Binging Booze n’ Survival: Break Spring 2015 Safety Award WINNERS THE MOBILITY THE MAGAZINE OF MOBILITY AIR OF MAGAZINE THE |

SPRING 2016 FORUM Volume 25, No. 1 Spring 2016 CONTENTS THE MOBILITY FORUM AIR MOBILITY COMMAND Gen Carlton Everhart II

DIRECTOR OF SAFETY 10 13 19 24 32 Col Michael R. Seiler [email protected] FROM THE TOP SEASONAL 3 Lt Gen Cox on Rapid CONSIDERATIONS EDITORS Global Mobility 28 Do YOU Like Spiders and Kim Brumley [email protected] 5 Chief of Safety Shares Vision Snakes? Sherrie Schatz Twister! Yes, It Happens! 6 Words of Wisdom from a Lifer 34 Sheree Lewis [email protected] RISK MANAGEMENT MOTORCYCLE CULTURE 7 ASAP Scoreboard Provides 32 Looking Back: Riders Graphic Design Valuable Hangar Flying Topics Helping Riders Elizabeth Bailey

22 Who’s on First? Learning to The Mobility Forum (TMF) is published four Communicate With Your Team times a year by the Director of Safety, Air REGULAR FEATURES Mobility Command, Scott AFB, Ill. The con- FLIGHT SAFETY Center Spread: Spring Break tents are informative and not regulatory or 20 directive. Viewpoints expressed are those of 10 Bolt Out of the Blue! Survival: Booze n’ Binging the authors and do not necessarily reflect the policy of AMC, USAF, or any DoD agency. AMC NEWS 31 Spotlight Award: Ground Safety Award of Distinction Contributions: Please email articles and 12 AMC’s 2015 Annual Safety photos to [email protected], fax to Award Winners 36 Mishap-Free Flying (580) 628-2011, or mail to Schatz Publishing, Hour Milestones 11950 W. Highland Ave., Blackwell, OK 74631. 13 Individual 2015 Safety For questions call (580) 628-4607. The Award Winners 39 Quickstoppers editors reserve the right to make editorial changes to manuscripts. 19 2015 Safety Office of the Year 40 A Day in the Life DE denotes digitally enhanced photo. SAFETY CULTURE 24 Building a Home for the Subscriptions: U.S. Government ON THE COVER Printing Office: 2015-545-114. For sale by the New KC-46A Don’t drink and drive. When you superintendent of Documents, U.S. Government 30 Misadventure at the Pump go out, choose a designated driver Printing Office. Internet: bookstore.gpo.gov. Phone: toll free (866) 512-1800; DC area (202) or be one yourself. AMC HERITAGE 512-1800. Fax: (202) 512-2104. Mail: Stop IDCC, Washington, DC 20402-0001. 26 : The Solution Without a Problem AMC RP 91-2. Dist: X ISSN 1067-8999

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2 The Mobility Forum Lt Gen Cox on Rapid Global Mobility

By MS. KIM BRUMLEY, Staff Writer “Every day, the 18th Air Force is A C-17 Globemaster from Joint-Base responsible for operationalizing Lewis McChord, Wash., receives fuel s commander of 18th Air the forces—people and equipment. from a 92d ARW KC-135 Stratotanker Force, Lt Gen Samuel When a validated requirement over Washington state. Cox is unmistakably arrives from USTRANSCOM, we in USAF photo by A1C tAylor boUrgeoUS clear about how AMC the 18th turn the conceptual into air Ameets its number one priority of power.” Cox said. “General Everhart rapid global mobility. (AMC Commander) has provided the necessary authorities to allow military career that has now lasted “18th Air Force and our subordinate 18th Air Force to make his number over 30 years. units along with the AMC’s expe- one priority a reality—execute and ditionary wings and groups make sustain rapid global mobility.” “My father served in the Air Force for rapid global mobility happen every 30 years, working up from an enlisted day,” Cox said “Every time a T-tail Cox said he is fortunate to lead member all the way to a major,” he delivers pallets, or a J-model Herc superb commanders who know explains. “I attended the U.S. Air executes a combat aerial resupply, or that rapid global mobility start Force Academy after high school a tanker refuels strike aircraft … that with safety and understand the but without clear direction of what I is rapid global mobility.” inherent risks from manmade and wanted to do with my life. I knew the environmental threats. Air Force provided opportunities for As Commander of Air Mobility my dad and for our family, so I joined Command’s sole warfight- “They know that they are empow- for the opportunity.” ing , Lt Gen ered to raise the flag any time their Cox is responsible for oversee- risk/reward calculation comes out However, Cox was not looking at a ing the command’s worldwide wrong,” he said. “Our people are too long career in the Air Force. operational mission of providing precious—our resources too scarce— rapid, global mobility and sus- for us to operate any other way.” “I wanted to do my best as a tainment for America’s armed professional aviator, but I didn’t forces through , aerial refu- When Cox entered the Air Force fully appreciate the impact and eling, , in 1980, he was glad for the importance of what we were and contingency response. opportunity but did not foresee a doing,” he says. “When I finally did

Spring 2016 3 FROM THE TOP

Airmen from the 379th Expeditionary SSgt Shawna Sims, a 92d Air Refueling Airmen deployed to Al Udeid Air Base, Aeromedical Evacuation Squadron treat Squadron KC-135 Stratotanker boom Qatar, deliver cargo to Incirlik Air an injured Airman at an undisclosed operator from Fairchild AFB, Wash., refuels a Base, Turkey, in support of Operation location in Southwest Asia. B-52H Stratofortress from Minot AFB, N.D. Inherent Resolve.

USAF photo by tSgt NAthAN lipSComb USAF photo by SSgt beNjAmiN W. StrAttoN USAF photo by tSgt NAthAN lipSComb understand, I became committed to i At TACC, living through The general noted that ongoing making the Air Force my career.” the infamous 2011 “March efforts exemplify how well Madness.” 18th Air Force leverages the In the decades since, he calls his capabilities of the Total Force to career “a great series of significant “The most important common- conduct its mission. positive activities,” such as Special ality in these experiences,” he Operations in the C-141; Squadron explains, “was working with, “The Mobility Air Force is the Command in the 14th Airlift and for, great people. For exam- standard when it comes to Total Squadron; Wing Command at ple, none of the former 18th AF Force integration, and that is not Dover; Commandant of Cadets commanders performed the job by accident.” he said. “We practice at the U.S. Air Force Academy; exactly the same way, but they and train as an integrated team and Command of Tanker Airlift all wanted the same outcome: every day, and that pays off in our Control Center (TACC). Cox adds operational effectiveness.” execution of operational missions. that each tour had “fantastic high Participating in exercises provides points,” including: Lt. Gen. Cox intends to carry on Active Duty, , that effectiveness, adding he is and Reserve forces the opportunity i Operation Just Cause in the proud that joint and coalition to perfect our interoperability.” C-141; flying with folks like Capt partners are confident in AMC’s Doug Hetzel and Capt Mike mobility capabilities. He credits Cox said leveraging the Speer; and being led by squad- the professionalism of mobility interoperability of every facet of the ron commanders of the highest Airmen for that confidence. mobility enterprise is the key to the caliber: Lt Col Jim Norris and Lt MAF’s success. Col Duncan McNabb; “Our Airmen are the greatest asset to the mobility mission,” “ is the i In the 14th AS, working with he said. “I am dedicated to collective capability of the staff sergeant and tech sergeant ensuring that they understand operational wings, matrixed AMC loadmasters who are now chief their value to the mobility staff, and the 618th AOC,” he master sergeants, or working enterprise, and I am dedicated said. “Together, the pieces of the with captains who are now to providing them the tools mobility machine merge under the group and wing commanders; they need. That includes clear 18th Air Force umbrella to execute expectations from the top down, AMC’s number-one priority – rapid i At Dover, seeing the C-5 mature along with my promise to seek global mobility, delivered at the to the M-model; and feedback at all levels.” right place and the right time.”

