreckage in the difficult descending into the mountains, We often complain about a system terrain, making it seem as if the killing eight crewmembers and 27 with too many rules and too many mystery would end without resolution. passengers. Some of those aboard were hoops to jump through, but never members of General MacArthur’s staff, forget that this same system has saved As a Hail Mary of sorts, an online including an aide, the aide’s wife, and countless lives—probably yours and search of the propeller’s serial number their two children. The aircrew had mine on at least one occasion.

Winter 2018-2019 17 FLIGHT SAFETY Reliability of the C-5M Emergency Escape Slides

Test participants from 436 AW at Dover AFB, Del., review deployment procedures during AMC Test and Evaluation Squadron’s test of the C-5 Emergency Escape slides. USAF photo by Lisa Elmo-Henske

BY MS. SUSAN G. GOTTA, AMC TEST AND EVALUATION SQUADRON, JOINT BASE MCGUIRE-DIX-LAKEHURST

irmen aboard the Lockheed “This request from AMC’s Aircrew of this Tactics Development and Martin C-5M Super Galaxy, Training Division at Scott Air Evaluation (TD&E). the largest cargo transport Force Base was prompted by three Aaircraft in U.S. Air Force service separate incidents in 2017 when In accordance with the test plan, this worldwide, expect the emergency AMC C-5M aircraft experienced TD&E was executed in two phases, escape slides will deploy as designed in ground emergencies requiring the beginning in November 2017 at Dover the unthinkable event of an emergency deployment of multiple escape slides,” Air Force Base, , with test that requires aircrew evacuation. said Air Force MSgt Robert Bello, participants from the 436th Airlift AMCTES lead test director on the C-5 Wing at Dover providing support. Recently, a test team from the emergency escape slide operational Testing continued in December at Air Mobility Command Test and test. “Those three emergency landings Travis AFB, California, with support Evaluation Squadron (AMCTES), resulted in three [of five] slides failing from the 60th Air Mobility Wing. located at Joint Base McGuire-Dix- to inflate as expected.” Lakehurst, New Jersey, completed “At each test location, AMCTES test an evaluation of the emergency Bello added that the main objective directors observed qualified aircrew escape slides deployment procedures of this test was to isolate tactics, personnel deploy all five emergency aboard the C-5M aircraft. Testing procedures, and training that could escape slides in accordance with Air the effectiveness of the slides helps be contributing factors in the slide Force tactics, procedures, and training ensure they will function as expected, failures. Mechanical and equipment under operationally representative if necessary. factors were not within the scope conditions,” said Bello.

18 The Mobility Forum FLIGHT SAFETY

In service since the early 1970s, the The unique aspect of this AMCTES C-5M is fitted with five emergency operational test was that the slides Hopefully, it doesn’t need escape slides to provide rapid egress were deployed on the planes from the aircraft during a ground simulating an actual emergency, to be used, but if it does, emergency. Four slides are installed instead of during annually scheduled we do everything possible in the troop compartment, and one slide inspections like that done by the slide is installed in the relief crew AFE shops. to ensure that it works. compartment. The test plan called for the five emergency escape slides “Aircrew were observed following aboard the C-5M to be deployed three recommended procedures and times each using one aircraft at Dover training to toss out the and three aircraft at Travis, for a total cases, pull the lanyard, of 30 intentional slide deployments. and inflate the slides,” said Bello. “Secondary Aircraft safety manuals detail how measures were followed each of the slides are contained in a if the slide did not inflate, rigid case attached to the fuselage by a just like in an actual metal bar. When the aircraft doors are emergency situation.” opened in an emergency, evacuation procedures dictate that the slide case Aircrews receive is to be positioned on the sill and then Emergency Egress the entire slide case is to be tossed out Training every three years the escape door. A lanyard attached to as directed by Air Force the door is designed to automatically Instruction 11-301, Aircrew discharge the air reservoirs that inflate Flight Equipment Program, the slide. and in accordance with Technical Order 1C-5M- “This operational test was conducted 1. An overarching goal in addition to, and separate from, the of this evaluation was to Test participant SrA Nicole Harris from 436 AW at Dover annual functional checks routinely determine whether those AFB, Del., inspects and repacks a slide during AMC Test and conducted on all safety equipment,” procedures and training Evaluation Squadron’s test of the C-5 Emergency escape slides. said Mr. Kerry Lloyd, 436th Air Wing adequately prepare aircrew USAF photo by Susan G. Gotta Operations Support Squadron Aircrew for an emergency. Flight Equipment (AFE) manager at Dover AFB. “[For the AFE checks], “Some of the test participants were made specific recommendations each and every slide is removed from documented forcefully shoving the in four areas: enhance aircrew the plane, manually inflated in the slide cases out of the doors, while procedures and documentation; shop, and inspected at least once others were tossed or dropped with improve human factors associated per year. We check every inch of the less force. This may have affected how with the slide equipment design and slide for cracks, make any required fast the slides deployed or whether its configuration aboard the aircraft; repairs, then re-pack each slide before they deployed at all,” continued Bello. update maintenance guidance and returning it to use.” training materials; and investigate Of the 30 deployment scenarios hands-on slide deployment training All five of the slides are packed in tested, there were five instances where exercises for aircrew. cases that are different sizes and issues prevented the successful, full shapes, each specific to where they are deployment of the escape slides. This type of AMCTES evaluation pro- located on the plane. The re-packing AMCTES test directors analyzed all vides a measure of assurance for the process is done by hand and typically raw data collected at the two test rigorous adherence to all safety proto- requires several personnel to fold and sites and made 23 recommendations cols aboard the C-5M Super Galaxy. work the slide back into the cases. to improve functionality and enhance deployment procedures of Final published report details are “Hopefully, it doesn’t need to be used,” the C-5M emergency escape slides, available through the AMCTES said Lloyd, “but if it does, we do every- thus increasing personnel safety Operations Division at Joint Base thing possible to ensure that it works.” aboard the aircraft. Test directors McGuire-Dix-Lakehurst.

Winter 2018-2019 19 Left to right: Maj Brian Pugliese, TSgt Paul Carissimo, TSgt Steven Johnson, TSgt Diana Tamayo, Maj Matthew Zayatz, TSgt Kelci Richardson, and Capt Andrew Muench SPOTLIGHT AWARD The Total Force Association C-40 Crew of SPAR15 from , Scott AFB, IL