4 The Mobility Forum Chief of Safety Shares Vision

By MS. DARLENE Y. COWSERT, Air Force Safety Center Public Affairs

aj Gen Andrew M. fatalities increased from 42 in fiscal Mueller has been the Air 2014 to 47 in fiscal 2015. Force chief of safety for less than six months but Fiscal 2015 aviation Class A total Mdescribes himself as a product of mishaps were nearly identical to the safety for 30 years. 10-year average of 18.5. On-duty ground fatalities were slightly above “Leadership involvement, “Lessons learned 68 years ago are the 10-year average of 3.8, and off- focus on compliance, just as applicable today,” Mueller duty fatalities were slightly below and decision-making said. “We learn from the experiences the 10-year average of 49.4. of each other and that enables us to at the right level are all decrease our chances of repeating “A change in mishaps from one essential to a successful mistakes that impede safe operations year to the next doesn’t mean we and increase our consistency in got it right one year and relaxed safety program.” repeating sound practices.” the next,” Gen Mueller said. “It’s important to look at trending data “We have to protect our safety The master air battle manager and see the larger picture rather culture by guarding against normal- with more than 4,000 flight hours than focus only on changes from ization of deviations, for example, knows that safety is integral one year to the next.” to the point that future leaders don’t to every task necessary for the recognize the risk they are accepting Air Force to fly, fight, and win Some mishaps result from and delegating to the lowest levels.” in air, space, and cyberspace. circumstances beyond our control, the general said, while a rising trend Most Airmen, from senior leaders to “It sounds obvious, but we can’t can underscore an area that requires youngest recruits, understand the forget that safety touches every emphasis or a process change. value of safety, the general said, but task,” he said. “Safety is critical to leaders have to commit to providing our combat readiness and enables us “There is no end-state for mishap the resources, training, and tools to succeed in every mission.” prevention. Regardless of the they need, and leaders should number of mishaps over a period emphasize personal accountability Mueller took the reins of Air Force of time, we remain focused on to ensure every Airman, from top safety on July 24, 2015, on the preventing the next mishap. If we get down, is compliant and uses risk heels of the safest year in Air Force it right, we’ll spend 95 percent of our management in every activity, every manned aviation history. Fiscal year safety efforts before a mishap.” day, on and off duty. 2014 ended with only seven Class A mishaps, which produced a rate of The general describes his role as chief “Leadership involvement, focus on 0.43 Class A’s per 100,000 flight hours of safety as an enabler of a sustained compliance, and decision-making at for manned aircraft. By comparison, safety-conscious culture across the the right level are all essential to a there were 19 Class A’s in fiscal 2015 Air Force. That culture, he said, safe- successful safety program,” he said. with a rate of 1.12 per 100,000 flight guards Airmen, protects resources, hours. Aviation mishaps resulted in and preserves combat capability. While safety is a commander’s fewer deaths with six in fiscal 2015, program at all levels, the general compared to 10 in fiscal 2014. “A sound safety culture across the emphasized that the safety experts Air Force is one that’s just, fosters at AFSEC are there to support the Ground fatalities also increased in learning and reporting, and is flexi- commanders in the execution of their fiscal 2015. On-duty ground fatalities ble,” Mueller said. That culture must mishap prevention programs through rose from one in fiscal 2014 to four be imparted to every new accession, subject matter expertise and the safety in fiscal 2015, while off-duty ground and it must be protected, he added. management system framework.

Spring 2016 5 Words of Wisdom from a Lifer

y goal as Command Chief for Air Mobility Command (AMC) is to get every Airman to understand what it means to be an Airman in our Air Force. When asked what they do, I want them to Mproudly and confidently say, “I am an Airman in the ,” as opposed to half-heartedly telling me what their specific duty may be. I am extremely proud and, at any moment, can whole-heartedly say that I am an Airman in the United States Air Force. Lean in and take The pride I have to serve this great nation was instilled in me long ago by my full advantage uncle, a dedicated Army Soldier who inspired me immensely. I remember of the wonderful speaking with him about the military and the Army, but he was adamant that I could only join the Air Force! At that time, I was still not quite sure about what opportunities to be a military life really meant and didn’t have any friends who were signing up, better you and to give so I decided to join the Air National Guard. Five months later, I was at Basic back so that others Training; by the time I completed Tech School, I was ready to go on Active Duty. Once on Active Duty, I knew this was where I wanted to be, so I came in with can be better. a “lifer” mindset. I spent my first year as an Admin Troop (702) working in the Consolidated Base Personnel Office. I was asked to fill in for the Senior Enlisted Advisor’s (SEA) Admin Airman. The third time I was asked to fill in, it became my permanent position. While working in the SEA, I truly fell in love with the Air Force and being an Airman.

From that moment to this day, I have had the privilege of being mentored by the Air Force’s finest Chief Master Sergeants. It is impossible to name them all, but among the most notable are CMSgt Roy Boudreaux (Air University SEA), CMSAF Jim Binnicker (9th CMSAF), and CMSAF Eric Benken (12th CMSAF). Those extraordinary mentors taught me to communicate, communicate, and communicate some more so that I can fully understand needs and provide the best guidance. I want to look Airmen in the face, and I want them to know that I am truly LISTENING. I may not always say what they want to hear, but I will communicate “guidance” and Gen Everhart’s vision.

Joining the Air Force may not be the best thing you’ll ever do in your life, but it was the best decision you made at the time. Lean in and take full advantage of the wonderful opportunities to be a better you and to give back so that others can be better. One day, you’ll look back and realize you made a difference! I am excited to be an AMC Airman and I want to continue to instill that pride and excitement in our Total Force Airmen – AIRMAN UP! Command Chief Shelina Frey is greeted by 387th Expeditionary Support Squadron Civil Engineer Flight Commander 1Lt Andrew – Command Chief Shelina Frey, McPherson at an undisclosed location in Southwest Asia. HQ AMC, Scott AFB, IL USAF photo by mSgt ChriS CAmpbell

6 The Mobility Forum AVIATION SAFETY ACTION PROGRAM ASAP Scoreboard Provides Valuable Hangar Flying Topics

By MR. TIM GROSZ, HQ AMC/A3TO Chief, Operations Rick Assessment and Management System (Ops RAMS)

he Aviation Safety Action Chabelley Airport (HDCH). The Program (ASAP) is an crew executed an immediate identity-protected, self- Aircrews are go around, climbing to 1500’ reporting program that is AGL. Ran another Approach and Tan integral part of AMC’s efforts encouraged to report Before Landing check and landed to reduce mishaps and improve their honest mistakes/ uneventfully on RWY 09 at HDAM. operations and training focus. The program is designed for Airmen to errors so others can ASAP 1334 – Landing on Wrong report information and concepts learn from them and Runway at al Asad critical to resolving mishap precur- I was the pilot flying and the Pilot sors, and that allows sharing of not make similar ones in Command making a tactical information across AF aviation com- in the future. approach to Ayn al Asad Airbase munities. Aircrews are encouraged (ORAA) runway 09L. The approach to report any issues they encounter was a planned penetration descent in the system that could lead to an to 1000 AGL for a right base for accident/incident so the proper landing 09L. Tactical clearance for attention can be levied in order to LANDING AT THE WRONG the approach was given by the joint mitigate the risks. In addition, air- AIRFIELD/RUNWAY terminal attack controller (JTAC) crews are encouraged to report their working in the ORAA tower, and honest mistakes/errors so others ASAP 1592 – Nearly Landed at we were restricted to enter via a can learn from them and not make the Wrong Runway in Djibouti southern sector. Upon our descent similar ones in the future. All ASAPs On approach into Djibouti–Ambouli through 7000 AGL, the JTAC are posted on the ASAP Scoreboard International Airport (HDAM), we restricted our descent to give way to at https://www.usaf-mfoqa.com. were heading north to the initial a C-17 departing from 27R, opposite approach fix of runway (RWY) direction, on our intended landing We’ve previously highlighted ASAPs 09. Lined up for direct entry into runway. I established an orbit from that were used to correct processes, a Holding in Lieu of a Procedural north to south until the departing procedures, checklists, the Giant Turn. Initial approach fix altitude C-17 was clear of the area. When Report, and aircraft systems, to was 3700’. Subsequently acquired cleared in by the JTAC, I reestab- name a few; but we’d also like to visual with airfield and called “field lished a penetration to enter a right highlight some ASAPs from which in sight” and requested the visual. base for 09L landing. I misidentified aircrews can definitely learn from the We made a right turn direct for the runway 09R to be runway 09L. I mistakes of others. The scoreboard airfield and aggressive descent to configured for landing and landed can be sorted by Aircraft Type or the runway. At 1000’, we were about on 09R without the proper clear- Keyword Searched for particular 30 knots (kts) fast and slowing to ance. Thankfully, no damage was topics such as airfields, navigation approach speed fully configured noted to the aircraft and I taxied errors, altitude deviations, etc. This to land 3/4 flaps. At 500’, we were toward the ramp where we planned can be a valuable tool for pre-mis- stable at approach speed. At that to ERO our cargo and passengers. sion planning, instructor preparation time the HDAM tower controller for local sorties, and training meet- called and asked us to confirm Several factors contributed to ing topics/hangar flying. Here are a that we were lined up for final my misidentification and loss of few examples. on HDAM and not neighboring situational awareness during this

Spring 2016 7 AVIATION SAFETY ACTION PROGRAMAVIATION SAFETY ACTION PROGRAM RISK MANAGEMENT

approach and landing. Barrage final, it did not cue me to go around. confirm that we were lined up on the fire from light air defense artil- An SCNS centerline was utilized and “right” runway. At this time, the IP lery was observed to the east of flown to help with this approach. directed a go around, followed by our descent path off of our right Unfortunately, so much attention the tower supervisor also directing a wing. Additionally, ground fire was dedicated by the crew to visually go around. The crew departed to the was observed to the north and east. acquiring the runway environment AR with no further complications for Initially, we were cleared for an and scanning outside for threats that the sortie. unrestricted descent and landing. my crosscheck with SCNS centerline When that descent was restricted fell off on short final. Aircrew’s Suggestion: by the JTAC to allow for departing i Stick with your plan. We should traffic, it caused some confusion and A thorough debrief and passing of have just burned six more loss of situational awareness within lessons learned to local aircrew will minutes on the ground before my aircraft. ORAA airfield is a pitch help them avoid this mistake in the departing instead of trying to black field at night. Although the future. SCNS data should be cross- squeeze in an extra pattern. entire crew was utilizing night vision checked and could be better utilized goggles, due to low ambient light for this approach and landing. i Don’t let complacency sneak up and lack of contrast between the on you. We typically fly VFR pat- runway and the rest of the airfield, ASAP 961 – Aircraft Lined Up on terns to the “right” runway, so we positive identification of the landing the Wrong Runway were used to that view on final. runway is not assured until approxi- During visual/tactical pattern mately 1/2 mile short of final. Also, work at home station, we had just i The “left” (improper) runway when making an approach from the completed a low level, followed by a had full approach lighting on, south, there is a South Helo Training low-level ingress and arrival to a full but the “right” runway did not. Strip parallel to 09R/27L that is pos- stop and combat offload. The only This contributed to us focusing sible to misidentify as runway 09R. pilots on board were one instructor on the improper runway. This may set you up to think that pilot (IP) (PM for the pattern runway 09R is actually runway 09L. below) and a first pilot (PF). Before i PF should focus more on the nav This was my first time into ORAA departing for our AR event, we display map to follow course during this rotation and the first elected to fly one visual flight rules to proper runway. PM should time I made a tactical approach from (VFR) pattern then depart using the south to land on runway 09L. instrument flight rules (IFR) after Lessons learned from other aircrews the planned touch and go. We were that have made this approach were cleared for the option on the “right” A C-130J prepares to land as a parked that the AMP lighting was barely runway, but we were lined up on C-130J is prepped for departure at visible or not seen. Therefore, when the “left” runway. At approximately Little Rock AFB, Ark. I did not see AMP lighting on short 400’, air traffic control asked us to USAF photo by SrA hArry brexel