n January 30, 2018, the Total Approaching their equal time high-level mission—this time carrying Force Association C-40 point—a potentially dangerous spot— members of Congress. The non- crew of SPAR15 departed without knowing why the fuel was standard fuel burn helped the second OScott Air Force Base on an transferring or from where, the crew crew remain in a balanced fuel state, Executive Airlift mission supporting declared an emergency above the which ultimately led them to finish the Air Force Chief of Staff and the Pacific Ocean and prepared to divert their mission safely and on time. Commander of . The to Travis AFB in California. Flight mission facilitated timely and critical attendants readied passengers for a partnership building with Indian and possible evacuation and ensured a Singaporean Minsters of Defense and secure cabin before landing. their Air Force Chiefs of Staff. THE CREW Due to suspected fuel venting, the Leaving Hickam AFB in Hawaii for aircrew, with support from home- From 54 AS, Scott AFB, Ill.: in , the station subject matter experts, opted to Maj Brian Pugliese, Pilot crew was approximately three hours use a non-standard fuel pump position Maj Matthew Zayatz, Pilot into the mission over the Pacific Ocean to drain any fuel that may have filled Capt Andrew Muench, Pilot when they noticed an abnormal fuel the vent box. Burning down the fuel in MSgt Dennis Morris, Flight Attendant imbalance with the #1 main tank. the vent box greatly reduces the chance TSgt Suzanne Feely, Flight Attendant Oddly, it displayed 400 pounds more of spilling fuel on the runway next to TSgt Diana Tamayo, Flight Attendant than its stated maximum capacity. a still-running engine. Following an SSgt Kyleigh LaPoint, Flight Attendant uneventful landing, the Travis AFB They immediately began Fire Department Chief declared the SSgt Kelci Richardson, Flight Attendant troubleshooting an uncommanded fuel aircraft safe. From 65 AS, Joint Base Pearl transfer and possible tank overfill. With Harbor-Hickam Hawaii: no guidance in their publications, the After three days of rigorous Maj Brian Park, Pilot crew called the 932d Operations Group maintenance, the crew successfully Standardization/Evaluation, as well as returned the aircraft back to home From 932 MXG, Scott AFB, Ill.: engineers from Boeing, for assistance. station. They subsequently shared their TSgt Paul Carissimo, Flying Crew Chief Neither could pinpoint a cause nor offer experience, which helped another C-40 TSgt Steven Johnson, Flying Crew Chief a solution. crew diagnose a similar situation on a

20 The Mobility Forum AMC NEWS

Ground Safety Continues to Shine Like a Diamond!

BY MR. MONTE NACE, STAFF WRITER Arnold ultimately established Ground Safety in December 1943 and appointed n the United States, diamonds Lt Col William Tubbs as its chief. The typically symbolize a 75th April 1945 edition of the Army Air anniversary. They are also one of Force’s safety publication read: Ithe toughest materials on the planet. Geologists believe diamonds first “The primary purpose of formed deep below Earth’s surface Ground Safety in the Army Air millions of years ago, where the Forces is to conserve personnel gemstones remained until volcanic for the job of winning the war. eruptions forced them out. The function of the Ground Safety Division … is to organize, Similarly, America’s military history is coordinate, and stimulate a an enduring reminder of this nation’s safety program which applies toughness. We did not get here on everywhere except in the a whim. Rather, our willingness to operation of aircraft.” grow and change, even as we remain steadfast in our core values, is a shining Back then, the safety focus was on example of “going the distance” and shops, flight lines, and automobiles; proudly getting the job done. aircraft, and motor vehicle maintenance; and traffic safety Gen Henry H. “Hap” Arnold Ground Safety, which is a big part of education. That hasn’t changed much, that effort, celebrates its 75th anniver- nor has Ground Safety’s basic mission: sary in December. It began when Henry preserving life and combat capability H. “Hap” Arnold, a three-star general through mishap prevention. The in the U.S. Army, visited hospitalized most notable difference is how safety crews in North Africa in 1943. He was messages travel. We have gone from surprised to see so many injured pilots letters, meetings, and briefings to and even more surprised to hear how constant and instant communication via DID YOU KNOW? the accidents happened. One said emails, social media, and other tools. The Mobility Forum, much like the he was there due to a jeep rollover. Army Air Force publication, has a Another had also suffered a jeep acci- Congratulations to Ground Safety long history of promoting ground dent; this one from taking a corner too professionals who continually develop safety. It began as The MATS Flyer fast. And so it went—with pilot after and deliver impactful programs [Military Air Transport Service] pilot detailing incidents that happened and relevant messages that resonate magazine 64 years ago, transitioned on the ground instead of on planes! with Airmen. Doing that for one to The MAC Flyer [Military Airlift year would be a great achievement. Command] in 1966, and still strives to Realizing the impact that preserving Doing it for 75 years is the epitome of deliver the same vital message today. lives had on mission capability, Gen accomplishment!

Winter 2018-2019 21 SEASONAL CONSIDERATIONS

Four “Must Have” Items for Cold Weather Ops

BY MS. RITA HESS, STAFF WRITER even remotely risky (i.e., snow symptoms in all seasons: nausea and skiing, snowboarding, ice hockey, faintness. It can also negatively affect n the throes of winter, I like to snowmobiling), use appropriate safety your ability to resist the cold, and that daydream about warm, sunny gear. Healthy skin is great, but it will can increase your chance of injury. beaches. My summertime not protect you from broken bones. Iessentials—whether I am seaside Dehydration can also increase your or landlocked—include sunscreen, 2. SUNGLASSES chances of becoming hypothermic. sunglasses, large quantities of The sun can also burn your eyes, and This potentially life-threatening water, and a beach towel. Actually, that type of burn is equally nasty in condition occurs when the body’s my packing list for winter is much the short term. Symptoms may include core temperature dips to less than 95 the same (minus the beach towel). eyes that water or itch, feel dry and degrees Fahrenheit. Many people mis- Let me explain. scratchy, or are sensitive to light. takenly believe it only happens due to Long-term effects, according to the prolonged exposure to cold tempera- 1. SUNSCREEN American Academy of Ophthalmology, tures. On the contrary, people can get If you have ever been sunburned, you can include an increased likelihood of hypothermia when temperatures are know it is painful and unattractive. It developing cataracts.3 above freezing, especially if exposed to also increases your risk for skin cancer, wet conditions for an extended period. particularly if your complexion is fair A wide-brimmed hat can help but may or you are not accustomed to being not always be practical, especially on Something else you may not realize outdoors. Skin cancer is now occurring the job. In that case, opt for sunglasses about increased water consumption at epidemic levels, with more than as part of your year-round outdoor is how helpful it can be when you are five million new cases1 diagnosed gear whether skies are sunny, cloudy, adjusting to higher altitudes. The older annually. Melanoma (the most serious or snowy. Make them mandatory you get—and the larger the change form of skin cancer) is now one of the for everyone in your family—even from what you are accustomed to—the most common cancers among young (or especially) children. Ask your harder it can be to acclimate to a new people ages 15-29.2 eye doctor for sunglasses with the environment. Listen to your body when appropriate protection, and size going to a higher altitude, whether a The danger does not pass when matters, as larger frames can keep rays permanent relocation or just a winter temperatures change. Autumn months from creeping over the top or around retreat. If you don’t have a few days to can be cool and cloudy, and winter the sides of your shades. adjust slowly, take ample rest breaks. brings ice and snow to many locations. Both of those can cause sunburn, 3. WATER 4. BEACH TOWEL which makes it critical to wear If you think increasing your water I don’t really take one with me sunscreen year round. intake only applies to summer months, everywhere I go during the winter. But think again. In fact, winter activities now that I think about it, I could use it Oh, and please don’t stop grabbing can dehydrate you too. The problem to clean up the gunk I track in on my the sunscreen. If you partake in is that people scale back on water in shoes or boots so nobody slips and cold-weather recreation that is cooler months, perhaps because they falls in the puddles I create. Or I could don’t sweat as much and simply do not use it as an added layer of warmth in 1 American Cancer Society, Cancer Facts & Figures 2018, page 1, available at feel thirsty. Dehydration, which is the case my car breaks down. Or I could www.cancer.org. body’s lack of water, causes the same just wrap it around my shoulders as I doze off on break and dream about 2 United States Environmental Protection 3 American Academy of Ophthalmology at Agency, www.epa.gov/sunsafety/ www.aao.org/eye-health/glasses-contacts/ that warm resort I visited health-effects-uv-radiation. sunglasses-3. last summer … ahhhhhhh!