8 The Mobility Forum AVIATION SAFETY ACTION PROGRAM RISK MANAGEMENT

delay switching MFD off the nav the trees and airfield layout looked display map until lined up on just like KXXX from 15 miles out. final for the proper runway. “There were three After identifying that runway and pilots, and we all were truly believing it was KXXX, I was i If possible, provide third pilot focused on looking through the for local training sorties to convinced that we HUD and putting the aircraft down help back up and keep SA high were approaching the safely. There were three pilots, and during task saturated times, we all were convinced that we were especially in a busy pattern. correct airfield.” approaching the correct airfield. We tried to analyze what possible errors ASAP 1421 – Crew Shot took place. The PM may have sent Approach to and Almost we ran checklists. Tower told us to the KXXX/360/010, but we Landed at Wrong Airfield us to report initial. We ran our don’t think so. The PM may have While flying VR 1801 in daytime checklists and reported initial. Tower put a five-mile FAF instead of two VFR conditions, we exited the low continued to talk to us like we were miles. We approached the airfield level early after some observers in his pattern. We said we were from a completely unplanned on board were not feeling well. ready to continue to land, and Tower direction and didn’t look at airfields We slowed to 250 kts, squawked told us to maintain heading while on the sectional, but we did make VFR, climbed to a VFR hemispheric he departed some aircraft. We are sure we were free of MOAs and altitude (6500 MSL) and stated thinking the landing runway was restricted areas. I did not have our intentions on 255.4. We then now behind us and continued to airfields displayed on the MFD, contacted approach and advised track on a 220 heading waiting for and the misidentified airfield is in them of our intention to land at Tower to direct us to the crosswind the database. Tower was talking to KXXX RWY 22 on a visual approach turn. The PM then said, “That’s us as if we were in the pattern. We and requested flight following. weird, it looks like the FAF moved had very good reasons to believe we Approach gave us a squawk and the runway is over there” were going to the right place. assignment and stated “radar (pointing to our 10 o’clock). I looked contact, proceed direct KXXX.” I as well and was surprised that the Aircrew’s Suggestion: Display directed the PM to send the jet direct magenta FAF looked so far away. I airfields on the MFD to the to the KXXX/360/001 and he built was convinced the RNAV was lost maximum extent possible. Add the PBD, executed the ‘direct to’ and or had shifted, as it does sometimes a note to FLIP or IFG about the confirmed LNAV engaged. He also after a sim reset because I had just proximity of the misidentified verified the MC approach page had a overflown the runway. I asked him airfield to KXXX and the similar two-mile FAF at KXXX. We zoomed to pull up other instrumentation. runway configuration. As PF, I in using the MFC and gauged our There is no TACAN/VOR/DME at should have verified that PBD01 distance from the field. A clearing KXXX and the ILS goes to RWY 4. I was built one mile from KXXX. with runways that looked very much then asked Tower to confirm where Although I had landed at KXXX like KXXX appeared straight ahead he had us in relation to the field a couple of times in the past, the and seemed to check out with the and point us at the runway. Tower other pilots had not been there. We magenta FAF, so I directed the PM stated we needed to continue on a should have accomplished a more to ask for an approach clearance and 170 heading and we would be able to detailed sectional study and, since to switch us to Tower. Approach enter a right base to RWY 22. we were planning a VFR return cleared us a visual approach, handed anyway, should have asked for an us off, and we checked in “right I couldn’t believe that I was locked IFR clearance to the field. base, gear down” with Tower while onto the wrong airfield on the initial configuring and descending for a approach, especially since we were These are just a few examples of visual approach to RWY 22. Tower looking at the magenta lines and lessons that can be learned (but cleared us to land. We then got a trusting “the magic.” We landed hopefully not repeated in the future) Master Caution, EFCS MCD cue, and uneventfully at KXXX. After looking simply by reviewing the ASAP Flaps Fail Op annunciation. at charts and airfield diagrams, we Scoreboard. We encourage all crews discovered that the airfield we had who commit an error that others We discontinued the approach lined up on was a different airfield. can learn from to submit an ASAP. and asked tower for permission to It has a similar runway orientation Your report could prevent the next overfly the field and orbit while with RWY 23, and the clearing in accident (or AMC mishap)!

Spring 2016 9 Bolt Out of the Blue!

By MS. JEN YATES, HQ AMC Flight Safety

pring and early summer Instruction (AFI), with a few minor often bring thoughts of giant deviations for airframe specifics, thunderstorms blowing directs not flying directly above through, causing wind (within 2,000 feet) thunderstorms Sand hail damage on the ground. or cumulonimbus clouds. If We watch the lightning from the unable to clear thunderstorms or safe confines of our house and cumulonimbus clouds by at least occasionally hear of something or 2,000 feet vertically, avoid them by someone being struck by lightning. at least: It is hard to avoid thunderstorms on the ground. You cannot readily 20 Nautical Miles (NMs) at or move your house out of the path above flight level FL 230; 10 of the storm. However, if you NMs below FL 230; or 5NM in a were flying, you could avoid the low-level environment or when path of the thunderstorm. In fact, within the vicinity of the airport, Air Force aircrews are directed to maintain at least 5 NM separa- avoid thunderstorms. Air Force tion from heavy rain showers.

10 The Mobility Forum FLIGHT SAFETY

... lightning can occur in the clear air around the top, sides, and bottoms of storms and still strike crews flying miles away, hence the “bolt out of the blue” phenomenon.

Just because aircrews follow the avoidance by 10 NMs below FL 230. strike entering and exiting the right guidance does not mean they are in At this point, there was a large flash wing of the aircraft. Post flight the clear. Air Force Handbook 11-203 of light from the right side of the inspection revealed small holes in Volume 1 states lightning can occur aircraft and a noticeable shudder in the right wing tip. in the clear air around the top, sides, the plane. The Loadmaster noticed a and bottoms of storms and still strike loud noise coming from outside the The final story encompasses the crews flying miles away, hence the aircraft that sounded like “popcorn.” phenomenon of St. Elmo’s fire and “bolt out of the blue” phenomenon. The crew determined that the noise electrostatic discharge occurring Additionally, aircraft can actually was actually the HF antenna hitting from the aircraft. The navigator trigger electrostatic discharges, simi- the side of the aircraft and elected used radar techniques to avoid the lar to natural lightning. Electrical to shut down the #3 engine so the thunderstorms and painted cells charges build up on the aircraft antenna would not get caught in the at 35 and 50 NM from the aircraft. while flying through clouds, dust, spinning . The crew safely The crew began having trouble with haze, or precipitation and then the executed a three-engine landing and static on the secondary radio and aircraft’s electrical field interacts taxied to park without further issues. noted St. Elmo’s fire build up on the with the charged areas, causing a front windows and wiper blades. discharge. The term “St. Elmo’s fire” The second incident occurred on Shortly after, the crew experienced refers to this static electricity build- approach to the airfield. Following a bright flash outside the aircraft; ing up on the windshield, wings, a missed approach and passing assessment of the electrical and engines. Reddish color indicates through 4,000 feet MSL, the aircrew equipment found no discrepancies or a positive charge and blue indicates heard a loud pop, followed by a blue damage. The St. Elmo’s fire was no a negative charge. St. Elmo’s fire is and white colored flash on the nose longer visible. After an uneventful a warning sign of a potential static of the aircraft. The crew assumed landing, the post flight inspection discharge or lightning strike. they were struck by lightning and revealed a small hole in the right discovered the weather radar failed wing tip. The following stories highlight some due to the lightning strike. The crew of the unpredictable characteristics of requested and received radar vectors These are just four of the hundreds electrostatic discharges and lightning. back to the airfield and landed of lightning strike/electrostatic uneventfully. Post flight inspection discharge incidents that occurred The first incident involves an aircraft revealed damage to the radome. across the Air Force in the past leveled out at 15,000 feet mean sea decade. Luckily, these four incidents level (MSL) and cleared direct to the The third incident occurred during accrued minimal damage, relatively destination. Approximately 20-30 climb out, approximately 15 miles low repair costs, and no injuries. minutes into the flight, the aircraft south of the airfield. Weather Remember, always follow guidance entered an area of turbulence and personnel reported no thunderstorm but be aware that lightning strikes precipitation. The navigator picked activity. The aircrew observed and electrostatic discharges can still up weather about 15 miles in front moderate rain showers while occur. Be prepared with emergency of the aircraft, still meeting the crossing through 20,000 feet and procedures, sound judgment, and 11-2x-Volume 3 requirements of subsequently observed a lightning solid risk assessment at all times.