22 The Mobility Forum AMC NEWS Tanker Team: the Crew of PYTHON 62, 22d Air Refueling Wing, BY A1C ALAN RICKER, McConnell AFB 22d AIR REFUELING WING PUBLIC AFFAIRS

USAF photo by A1C Alan Ricker

was sitting in the boom aerodynamic forces on the aircraft and “While the pilot team was flying the operator station in the reduced available thrust during one of aircraft and executing checklists, cockpit,” said A1C Hannah the most critical phases of flight.” Clarke checked the engine from the “I Clarke, 349th Air Refueling cargo compartment, ensuring no Squadron (ARS) boom operator. Gargano explained that Clarke was visible damage or fire was present,” “Everything was normal until involved within the first seconds of Gargano continued. “She knew her we rotated and I heard the pilots the in-flight emergency. responsibilities and performed them in call out the high exhaust gas a calm, collected manner.” temperature. I went to look and “We continued climbing and once saw that the high was in the upper we got to a safe altitude, they shut The aircrew’s quick communication 900s while climbing.” down the number one engine,” said and response to the emergency Clarke. “I volunteered to go back allowed the team to successfully land High exhaust gas temperatures and examine it for any indications of at Al Udeid using three engines. (EGTs) are 880 degrees Celsius at smoke or abnormalities.” the highest during deployments in “Despite the desert heat and the the desert. Late on the afternoon The crew made a request to dump fuel stress that came with it, the entire of June 7 at Al Udeid Air Base, in flight to bring the plane to a safe crew worked seamlessly together, Qatar, the crew of Python 62 had to landing weight. displaying textbook crew resource act quickly as a team. A high EGT management,” he said. “Everyone could cause damage, a fire, and/or “After securing the engine and on board did an outstanding job an engine shutdown. completing checklists, the crew mitigating the emergency and safely dumped fuel to get the aircraft light recovering the aircraft.” “Anything above 880 degrees and enough to land,” Gargano said. “It we start to worry,” said Clarke. required additional checklists and The crew of Python 62 worked “We never imagined we’d have an crew coordination.” as a team to safely land without EGT of 1070.” any harm to themselves or the $52 Clarke headed toward the back of million aircraft. Capt Michael Gargano, 349 ARS the KC-135 and ensured fuel was KC-135 Stratotanker aircraft being released properly through the “Safety and emergency procedure commander, recognized the initial boom nozzle. The resulting weight— training begins day one at pilot, EGT of 1070 degrees. He notified just under 225,000 pounds— was navigator, and boom operator Capt Garret Dean, 350 ARS KC-135 safe for landing. training,” concluded Gargano. pilot, who was in control of the “In addition to the emergency aircraft during takeoff. Each crewmember had an impor- situations we practice in our tant task during the in-flight simulator and on training “Shortly after takeoff, the number emergency. Capt Jonathan Stevens, missions, regular conversation one engine indicated a severe 350 ARS navigator, served as a with other aircrew about lessons overheated condition requiring it communicator during the emer- learned and specific emergency to be shut down,” said Gargano. gency and ensured all procedures procedures helps grow experience “This created large asymmetric and checklists were completed. across the fleet.”

Winter 2018-2019 23 SEASONAL CONSIDERATIONS

“Once winter comes in Alaska, we’re the deice vehicle. They marshal the Deicing usually deicing aircraft through April. vehicle around the planned route The process is conducted by a team while carrying vehicle chocks, and of basket operators, deice vehicle they deice the underside of the wings Operations operators, and chock walkers,” he said. where basket operators cannot reach. “A supervisor leads the team and is Highly reflective, oversized deicing responsible for the overall operation suits protect them from possible in Alaska? and ensures precautions are followed.” overspray and help make them visible during the operation. Deice vehicle operators maneuver BRRRR! around the aircraft. Typical deice “Ideally, we deice just before engine vehicles at Elmendorf are the Global start to maximize the effectiveness 1800 and Global ER-2875. The 1800 of the deicing fluid in Alaska’s harsh is for smaller aircraft and the wings winter conditions,” Paxton added. and/or fuselage of C-5M and C-17A; “When it is complete, the aircraft BY MR. MONTE NACE, STAFF WRITER the ER-2875 is primarily for the T-tail commander performs a walk- section of the C-5M and C-17A but can around check to ensure a satisfactory Aviation is the branch of engineering also deice wings and fuselage sections. operation.” To meet Air Force and that is least forgiving of mistakes. Federal Aviation Administration “Basket operators probably have the policy, aircraft must be deiced to a ~ Freeman Dyson, American Physicist best position,” Paxton continued. “clean” condition—meaning no frost, “They are in an enclosed, heated ice, or snow on it. irplanes have changed a great compartment. Their safety gear is a deal since Wilbur and Orville lap belt that buckles them into the seat Paxton said the determination to Wright constructed theirs out and a radio for communicating with deice is usually an obvious call. When Aof wood and fabric more than the deice supervisor. Depending on the the decision isn’t as clear-cut, the 100 years ago. We now fly around aircraft size and available personnel, aircraft commander and production the world, day and night, in all kinds each deicing operation can have more superintendent usually make a joint of weather—thanks in part to the than one basket operator spraying decision. The ultimate responsibility, advancement of deicing materials deicing fluid onto the aircraft.” however, is on the aircraft commander. and procedures. Paxton described chock walkers as Deicing the aircraft is vital to the Today, deicing operations are safety observers who ensure a safe safety of the aircrews and passengers. extremely effective but require a distance between the aircraft and Paxton explained that ice formation great deal of precision, as we learned from MSgt Jeremy Paxton, Lead Production Superintendent of the 732d Air Mobility Squadron (AMS) at Joint Base Elmendorf–Richardson (JBER) in Alaska.

24 The Mobility Forum SEASONAL CONSIDERATIONS

could reduce wing lift by as much After a couple of winters, they’re “Personnel of the 732 AMS ‘Huskies’ as 30 percent and increase drag usually acclimated and the need for work to recover, repair, load, and by 40 percent. According to the additional layers goes down.” launch AMC aircraft transiting FAA’s Advisory Circular 20-117, Alaska—with support from Team these changes in lift and drag will Originally from California, Paxton JBER,” he said. “As the only AMC significantly increase stall speed, is understandably proud of the role squadron in Alaska, they provide reduce controllability, and alter aircraft Alaska Airmen play in Air Mobility support for all strategic airlift aircraft flight characteristics. Historically, Command’s Rapid and support both commercial aviation investigations indicate that Global Mobility and Department of Defense cargo not deicing an aircraft before takeoff mission in extreme aircraft that supply remote stations can have catastrophic results. conditions. throughout Alaska.”

Many people can’t imagine a colder job than deicing aircraft in Alaska, but Paxton said you get used to it.

“Most of our folks wear thick insulated bibs for their pants with a fleece jacket under another thick insulated jacket, but that depends on how cold it is and how long an Airman has been in Alaska.