Spring 2016 11 2015 AMC’s ANNUAL SAFETY AWARD WINNERS

FLIGHT SAFETY GROUND SAFETY

Director of Safety Aircrew of Distinction Distinguished Ground Safety Crew of Jill 14 (C-130J), 317 AG, Dyess AFB, TX (Large/Composite Wing) Capt Ryan N. Lewkowicz 436 AW, Dover AFB, DE Capt Brendan K. Wier Distinguished Ground Safety (Small Wing) SrA Korey A. King 628 ABW, , SC SrA Deniek C. Mitchell Distinguished Ground Safety A1C Jared W. Gough (Associate/Tenant Organization) 721 APS, 521 AMOW, Ramstein AB, Germany Aviation Maintenance Safety TSgt Ryan R. Williams Distinguished Ground Safety 99 ARS, 6 AMW, Birmingham, AL (Geographically Separated Unit) 726 AMS, 521 AMOW, Spangdahlem AB, Germany

Safety Officer of the Year (Primary Duty) Ground Safety NCO of the Year (Primary) Maj Emanuell N. Vega TSgt Justin R. Musall 375 AMW, Scott AFB, IL 735 AMS, 515 AMOW, JB Pearl Harbor-Hickam, HI Ground Safety NCO of the Year (Additional Duty) Safety Officer of the Year (Additional Duty) TSgt Richard S. Smith Capt John T. Powers 19 Maintenance Group, 19 AW, Little Rock AFB, AR 21 AS, 60 AMW, Travis AFB, CA OTHER AWARDS Flight Safety NCO of the Year (Primary Duty) MSgt John O. Willard Risk Management Achievement 436 AW, Dover AFB, DE 22 ARW, McConnell AFB, KS

Flight Safety NCO of the Year (Additional Duty) Outstanding Safety Civilian of the Year (Primary) SSgt Daniel N. Monge Ms. Lorie A. Bellamy 50 AS, 19 AW, Little Rock AFB, AR 436 AW, Dover AFB, DE Outstanding Safety Civilian of the Year (Additional Duty) Mr. Michael G. Ritter WEAPONS SAFETY 87 Logistics Readiness Squadron, 87 ABW Joint Base McGuire-Dix-Lakehurst, NJ Explosives Safety Individual of the Year Safety Office of the Year MSgt Shane A. Dhayer 6 AMW, MacDill AFB, FL 6 AMW, MacDill AFB, FL RiderCoach of the Year Nuclear Surety Individual of the Year TSgt Derek L. Copeland SSgt Michael C. Roberts 436 AW, Dover AFB, DE 22 Logistics Readiness Squadron, 22 ARW Distinguished Motorcycle Safety Award McConnell AFB, KS 436 AW, Dover AFB, DE

12 The Mobility Forum Safety Officer of the Year 375 AMW, Scott AFB, IL

MAJ EMANUELL N. VEGA

MAJ EMANUELL VEGA is the Chief of Wing Flight Safety for the , Scott AFB, . He is responsible for the safe execution of the 375th AMW’s 14,500-hour flying program for the C-21A, C-40C, and KC-135R fleet at Scott AFB. He is also a C-21A instructor pilot and flies for the 458th Airlift Squadron at Scott AFB.

As Chief of Wing Flight Safety, Maj Vega pioneered a new format for quarterly flight safety meeting presentations, tailoring them based on actionable metrics and trends that directly contributed to zero class A, B, and C mishaps. He also executed an iPad inspection program, which revolutionized the Annual Safety Inspection process. Maj Vega also revamped the Midair Collision Avoidance program; the changes to seminars he led at local university aviation programs resulted in zero mishaps to date.

Maj Vega also teamed with the United States Department of Agriculture (USDA). Joint efforts reduced bird strikes by 25 percent with the installation of bird netting on two taxiway bridges. Combined efforts between Wing Flight Safety and USDA also dispersed over 1,200 wildlife and mitigated danger to wildlife strikes. Lastly, Maj Vega managed the Aviation Operational Risk Management Tier 1 to Tier 4 evaluations with 92 percent, best in AMC, and secured a “Highly Effective” on their Flight Safety Unit Effectiveness Inspection.

A native of San Juan, Puerto Rico, Maj Vega enlisted in the Air Force in 1996. He began his career as a C-5 A/B/C Aviation Maintenance Apprentice Crew Chief and completed his enlisted tour at Travis AFB as a Quality Assurance Assessor for C-5 and KC-10s. After he completed his bachelor’s degree in Professional Aeronautics from Embry-Riddle Aeronautical University, he commissioned and completed Undergraduate Pilot Training at Vance AFB.

Maj Vega was selected to pilot the world’s most advance airlifter, the C-17A, at Charleston AFB, where he flew over 1,000 combat hours in support of Operation Enduring Freedom and Operation Iraqi Freedom. Subsequently, he instructed in the C-17A in Dover before volunteering to fly the C-21A at Scott AFB.

Spring 2016 13 Flight Safety NCO of the Year 436 AW, Dover AFB, DE

MSGT JOHN O. WILLARD

MSGT JOHN WILLARD is the Flight Safety NCO for the , Dover AFB, Delaware. He is responsible for implementing and managing the wing’s flight and weapon safety program on Dover AFB, which consists of 22 units, including several tenant organizations. MSgt Willard works closely with com- manders, supervisors, and Unit Safety Representatives, providing them with the guidance to ensure safe flying and explosive operations. His background includes C-5 maintenance, tech school instructor, motorcycle safety instructor, and section chief.

Over the past year, MSgt Willard led several initiatives that resulted in zero Class A or B mishaps, including leading the $98M runway project ORM where he identified factors to increase minimum runway availability and updated strategic airlift simulator visuals, reducing impacts on operations. He also led a wing SAV team to , where he established a solid trend tracking tool resulting in the first “0” discrepancy AMC UEI for 2015.

MSgt Willard’s enterprise focus highlighted a chronic dropped slat panel problem to higher headquarters. He synchronized maintenance investigations at Travis and Dover, pressuring engineers to change the bonding process and compound at the depot level to eliminate a dropped object trend. He completes regulatory reviews and annual inspections on 11 units. MSgt Willard is a force multiplier for the ground safety section, leveraging his maintenance experience during flight line and back shop investigations. Under his leadership, the motorcycle safety program has won best large wing in AMC six of the last eight years and best Rider Coach four of the last eight years.

A native of Jacksonville, Florida, MSgt Willard earned degrees in aircraft maintenance and instruction, as well as a bachelor’s in Industrial Engineering and a master’s in Business Management.

14 The Mobility Forum Ground Safety NCO of the Year 735 AMS, 515 AMOW, Joint Base Pearl Harbor-Hickam, HI

TSGT JUSTIN R. MUSALL

TSGT JUSTIN MUSALL is the Safety NCOIC for the 735th Air Mobility Squadron, Joint Base Pearl Harbor-Hickam, Hawaii. TSgt Musall is responsible for implementing the commander’s safety program and providing safety program oversight and support to AMC’s busiest en-route squadron in the Western Pacific, including detachments in Australia and New Zealand. He monitors the annual movement of over 110,000 passengers and 20,000 tons of cargo over 9,000 missions.

This past year, TSgt Musall revitalized his commander’s safety program after inheriting a position that was vacant for the greater part of a year; within six months, he had reduced the squadrons Wing Inspection Team findings by 96 percent. He led many successful safety initiatives and was named Outstanding Performer in two higher headquarter inspections. Additionally, TSgt Musall attended the new NCOA-ILE course at Keesler AFB, , where he garnered his second Distinguished Graduate award. His dedication to service earned him the FY15 AMC Ground Safety NCO of the Year Award.

Born in Crawfordsville, Indiana, TSgt Musall joined the USAF in June 2004. After basic training, he attended electronic principles school at Keesler AFB in Mississippi and technical school at Sheppard AFB in Texas. He has served at Cannon AFB, New Mexico; Kunsan AB, Republic of Korea; Aviano AB, Italy; McEntire Joint National Guard Base, ; Al Udeid AB, Qatar; and Shaw AFB, South Carolina. While at Shaw AFB, TSgt Musall earned the 9th AF Ground Safety Special Achievement Award and contributed to the 20 FW/SEG office winning the 9th AF Safety office of the Year 2013 and ACC Chief of Safety Outstanding Achievement Award 2014.

Over the years, TSgt Musall has earned numerous other awards and honors for his many achievements, both within and outside the safety arena.

Spring 2016 15 Explosives Safety Individual of the Year 6 AMW, MacDill AFB, Florida

MSGT SHANE A. DHAYER

MSGT SHANE DHAYER is the Weapons Safety Manager for the 6th Air Mobility Wing, MacDill AFB, Florida. MSgt Dhayer is responsible for ensuring the safe operation of 63 explosives operation and storage facilities with 27,000 pounds of explosives. He ensures compliance of all explosives, missiles, nuclear surety, and directed energy safety standards for 38 base tenant units, including United States Special Operations Command and United States Central Command. MSgt Dhayer conducts explosive safety inspections and oversees 44 unit weapons safety representatives to ensure regulatory compliance protecting 31,000 personnel and $3.3 billion in assets. He is the solitary advisor to the Wing Commander and senior leadership on vital weapons and explosive safety matters.

Over the past year, MSgt Dhayer gained a live munitions waiver/Combat Aircraft Parking Area plan for 12 United States Navy aircraft, allowing certification for pilots’ use of live ordnance. He spearheaded a munitions storage building redesign worth $670,000 to ensure a critical fire suppressant was installed. MSgt Dhayer also assisted in the training of 21 Transportation Security Administration employees, allowing training on different types of explosives that they may encounter and what damage they can produce. Furthermore, he was the course director and lead wing representative to host the Air Force Safety Center Risk Management roadshow where 39 members from five bases were trained on risk management application and integration fundamentals.

MSgt Dhayer is a native of Pittsburgh, , and joined the Air Force in 1996. He began his career as a Munitions Systems Apprentice at Seymour Johnson AFB, North Carolina. His munitions assignments include Seymour Johnson AFB; Kunsan AB, Korea; and RAF Lakenheath, United Kingdom. MSgt Dhayer has deployed numerous times in support of Operation Southern Watch, Operation Iraqi Freedom, and Operation Enduring Freedom.

16 The Mobility Forum Nuclear Surety Individual of the Year 22 Logistics Readiness Squadron, 22 ARW, McConnell AFB, KS

SSGT MICHAEL C. ROBERTS

SSGT MICHAEL ROBERTS is a Unit Safety and Motorcycle Safety representative for the 22d Logistics Readiness Squadron, McConnell AFB, Kansas. SSgt Roberts is responsible for implementing the commander’s safety program and providing safety program oversight for 221 military and civilian personnel.

Over the past year, SSgt Roberts led many successful safety initiatives. He led the 22d Mission Support Group on the 18th Air Force directed safety down day, coordinating with five squadrons and affecting 1,300 personnel. He conducted 448 spot inspections, identifying 47 discrepancies and preventing any serious mishaps.

SSgt Roberts also investigated and tracked 40 mishaps, providing timely, valuable reports to Wing Safety. He conducted eight re-writes of Job Safety and Training Outlines from seven varied Air Force Specialty functional areas to meet requirements of new Air Force Instructions. SSgt Roberts has won numerous safety awards and has been coined multiple times by the Wing’s Chief of Safety for outstanding achievements.

A native of Columbia, South Carolina, SSgt Roberts joined the Air Force in 2003. His primary is 2F0X1, and he began his career as a fuels apprentice. His fuels assignments include RAF Mildenhall, United Kingdom; Fairchild AFB, Washington; Osan AB, Republic of Korea; and McConnell AFB, Kansas. He has deployed numerous times in support of Operation Enduring Freedom and Operation Iraqi Freedom.

Spring 2016 17 Outstanding Safety Civilian of the Year 436 AW, Dover AFB, DE

MS. LORIE A. BELLAMY

MS. LORIE BELLAMY is the Occupational Safety Manager for the 436th Airlift Wing, Dover AFB, Delaware. She is responsible for implementing and managing the wing’s ground safety program there, consisting of 22 units, including several tenant organizations. Ms. Bellamy works closely with commanders, supervisors, and Unit Safety Representatives, providing them guidance to ensure safe and healthful workplaces. Her background includes management of ground safety programs at several installations, including filling a Deputy Chief of Safety position at an overseas location.