Airmen assigned to 732 AMS deice a C-17 Globemaster III out of Joint Base Lewis- McChord, Wash., while conducting flight operations at Joint Base Elmendorf- Richardson, Alaska. During the harsh Alaskan winters deicing keeps aircraft operational by removing layers of snow, ice, and frost that could adversely affect flight. USAF photo by Alejandro Peña

Winter 2018-2019 25 SAFETY CULTURE

At the 618th Air Operations Center (TACC), Winter is 24/7/365 for Global Mobility Weather Operations Directorate

BY MS. KIM KNIGHT, STAFF WRITER support to keep the mission moving,” base, but I start briefing leadership explained Flight Manager Randy if we see something. It pays off, art of our country has mild Johns. “Potential hazards include especially in winter, because we can winters, while it is freezing cold temperatures on the ground or still massage plans so we do not see a cold elsewhere. At the Global at altitude. While in flight, certain significant impact to operations even PWeather Operations Directorate aircraft may need to descend a little if a system pushes through. (XOW), a subordinate unit of the 618th to avoid extreme cold that can freeze As we come closer to the window of Air Operations Center (AOC), Tanker fuel. Also, many cold weather patterns mission execution, that is when MSgt Airlift Control Center (TACC), at Scott are associated with turbulence. This VanderSys comes in.” Air Force Base in Illinois, personnel turbulence can be severe and is very provide weather support for Air common on oceanic crossings. Another MSgt Kevin R. VanderSys is the Mobility Command (AMC) missions significant cold weather hazard is Manager of the Global Weather around the world. That means they aircraft icing which can be extremely Operations division at 618 AOC must think about winter all year long. dangerous during the most critical (TACC). He oversees a 34-member phases of flight, including takeoff, team that disseminates up to the XOW teams continuously monitor and initial climb-out, and final descent.” minute weather support for over relay global weather data, which helps 72,000 sorties a year. His team’s focus AMC senior leaders make informed Johns and about 100 additional FAA is on short-range forecasting, and decisions. The group plays a vital certified flight managers within 618 he admits forecasting snowfall can role in both mission planning and AOC (TACC) work to mitigate weather occasionally be difficult. execution because cold temperatures hazards by getting urgent weather and winter weather phenomena can forecasts to crews wherever they are. “Systems sometimes change abruptly affect elements of any operation— at or near takeoff,” he said. “The key personnel, equipment, and aircraft. “For us, winter is every day of the is staying on top of it and relaying It can dictate how long maintainers year because our AOR [Area of updates as we watch the mission work and what types of equipment Responsibility] is the entire world,” he from start to finish. As soon as we see are needed (i.e., deicing trucks for explained. “We deal with cold, snow, something, we immediately walk over aircraft, salt trucks for the airfield and and ice, even in August. Summer here to the flight manager, who will initiate runway). Other dynamic issues may means winter somewhere else.” plans for added fuel and alternate include aircraft icing while in flight locations. The aircrew may also contact and weather condition changes at Several teams in 618 AOC (TACC) us directly for additional updates.” an arrival destination, but accurate start gathering information two weeks forecasts allow time to plan around before high-vis missions occur. For Diverting to an alternate location and adjust for these conditions. example, MSgt Jerrimy S. Erskine happens often during winter months, is Manager of the Weather Plans according to Johns. Flight managers, also known as division. He and his seven-member “virtual crew members”, work hand- team focus on medium- to long-range “Many times, we plan for crews to in-hand with directorates such as forecasts and mission planning efforts carry additional fuel to ensure they XOW to compile critical information for Mobility Air Forces. have enough if they need to divert,” and provide accurate flight plans to he said. “Fuel planning is important AMC aircrew. “We know about a week ahead where to make sure they can get to area storms may track,” he said. “The somewhere besides where they need “While we are always safety conscious, difficulty that far out is we might not to go. Sometimes the crews and I talk we work with the crews and ground know how it will affect a particular directly to mitigate an issue. We are

26 The Mobility Forum SAFETY CULTURE

mission oriented, but we can cancel if “Systems sometimes change abruptly at or near takeoff. we have to. “ The key is staying on top of it and relaying updates as Gathering all of the weather data is a we watch the mission from start to finish.” collective effort. VanderSys says they get most of their information from offsite resources via the internet.

“We compile U.S. Air Force weather information with that from the National Weather Service and elsewhere—things like real-time data, satellite and radar images, hourly airfield observations, and forecast products. We monitor conditions all over the world constantly, watching for changes and looking to see what missions may be impacted.”

Learning to analyze and interpret weather charts, encode and decode alphanumerical products, and integrate that information into operations is not for everyone. Extensive training starts with an eight- month initial skills course at in , where enrollees study those subjects and also learn about atmospheric dynamics and weather phenomena.

“Once they arrive at the AOC,” said VanderSys, “they receive more training. They also learn about the XOW’s mission in support of the 618 AOC—how to mitigate the effects of weather and its impacts.”

The 618 AOC, including the Global Weather Operations Directorate, is manned 24/7/365 and is rarely caught off guard by winter storms, thanks to the many real-time tools available to them. Rest assured, however, that if an unexpected winter event occurs, they will be hard at work with leadership and flight MSgt Kevin R. VanderSys, left, speaks with an Airman about weather at the Global Mobility managers to make any necessary Weather Operations Directorate, 618 AOC, Scott AFB, Ill. changes to keep Airmen safe. Photos by 618 AOC PA

Winter 2018-2019 27 FLIGHT SAFETY “ This is your Captain speaking... all four engines have stopped.”

BY MS. RITA HESS, STAFF WRITER At one point, oxygen masks dropped from the ceiling. Passengers were hose words can be frightening, justifiably scared; some wrote notes regardless of whether you are to loved ones while others comforted a newbie or a seasoned flier. fellow travelers around them. TCaptain Eric Moody put a unique twist on that message when he Moody descended quickly to an delivered it to passengers headed from altitude that allowed people to breathe. London Heathrow to Auckland, New As the crew reached the point where Zealand, aboard British Airways 747 they had to turn to attempt the ocean Flight 9 in June 1982. ditch, they again tried the engine restart procedure. Miraculously, the Moody said, “Ladies and gentlemen, number four engine started and the this is your captain speaking. We have pilot slowed descent. Soon, engine a small problem. All four engines have three successfully restarted. Shortly stopped. We are doing our damnedest thereafter, the crew restarted engines to get them going again. I trust you are one and two, and the pilot increased not in too much distress.” altitude to get above the mountains and head to Jakarta. Even as the WHAT HAPPENED windscreen issue returned and engine Flying above the , two shut down again, they managed to the crew noticed an effect on the land the 747 heroically at Jakarta. windscreen much like St. Elmo’s fire. This natural phenomenon can occur WHAT CAUSED THE INCIDENT? if planes fly through highly charged Mount Galunggung, located southeast electric fields sometimes found in of Jakarta, had released a cloud of thunderclouds. Oddly, though, skies volcanic ash and smoke that did were clear that night. Within minutes, not show up on weather radar passengers reportedly saw brilliant because the ash was dry. It entered lights outside the aircraft as it begin to the engines, clogging them, and shudder, followed by flames coming then subsequently melted. Later, as from the engines. each engine cooled and the airliner descended, the ash solidified and All four engines failed, one by one, and broke off, allowing air to again flow did not respond to efforts to restart through the engine and start. them. The crew knew they needed a plan—and a backup plan. They quickly As a result, airspace around Mount pinned down their options: (1) they Galunggung was closed. It reopened could try gliding 23 minutes (~91 miles) days later, only to be shut down to Jakarta, Indonesia, for an emergency again within weeks when a Singapore landing, or (2) try ditching in the Indian Airlines 747 descended more than Ocean. Even as they proceeded to their 7,000 feet due to engine malfunction first choice, Jakarta, they tried restarting before power could be restored. engines. All efforts failed. Flight 9 was not the first plane to encounter ash from the eruption. Thick smoke that reeked of sulfur A Garuda DC-9 experienced it two accumulated in the passenger section. months earlier.

28 The Mobility Forum FLIGHT SAFETY

WHAT YOU SHOULD KNOW Plumes of ash near active volcanoes are a flight safety hazard, especially at night when pilots can’t see them. Like with Flight 9, the ash may not appear on weather radar. Even during daylight hours, pilots risk mistaking an ash cloud for a cloud of water vapor, especially if the ash travels far away from the eruption site.

Volcanic ash is abrasive and can scratch and “pit” windscreens, impairing visibility. It can damage and erode All four engines failed, one by one, aboard British Airways 747 Flight 9 from London Heathrow to material, literally changing the shape Auckland, New Zealand in June, 1982. of blades and affecting operability. Photo by Mr. Steve Fitzgerald Melted particles can stick to turbine blades, fuel nozzles, and combustors— which can stop cooling airflow and heat surrounding metal. Fine ash that enters electronic components can cause electrical failure—and on and on. Such issues are hard on aircraft and dangerous for personnel!

In 1991, the aviation industry established regional Volcanic Ash Advisory Centers (VAACs) to keep aviators informed of volcanic hazards. If a center detects ash clouds, it advises aviation and meteorological offices as needed. To learn about VAAC offices and coverage areas, go to www.ssd. noaa.gov/VAAC/vaac.html.

EPILOGUE Captain Moody and the other crew on Flight 9 received a bounty of awards, and the incidents of that day are much easier to write about knowing that everyone survived. SURVIVING THE UNTHINKABLE AMC crews do not fly for recognition, Other aircraft have lost all engines in the decades since the British Airways Flight 9 of course. You proudly serve your event. Total engine failure can also happen if, for example, a plane runs out of fuel or nation by deploying to all kinds of collides with birds. However, even those incidents can be survived. environments when needed. Ironically, that sometimes means responding to In 2001, an Air Transat flight carrying 293 passengers and 13 crew members lost those in need after volcanoes erupt! power in both engines over the Atlantic Ocean after leaking fuel for six hours. Pilots glided the powerless Airbus A330 for 19 minutes (about 75 miles) to a hard landing Regardless of where future missions at Portugal’s Lajes Air Base. No lives were lost. take you, try to avoid volcanic ash And who could forget the Miracle on the Hudson, when Captain Chesley “Sully” and any other situations that—in Sullenberger landed an Airbus A320 after a flock of Canada geese took out its Moody’s words—cause you “too engines? Again, no lives were lost. much distress.”

Winter 2018-2019 29 SAFETY CULTURE

f thinking about a doctor’s visit (or at work, with the family, or about to planning a safety briefing) causes climb a mountain or go rafting—we you anxiety, meet Dr. Love. His real want them to make good decisions.” Iname is Leonard “Al” Jones, and he is the Air Force Safety Center (AFSEC) Building on that, he created “Risk Risk Management Program Manager at Management in 45 Seconds or in New Mexico. Less,” a video series starring the However, under the guise of Dr. one and only Dr. Love. Love—a character developed earlier in his career—he creates interesting, “I maintained an instructor navigator entertaining videos that prove to be a rating throughout my 25-year career,” great tool for safety professionals. he said. “We throw so much training at people, and it drove me to produce “Years ago, on active duty, I had to short little messages about risk send out instructions,” he explained. management. We need the training, “Rather than burden people with but making it a little funny is like emails, I created Dr. Love’s Advice a teaspoon of sugar—it helps the for the Lovelorn. I made up letters, medicine go down. The videos were answered them, and sent them out. originally for unit safety reps, but then For example: the American Forces Network [AFN] picked them up.” Leonard “Al” Jones, a.k.a. Dr. Love Dear Dr. Love: I am a pilot that nobody USAF photo by Mr. Keith Wright likes and I cannot make friends. The productions have no budget and must be acceptable to play on the AFN. I would write back Dear Lonely Pilot: To Thus, Dr. Love videos can have no sex make a friend, you must be a friend. Much or violence. Admittedly, some of his The Doctor like the Defense Travel System (DTS), to videos are a bit corny, but he’s okay get your voucher paid, you have to … then with that. If people talk about a corny I would put the instructions on it.” ending to a message about seatbelts, at Will See least they walk away with the intended In his current position, Al applies a message about the safety of seatbelts. unique twist to risk management. You Now Instead of seeing it as strictly a ho-hum While he does not target specific decision-making process, he says “This groups of Airmen, he does consider (and Probably is what I want to accomplish. Now, seasonal topics or those that are what hazards might stand in the way statistically pertinent. Make You Laugh!) or prevent me from doing it? How do I eliminate or minimize them to a point “If we are seeing more off-duty where I can proceed?” motorcycle accidents or machine BY MS. RITA HESS, STAFF WRITER guarding accidents, we may focus on More simply, it is weighing potential those,” Al said. “We might hone in on gain versus potential risk. a specific age group if it makes sense, but we try to do videos that appeal to “In safety, before we start a project, all ages.” we ask, what could go wrong? If it is a new airplane, what could fail? How Feedback from viewers is positive, long can we fly? What size crew do we according to Dr. Love. need? We start eliminating potential problems and get it down to the “I think people like quick videos lowest level of risk possible. We want because they don’t have to be tied our people to do that when they are down for a 10-minute lecture.”

30 The Mobility Forum SAFETY CULTURE

“The point is, the safety message gets out there.” – Dr. Love

To see Dr. Love’s “Risk Management in 45 Seconds or Less” videos, tune in to the AFN or go to www.safety.af.mil/News/Video

Dr. Love, shooting a video for the Air Force Safety Center at Kirtland AFB, N.M. Dr. Love with Combat Arms Airmen at Kirtland AFB, N.M. USAF photo USAF photo

The humor also makes a lasting “A couple years ago,” Wright said, discovered that particular bomber impression. In fact, he told of a recent “when the Secretary of the Air was in my hometown when I was visit to Germany where people stopped Force and the Chief of Staff picked 6 or 7 years old and used as a him on base to take selfies. During one them up, views skyrocketed. I crop duster. As a little boy, I had encounter, a toddler actually quoted a think humor relaxes people. It lets been to the airport and seen it, line from one of his videos! them breath a little and leaves them so it was neat to be on the fully feeling good.” restored bomber years later.” “The point is, the safety message gets out there,” he said. “The messages Dr. Love confessed that because they Is there a Dr. Love protégé on the aren’t new, but we have new people produce the videos quickly, amusing horizon? Well, the joining the military constantly. Many outtakes occur frequently. One of his at Peterson AFB won the recent times, it’s the same message but in most memorable clips happened when video challenge with its entry, another form.” he took a fashion risk by wearing Know Your Emergency Tones. white shoes and a white belt. Al said it was clever with a good Keith Wright, from Public Affairs at the message and special effects, but AFSEC, said the videos reach thousands “I liked that one because the it was tough to choose a winner of Airmen. The AFN broadcasts them production value is so good. On because there were too many good around the world, and they are available a personal note, they brought entries to choose from. Will there on YouTube, Facebook, the AFSEC a B-17 down to Albuquerque be another challenge? website, and the Occupational Safety and graciously allowed us to be SharePoint site—whatever platform gets all over the plane filming one “Who knows?” he teased. “Another the message out. morning. Through research, I may be coming up in the future!”