Over the past year, Ms. Bellamy led several innovative safety campaigns, which resulted in zero Class A or B mishaps. Her dedication to vehicle safety resulted in four holiday Safety Send-Offs at the gates where senior leaders spread the safety message to over 8,000 Airmen. Ms. Bellamy also hosted a Child Safety Seat Check at the Child Development Center with the Office of Highway Safety, ensuring the safety of Team Dover’s family members.

Ms. Bellamy was chosen to augment the Air Mobility Command Inspector General safety team during a Unit Effectiveness Inspection at another installation. Her vast experience enhanced the effectiveness of the safety inspection. She also assisted a tenant unit with the Occupational Safety and Health Administration Voluntary Protection Program process by providing safety support and guidance, enabling joint mission success. During the year, Ms. Bellamy oversaw 64 ground mishaps, ensuring root causes and trends were identified and ultimately preventing future similar mishaps.

A native of Mt. Clemens, Michigan, Ms. Bellamy began her civil service career in 1984 and her safety career in 1986. Her duty locations include Homestead AFB, Florida, and Kadena AB, Japan. She has a bachelor’s degree in Business Management and retired from the Air Force Reserves after 26 years of service.

18 The Mobility Forum 2015 6th SAFETY OFFICE AIR MOBILITY of the YEAR WING The AMC Safety Office of the Year right: Mr. Kory Mclellan, Maj Zach award recognizes the ability to Davidson, Mr. Ryan Lynch, Lt Col demonstrate combined effectiveness John K. Martin, TSgt Robert Jeffries, of the overall safety program. The Maj Jarrod Scoggin, TSgt Dustin office has worked closely with Hayden, TSgt Keturah Reed, MSgt squadron representatives across Stephen Taylor, Mr. David Oneil, the base to promote teamwork and Mr. Jason Jackson, MSgt Sean Felder, produce very high safety standards. (MSgt Dhayer), Capt Ryland Tecson, MACDILL and Mr. Donald Washington. “One of our best programs here AIR FORCE BASE is the risk management program. “The MacDill Safety Office is a We have trained 46 people across great team,” Dhayer said. “While FLORIDA the wing on risk management. By we each have our own specialties, pushing it down to the squadrons, we gladly help each other in any it really helps us spread the word way possible to accomplish the about the program,” said Martin. mission. I think winning this award highlights just that.” he 6th Air Mobility Wing Not only did the Safety Office receive Safety Office recently recognition for its accomplishments With the efforts the Safety Office earned the 2015 Air Mobility as a team, MSgt Shane Dhayer, a has put forward, mishap rates are Command Safety Office of weapons safety manager assigned expected to continue to decrease. Tthe Year Award. After competing to the 6th AMW Safety Office, was To date, the team has standardized against 33 other units within the named AMC Explosives Safety 42 processes, which resulted in zero command, the Safety Office came out Individual of the Year. fatalities at AMC’s largest base. as the best unit overall. “I feel humbled to be selected as “We’ll continue to work as a “I am very proud of the team and AMC’s Explosive Safety Individual team,” said Martin. “Teamwork is this huge accomplishment,” said of the Year,” said Dhayer. “I know the hallmark of what we do here. Lt Col John Martin, Chief of Safety the hard work many other weapons We are not just weapons safety, assigned to the 6th Air Mobility safety managers in AMC do every occupational safety, and flight line Wing Safety Office. “Their presence day. So for me to be selected is safety; we consider ourselves the is known around the base because humbling.” He attributes his safety office. My team does all the they stay involved, committed, and achievement to his safety team hard work, and I am proud to be always actively engaged.” members, pictured above left to their chief of safety.”

Spring 2016 19

Who’s on First? Learning to COMMUNICATE With Your Team

By MS. RUTH ANN REPLOGLE, Staff Writer

n 1953, the American comedian Vendor: I mean the fellow’s name on duo Bud Abbott and Lou Costello first base. came out with a live comedy sketch called “Who’s on First?” Manager: Who. IThe sketch is an exchange between in other words, neglecting to pass a peanut vendor and a baseball Vendor: The fellow playin’ first base on information or thinking the team manager. The vendor wants for St. Louis. information was not important to get to know the team, so he asks enough to relay. the manager for the players’ names. Manager: Who. The manager tells the vendor that For example, Airman A thought that baseball players can have the most Vendor: The guy on first base. Airman B checked the gear, while peculiar nicknames … Airman B thought that Airman A Manager: Who is on first. had done it. They didn’t talk so the Manager: Nicknames, pet names. failure to communicate caused a Now, on the St. Louis team we have Vendor: Well what are you askin’ serious mid-flight incident. Who’s on first, What’s on second, I me for? Don’t Know is on third— It is easy to get complacent and so This goes on back and forth for engrossed in daily repetitive tasks Vendor: That’s what I want to find several minutes, and in the end, that small flaws can be overlooked out; I want you to tell me the names the vendor is more confused than and not reported. But small flaws of the fellows on the St. Louis team. ever. The manager was unable can have huge repercussions, to get his message across and which is why communication is Manager: I’m telling you: Who’s the miscommunication caused crucial between team members. The on first, What’s on second, I Don’t frustration for the vendor. purpose of communication is to Know is on third. express and exchange knowledge. Ever felt like the vendor at work? Vendor: You know the fellows’ names? Communication involves planning Lack of communication is the No. 1 and preparedness. Benjamin Franklin Manager: Yes. reason for mishaps on the ground once said, “By failing to prepare, you and in the air. The underlying are preparing to fail.” Vendor: Well, then, who’s playin’ first? problem is a failure to transmit, receive, or provide information To improve communication within Manager: Yes. either accidently or intentionally; your team:

22 The Mobility Forum RISK MANAGEMENT

satisfaction. Micromanaging is just the opposite—it makes them feel they are incompetent and causes discord, which leads to a i Talk. In this age of technology, exactly what the standards are breakdown of communication. the art of conversation has and what their goals and respon- gone by the wayside. Sure, it sibilities are within the group. i Teach. Provide the tools neces- may be easier to rely on email, Every Airman has a role in the sary to get the job done. This social media, and texting to big picture. Feedback—construc- can mean access to information, get your message across, but tive or positive—will let Airmen training or conferences, brief- there is something to be said know if they are on the right ings, and/or actual tools. Lack of for face-to-face connections. track or need to modify behavior. resources can hinder tasks being In-person talks do wonders done properly, thus creating for morale and help convey i Motivate. Praise and safety risks. the correct message that could recognition—monetary or not— otherwise be misconstrued. is a great motivator. A sense of i Listen. Sound trivial? How many accomplishment goes a long way times have you been part of a i Respect differences. Airmen in helping Airmen do well. conversation in which you were come from all different thinking about something else backgrounds and therefore i Encourage camaraderie. and not paying attention to the have different perspectives Bonding between team members Airman talking? At the end of and cultural and/or religious is essential. If Airmen feel they each conversation, give yourself beliefs. It might be wise to have belong, they will naturally a mental quiz so you can recall sensitivity training so everyone communicate with one another. what was said. Another helpful can get to know each other better hint: repeat what was said back and understand where each i Trust. Airmen are the best to the Airman. Listening is the person is coming from. of the best, otherwise they linchpin to communication. wouldn’t be in the Air Force! i Give feedback. It is hard to Trust gives Airmen a sense of Everyone has the power to know what expectations are if control and purpose in their communicate. Doing so consistently they are not well-defined. Each work, which means they will and effectively can save lives and— unit, squadron, and/or wing be invested. That investment who knows—might help if you ever should ensure Airmen know breeds innovation and job need to explain “Who’s on first.”