Winter 2018-2019 31 SEASONAL CONSIDERATIONS

An Old-Fashioned PRETTY ≠ SAFE

The National Safety Council Griswold Christmas (www.nsc.org) cautions that emergency rooms see thousands of injuries involving holiday decorating BY MS. RITA HESS, STAFF WRITER THE TREE every season. Their chosen tree was very large ave you ever seen the movie (okay, it was huge) when it stood so • “Angel hair,” made from spun glass, can irritate your eyes and skin; National Lampoon’s Christmas majestically in nature. However, the always wear gloves or substitute Vacation? In this holiday classic, family’s lack of tools to cut it down, non-flammable cotton. Chevy Chase portrays Clark followed by their attempt to uproot H • Spraying artificial snow can irritate Griswold, an all-American dad who the darn thing and strap it to the car, wants to provide an old-fashioned spelled disaster from the beginning. your lungs if inhaled; follow Christmas for his family, when When they finally arrived home, the directions carefully. comedic disaster repeatedly strikes. issue was getting it inside and making • Decorate the tree with your kids Watching him and his wife Ellen, it fit in the allotted space. DON’T be in mind; move ornaments that are daughter Audrey, and son Russ (along like Clark. Before you shop (preferably breakable or have metal hooks with a few other relatives) has become on a tree lot rather than in the toward the top. one of my favorite things to do in the country), measure your allotted space • Always use a proper holiday season! and think ahead about how to get the stepladder; don’t stand on tree home safely. chairs or other furniture. Even though Clark has some • When decorating with lights, difficulties transforming his image of THE SQUIRREL make sure there are no exposed or the “perfect” Christmas into reality— That poor Griswold family … and frayed wires, loose connections or and it is, after all, just a movie—we that poor squirrel! If you are buying broken sockets; and don’t overload can learn a little something from some a real tree, inspect it for critters (e.g., your electrical circuits. of the disastrous events that thwarted rodents, birds, bugs) before bringing • Plants can spruce up your his efforts. it indoors. If the Griswold’s had done decorating, but keep those that that, perhaps they would have found may be poisonous (including THE PROCRASTINATION that furry thing living in the branches some poinsettias) out of reach For starters, Clark waited until what before it ran wild in their home. Again, of children or pets. The national seemed like late in the season to begin DON’T be like Clark! Poison Control Center can be his holiday preparations, especially since reached at (800) 222-1222. THE CAT he wanted so desperately to impress his • Make sure paths are clear so no loved ones. DON’T be like Clark. Start Their cat added to the movie’s hilarity one trips on wrapping paper, early so you do not feel rushed (and by dangerously gnawing on a string decorations, toys, etc. then tempted to take shortcuts)! of lights. No feline was harmed

32 The Mobility Forum SEASONAL CONSIDERATIONS

DON’T be like Clark! during the filming of the scene and a swimming pool for Christmas. hopes of a possible windfall. As corny electrocution is uncommon, but He ordered it and planned to pay as it may sound, that is not what the animals do sometimes chew on cords for it with his Christmas bonus. holidays are about anyway. in real life. DON’T be like Clark. Be Unfortunately, that bonus didn’t come, sure your cords are in good shape with and didn’t come, and didn’t come. Even THE REVIEWS no exposed wires, and arrange them so on Christmas Eve, Clark still felt sure a Finally, let’s celebrate something the they do not pose a danger to pets OR courier would ring the doorbell at any movie got right. It opened December a human trip hazard. If you have new time and deliver his check. Turns out, 1, 1989, but did not take the top spot at pets, don’t allow them near decorations his boss gave all employees a Jelly of the box office for three weeks. Despite until you know how they will respond. the Month Club membership instead. mixed reviews, it reportedly earned DON’T be like Clark—don’t overspend over $70 million in theatres, and many THE DECORATIONS and don’t finance large purchases in people continue to love it today. Adding fuel to the Griswold fire (no pun intended), Clark improperly attached thousands of lights inside HOME FIRES SPIKE IN DECEMBER and outside the house—plugging According to National Fire Protection Association (www.nfpa.org) research, candles one string to the next and the next— start more than one-third of home decoration fires, and 42 percent of decoration including for the Santa and eight tiny fires happen because the decorations are too close to a heat source. To prevent a reindeer on the lawn. He also used problem during your Christmas celebration (or any time of year): hammers and staples to attach cords instead of clips. If you want to live • Never leave burning candles unattended or sleep in a room with a lit candle. to see another Christmas, DON’T be • Keep candles out of reach of children and pets. like Clark. Instead, be smart about connecting electrical items, and follow • Make sure candles are on stable surfaces away from trees, curtains, or other manufacturers’ instructions for all flammable items. decorative elements. Also, use ladders • Choose decorations that are flame resistant or flame retardant. appropriately and carefully year round. • Do not burn trees, wreaths, or wrapping paper in the fireplace. THE HOLIDAY BONUS • Check and clean the chimney and fireplace area at least once a year. Poor Clark had good intentions • Test your smoke alarms regularly, and tell guests about your home fire escape plan. when he decided to give his family

Winter 2018-2019 33 SEASONAL CONSIDERATIONS ICE is Nice in Summer, but …

BY MR. MONTE NACE, STAFF WRITER

ce is nice in a cold beverage on a surfaces can freeze before water does— is simply to assume that a shiny road hot summer day, but ice on the road particularly bridges, underpasses and equals black ice. on a cold winter day is a different overpasses, tunnels, and shady spots. Istory. Even worse, invisible “black Also, condensation from dew can Once on the move, it helps to know ice” on roads can be fatal to any driver, freeze on roads, and sudden blasts of where you may be more likely to perhaps especially to those who sit cold air can affect areas that do not find black ice. In addition to those inside comfy cars with heated seats usually freeze such as in the southern mentioned previously (bridges, and heated steering wheels, sipping United States. overpasses, etc.), watch for pavement on a hot latte and listening to their that looks dry but appears slightly favorite tunes as they drive—unaware On January 3, 2018, a snow, sleet, ice, darker in color and for low-lying areas that road conditions have deteriorated. and rain storm engulfed Tallahassee, that may have water runoff. Also, Florida, leaving it colder there than in stay abreast of local weather reports WHAT IS BLACK ICE? Juneau, Alaska. In January 2014, over through traditional or social media. You might think you will recognize a million people jammed highways in this enemy when it appears. The Atlanta, Georgia, amid a few inches of Take care of your vehicle. Top off problem is, black ice can be difficult to snow. School buses were stuck in traffic windshield washer fluid for those see, and you may not know you are on until midnight, and several thousand moments when passersby splash liquid it until it is too late. What is it exactly? students spent the night at school. onto your vehicle, and make sure your defrosters are working properly. Black ice is a very thin layer of ice that HOW CAN YOU AVOID Do not get too comfortable with usually shows up when it rains and the BLACK ICE? your vehicle’s “outside temperature” ambient temperature is near freezing. While black ice is tricky to identify, display, either. Depending on where This causes the precipitation to freeze you can gather a few clues before you the sensor is located, it could be chillier on impact. But it can also occur when get in the car. Look around you. Is than you realize and thus freezing. sleet falls or when snow melts. the pavement completely dry or do some spots shine? Because the ice is WHAT IF YOU ENCOUNTER Notice I said it “usually” shows camouflaged against a backdrop of BLACK ICE? up as rain during “near” freezing asphalt, tar, concrete, or other roadway Unlike snow, which can provide temperatures? That is because road material, your best bet when it is cold traction, it only takes a light glaze of

34 The Mobility Forum SEASONAL CONSIDERATIONS

Back off, Jack! Maintain more than enough space between you and the vehicle ahead of you.

ice to wreak havoc on roadways. The following additional tips may i Keep your lights and all Once a driver starts to lose control, also improve your odds of safely windows clean. Black ice is especially on a busy thoroughfare, navigating black ice: hard to see in daylight and it those who follow may lose control is even less visible at night. as well, leading to a devastating i Maintain tires with good tread multi-car pileup that can involve because it increases traction. If i Assume other drivers can’t dozens of vehicles—sometimes a authorities recommend snow or won’t stop at stoplights hundred or more. tires where you live, use them. and intersections. This gives you a little extra You will know when you find a patch i Use four-wheel drive, if you time and distance to take of ice. Hopefully, however, you are have it. It will not keep you from evasive action. Sometimes not going too fast when it happens. sliding on black ice but it may “a little” time is enough! Instead, drive a safe speed—slower help you recover. than you would otherwise think is i Buckle up and ensure necessary—and without cruise con- i Even with excellent tires and passengers do, too. trol. If your vehicle begins to slide, four-wheel drive, proceed stay calm and remove your foot from slowly and with caution. Finally, do not be fooled into the accelerator. Remember, posted speeds are thinking you are such a good for “ideal” conditions. Black ice driver that dying in a car wreck Do not apply the brake, and do not is never ideal. is impossible. Remember that overcorrect by jerking the steering professional race car driver wheel! If your car starts to spin, i Back off, Jack! Maintain more Dale Earnhardt died in a fatal turn the steering wheel gently than enough space between collision, as did actor Paul in the direction of the spin. That you and the vehicle ahead Walker and Princess Diana. It tends to go against most people’s of you. An 8- to 10-second can happen to anyone. A single gut instinct, so you would be wise following distance allows extra moment of distraction or a single to practice driving on ice if you time to stop and helps keep incorrect decision, especially have an opportunity and a safe road spray from other vehicles on black ice, is all it takes to place to do so. off your windshield. suddenly spell THE END.

Winter 2018-2019 35 AMC NEWS with the Hat Trick! AMC Fatality Free from 2016 to 2018 ccording to the Merriam- . BY MSGT CLINTON HAMMONS, Webster dictionary, a “hat trick” It was posted HQ AMC OCCUPATIONAL SAFETY is “a series of three victories, on the CDS SharePoint page where Asuccesses, or related accom- it could be used throughout the plishments” and that is exactly what campaign to promote the theme and Sports Announcer 1 (John): “It looks Air Mobility Command (AMC) has encourage Airmen to consider the like they are going to go for it! Can done. September 3, 2018, marked the consequences of their actions before they do it Bill?” end of AMC’s Critical Days of Summer making decisions. (CDS) campaign, and AMC had ZERO Sports Announcer 2 (Bill): “I think fatal mishaps during the campaign for Additionally, this year’s campaign they can, John.” the third year in a row. This is only the included nine scenario-based guides fourth time in the command’s history intended for supervisor-led small Sports Announcer 1: “AMC goes to have accomplished our goal of zero group discussions. Each guide had left … now right … they shoot … fatal mishaps during the CDS—the a break just before members in the Scoooore!” previous were 2008, 2016, and 2017. scenario made their decisions. This We would like to express our sincere break allowed the supervisors and Sports Announcer 2: “That’s three thanks to all of AMC’s Airmen for your Airmen to discuss what they thought in a row for team AMC, and the relentless efforts to ensure the safety of happened next and whether they crowd is going wild after this each of our on- and off-duty Airmen. would do anything differently. Then amazing hat trick!” the scenario continued, revealing The 2018 campaign began, as many what actually happened and allowing before it have, with a kickoff video further discussion on how the from former AMC Commander, Gen results could have been prevented. Carlton D. Everhart, and the AMC This challenged Airmen to consider Command Chief, CMSgt Larry C. whether they would have had the Williams, Jr. In the video, they spoke foresight and/or courage to make the of the importance of eliminating correct decisions. avoidable accidents that result from poor decision-making. They also While AMC has had huge success over revealed this year’s CDS theme, the last three years during the CDS “Sound Decisions,” and encouraged campaigns, the Air Force as a whole leaders to speak to their units and has not been as fortunate. This year discuss real examples alone, the Air Force had 11 mishaps of both good and bad resulting in Airmen losing their lives. decision-making. So take a moment and enjoy AMC’s AMC conducted a victory, but remember that just CDS video contest because our CDS campaign is that encouraged complete, the battle against avoidable Airmen from around mishaps, unnecessary hazards, and the command to get risks is not over. Leaders, supervisors, involved with safety and wingmen at all levels, from all and create a 60-second or areas, must continue to be vigilant less video highlighting the and remain focused on sound command’s Sound Decisions decision-making and personal risk theme. The winning management. Despite the sports video came from analogy at the beginning of this the 628th Air Base article, safety is not a game. It is life Wing at Joint Base and death, and everyone needs to Charleston, make “Sound Decisions.”

36 The Mobility Forum Left to right: TSgt James Green, MSgt Cody Loyd, and SSgt Adam Enfinger SPOTLIGHT AWARD: 317th Airlift Wing, Dyess AFB, Texas

ecretary of Defense James Mattis operate in the full spectrum of C-130J to parking to prevent a potentially and Chairman of the Joint Chiefs operations while still maintaining a catastrophic hydraulic failure. The of Staff Marine Corps Gen Joe culture of safety. now airborne aircraft was contacted SDunford have been sounding and expedited their return to parking the alarm on the readiness of the Air On March 1, 2018, the 317 AMXS for further maintenance inspections. Force Fleet to meet their obligations participated in a 317 AW exercise where Following the aircraft’s safe return, in the 2018 National Defense Strategy. they launched and recovered several the maintainers of the 317 AMXS Concurrently, Chief of Staff of the Air aircraft that had been “slimed” over expertly identified an out of tolerance Force Gen David Goldfein points to the course of their exercise and forced leak in the left hand main landing the Air Force’s withering full spectrum maintenance and aircrew to operate in gear and grounded the aircraft. The readiness and its ability to compete in MOPP 4 conditions. MSgt Cody Loyd, safety awareness and risk management the increasingly denied and degraded TSgt James Green, SSgt Adam Enfinger, demonstrated by this maintenance operating environment. The men and and A1C Cameron Barlow were the team directly prevented a potentially women of the 317th Airlift Wing (AW) maintenance team on duty when things significant mishap and ultimately at , Texas, heard began to go off script. Initially the team brought Air Mobility Command’s first these challenges and took to the flight was on hand to marshal an aircraft Full Spectrum Readiness emergency to line for action! In the spring of 2018, in and out of parking to facilitate an a safe conclusion. they organized, planned, and executed engine running crew change (ERCC). a full spectrum readiness exercise that However, this attentive and safety- Please join us in congratulating the included a complex multi-ship airdrop conscience team identified a significant following safety minded maintainers scenario under the threat of chemical, amount of fluid near the parking from the 317 Aircraft Maintenance biological, radiological, and nuclear location after the aircraft had taxied to Squadron at Dyess AFB, Texas: (CBRNE) attack. The safety culture continue its mission. within the 317th Aircraft Maintenance i MSgt Cody Loyd (Production Squadron (AMXS), combined with the Understanding the significance Superintendent) vigilance of a few maintainers during and complexity of the mission, the i TSgt James Green (Expediter) a challenging exercise in Mission maintenance team swiftly utilized i SSgt Adam Enfinger (Crew Chief) Oriented Protective Posture (MOPP) their chain of command to direct the i A1C Cameron Barlow level 4 gear proved that they could aircraft to immediately land and return (Crew Chief)

Winter 2018-2019 37 MISHAP-FREE FLYING HOUR MILESTONES 10,000 HOURS 89 AS, Wright-Patterson AFB, OH Lt Col Michael M. Pelger Maj Jeremy W. Robinson 89 AS, Wright-Patterson AFB, OH Col Adam B. Willis Lt Col Kevin C. Wuebker Maj Kristen A. Smith Lt Col Kurt A. Greenlee Lt Col Bryan M. Bailey Maj Jonathan A. Askins Maj Bradley C. Willis Lt Col Patrick J. Driscoll Maj Christopher C. Costley Capt Anne M. Kemp 7,500 HOURS Lt Col Thomas R. Fuhrman Maj Paul R. Dorrance Capt Theodore R. Kemp Maj Ryan C. Fallon 7 AS, JB Lewis-McChord, WA Lt Col Jacob J. Miller Capt Andrew P. Lee Maj Andrew W. Gambardella MSgt Agustin H. Nalsen Lt Col Steven R. Shrader Capt David J. Terry Lt Col Christopher J. Sopko Maj Dustin G. Johnson Capt Caroline J. Tetrick 89 AS, Wright-Patterson AFB, OH Lt Col Douglas M. West Maj Matthew S. Judd Capt Michael R. Watkins SMSgt Allan E. Blackwell Maj Mark M. Hannon Maj Christopher P. Kojak TSgt Thomas J. Litteer MSgt Jerald R. Cremeens Maj Joshua L. Springman Maj Jeremy A. Mary SSgt Matthew S. Duck MSgt Brian M. Dawes Maj Reese J. Swanson Maj Eric G. Palichat SSgt Ashton R. Taylor MSgt Roberto G. Garcia Maj Benjamin R. Yoder Maj Michael W. Rubeling 89 AS, Wright-Patterson AFB, OH MSgt Lorenzo J. Law SMSgt Timothy M. Davis Maj Richard M. Smith Maj William G. Sterling Lt Col Nathanael D. Crimmins 709 AS, Dover AFB, DE 709 AS, Dover AFB, DE Maj Ryan L. Wellman Maj Keith A. Buddelmeyer Lt Col Lonnie R. Schmidt Lt Col David J. Bocchino Capt Jeremiah S. Brown Maj Dennis J. Cesarz MSgt Robert E. Bottoms Maj Bobby J. Dempsey 6,500 HOURS MSgt Kimberly S. Naehring MSgt David W. Finfinger TSgt Justin W. Bateman Maj Eric D. Florschuetz 7 AS, JB Lewis-McChord, WA TSgt Benjamin D. Fryman Maj David A. Gebbie MSgt John D. Frisk 3,500 HOURS TSgt Bronson L. Hibbs Maj Benjamin F. Hollett MSgt Joshua J. Watson 7 AS, JB Lewis-McChord, WA TSgt Shaun A. Turpen Maj Aaron C. Port LtCol Michael S. Albers Capt Zachary W. Balas 89 AS, Wright-Patterson AFB, OH LtCol Trace E. Dotson 326 AS, Dover AFB, DE Capt Jeremiah S. Brown Lt Col Michael T. Baker LtCol William E. McDougall Lt Col Matthew J. Wood Capt Dustin T. Cramer Lt Col Brett J. Manger LtCol Brandon J. Tellez Maj Thomas D. Bockrath Capt Jeffrey B. Guillotte Lt Col Malcolm G. Quincy Maj Matthew R. Gross Maj Jared P. Baxley Capt Paul H. Kolk Lt Col John F. Robinson Maj Anthony J. Mione Maj Nicholas A. Coblio Capt Ryan V. Scoggin Maj Michael A. Shampine Maj Chrisjay S. Fontillas 2Lt Travis R. Egger MSgt Kelly B. Earehart 2,500 HOURS Maj Jordan D. Ward MSgt Danielle A. Kremer MSgt Craig R. Essert 7 AS, JB Lewis-McChord, WA MSgt Tranquilino Herrera TSgt Phillip B. Lemaster Col Mark S. Fuhrmann TSgt Drew D. Czarnecki TSgt Robert F. Schnelle 5,000 HOURS Maj Brian H. Anderson TSgt Jeremy L. John TSgt Andrew L. Wagner 7 AS, JB Lewis-McChord, WA Maj Colin J. Huber TSgt Zachary L. Webb CMSgt Ricky G. Marston 89 AS, Wright-Patterson AFB, OH Maj Brandy M. Johnson MSgt Jared D. Beadle Lt Col David A. Atkinson Maj Michael J. Lucky 326 AS, Dover AFB, DE MSgt Zachariah B. Summers Lt Col Jeffrey S. Ciesla Maj Matthew S. Onxley Maj Kimberley A. Legans TSgt Shaun P. Bowlin Lt Col Matthew E. Middleton Maj Ashish P. Patel Maj Joseph E. Purcell

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

38 The Mobility Forum QUICKSTOPPERS

BY MS. JEN YATES, Aviation Safety InfoShare – What is it? HQ AMC FLIGHT SAFETY

I recently attended the Fall 2018 Aviation Safety InfoShare. Discussions/Briefings at Aviation InfoShare Not familiar? I encourage you to attend. are treated as proprietary and protected.

InfoShare draws representatives from nearly every aspect This safeguarding of information promotes of the aviation industry: maintenance, dispatch, cabin, open discussion and cross communication ground operations, and flight operations. Members from the across all agencies. Federal Aviation Administration, National Transportation Safety Board, several domestic and international airlines, the civilian industry, and the Department of Defense attend On the final morning of the InfoShare I attended, an Air and provide input and share experience. Topics range from Force Safety Center team with members from across the Air cutting-edge technology to best practices and efforts in Force Safety Enterprise led an open discussion on proactive messaging safety and building safety culture. safety initiatives.

Discussions/Briefings at Aviation InfoShare are treated I definitely learned new things and observed some interesting as proprietary and protected. This safeguarding of and innovative concepts. My biggest take away: we are all in information promotes open discussion and cross this together! communication across all agencies. The initial sessions cover overarching topics relevant to almost all organizations. Later sessions break maintenance, dispatch, cabin, ground operations, and flight operations into more specific subjects relevant to that section.

You are not obligated to attend sessions only in your area of expertise. I attended sessions in maintenance, dispatch, and flight—all were interesting and engaging. It was great to get perspectives from all three on similar subjects but with different points of view and different approaches to addressing the matter.

U.S. GOVERNMENT PUBLISHING OFFICE: 2018-645-110/10014. For sale by the Superintendent of Documents, Winter 2018-2019 39 U.S. Government Publishing Office. Internet: bookstore.gpo.gov Phone: toll free (866) 512-1800; DC area (202) 512-1800 Fax: (202) 512-2104 Mail: Stop IDCC, Washington, DC 20402-0001 A DAY IN THE LIFE

SrA Erica C. Funke, an technician with the 514th Aeromedical Evacuation Squadron (AES), 514 AMW, wears her self-contained breathing apparatus during a joint training mission with 514 AES, 45 AES, and 439 AES over the United States on Oct. 5, 2018. The 514th is an Air Force Reserve Command unit at Joint Base McGuire- Dix-Lakehurst, N.J. The 45th and the 439th AES are Air Force Reserve Command units from MacDill Air Force Base, Fla., and Westover Air Reserve Base, Mass.

USAF photo by MSgt Mark C. Olsen