Spring 2016 23 Building a Home Photo, top left: Steel beams that will hold the roof of Hangar 1126 at McConnell AFB, Kan. are erected. The hangar is being built in prepa- for the New KC-46A ration for the arrival of the KC-46A Pegasus. Photo above: An LPR construction worker walks along a steel beam.

By MS. AMANDA HILLES, Staff Writer USAF photoS by A1C ChriStopher thorNbUry

ntroducing the KC-46 Pegasus, an new full-in hangar slots, including gained by grouping the six aerial tanker flying in as one of a one-bay maintenance hangar, a projects together. the top three acquisition priorities two-bay corrosion hangar, and a of the U.S. Air Force. In the years three-bay general purpose hangar to An older four-bay hangar was Iahead the KC-46 will replace the accommodate the acquisition of the demolished to make way for the current aging tanker fleet. According Air Force’s newest refueling aircraft. six new steel bays. Construction of to Deborah Lee James, Secretary of McConnell was chosen in 2013 to the new hangars was required to the Air Force, total program comple- be the first active duty-led main accommodate the longer, wider, and tion is projected in 2028; by that date, operating base for the KC-46s, and taller KC-46A, a plane too large for approximately half of the current contracted construction and field any of the current airfield hangars. tanker fleet will have been replaced. crews have been hard at work on the safe construction of the hangars. Aircrew training devices include The KC-46 is the most important simulator buildings converted from step in recapitalizing a tanker fleet These goliath steel structures are three KC-135 Operational Flight that has led air refueling for decades; built with 79 percent recycled Trainers and one Boom Operator the Air Force plans to acquire 179 materials from Kansas and offer Weapon System Trainer to three KC-46s to modernize the fleet with the capability of painting entire KC-46 Weapon System Trainers, close to 12,500 pounds more fuel aircraft—something McConnell two Boom Operator Trainers, one capacity, 92,500 pounds more maxi- has never had before. Completion Part Task Trainer, and one Fuselage mum flight weight, and double the of the one- and two-bay hangars is Trainer. Formal training for the cargo and aeromedical evacuation scheduled for February 2016 with KC-46 is expected to begin in 2016. capacity of the 1950s era KC-135s. total project completion anticipated for February 2017. The construction Safety is, of course, the highest McConnell Air Force Base, Kansas, project grosses $197 million, which priority of the construction project. is anticipating the completion of six includes significant efficiencies Weekly airfield project meetings

24 The Mobility Forum SAFETY CULTURE

Steel workers maneuver a steel beam into place on the bay door pocket of Hangar 1124 at McConnell AFB, Kan. In preparation for the KC-46A Pegasus, 16 construction projects totaling $276 million are scheduled for completion by the end of 2018. McConnell AFB is scheduled to receive its first KC- 46A in August 2016.

USAF photo by SSgt rAChel WAller

Construction continues on the new hangar at McConnell AFB, Kan.

USAF photo CoUrteSy oF 22 ArW/pA

the maximum safety of construction crew members.

Different ladders and scaffolds are appropriate for different jobs, and personal fall arrest systems provide a safety harness for each worker. Harnesses are secured to an anchor and are custom fit for each worker. The harnesses are regularly involving safety, project review, cost, daily operations. U.S. Army Corps inspected for condition and usability. and construction oversight ensure of Engineers “lessons learned” Training for each piece of equipment that construction and field crews conferences are held to offer base- is conducted before any crew stay abreast of the latest construc- level solutions to AMC and AFCEC member begins construction work. tion status, as well as review any in preparation for the arrival of the Decisions about how a particular pending safety issues. Early on, KC-46A. task of the construction job will McConnell resolved safety concerns be accomplished are made before related to vehicle and foot traffic in Workers six feet or higher from the workers are in the air. Workers and around the hangar construction ground are at increased risk for are trained to think about all the area, creating a hazard-free travel serious injury or death should a fall different fall hazards, such as holes zone and ensuring the safety of 800 occur. Careful breakdown of rules, and leading edges, and are trained to personnel. On-site staff conduct risk discussion of daily tasks involved, think ahead with preventative safety analyses of the ongoing construction, and understanding of what maintenance in mind that fulfills the identifying tight schedule require- safety equipment will be needed type of work they are doing when ments, and mitigating impact to to complete each task ensures high off the ground.

Spring 2016 25 A B-2 Spirit from Whiteman AFB, Mo., conducts an aerial refuel by a 9th Air Refueling Squadron KC-10 Extender.

USAF photo by SrA lAUrel CUmmiNS

Aerial Refueling: The Solution Without a Problem

By MSGT JULIE MEINTEL, 655 managed only one connection in Mexico, where they flew around Intelligence, Surveillance, and six-plus hours, passing 75 gallons the customs house and headed back Reconnaissance Group, (AFRC) of gasoline through a 50-foot rubber north to . The aircraft Wright-Patterson AFB, OH hose with manually operated quick- was refueled twice in 12 hours, close valves on either end. There was and the border-to-border 1,280- no way for the tanker to direct the mile mission demonstrated how une 27 marks the 93rd hose to the receiver; it was a matter an aircraft with a range of roughly anniversary of the first-ever of throwing the dice, and the hose. 275 miles could see that range aerial refueling flight. The tanker crew held one end and quadrupled by in-flight refueling. J dropped the other end to the receiver Aerial refueling, commonly known crew, and both hoped for the best. In spite of the success of these within the aviation community Engine trouble terminated that first historic flights, aerial refueling as AR, is widely understood as flight after 6 hours and 38 minutes. It became known as a “solution with- an invaluable piece of the airlift wasn’t spectacular but it was a start. out a problem,” especially after an puzzle. Mission planners rely on it attempted airshow demonstration on to provide flexibility and agility in The next attempt was composed of November 18, 1923, turned deadly. projecting military power and reach three aircraft: a tanker, a receiver, At the time, the U.S. Army was still all over the world. But the ability and a third DH-4 as an additional grappling with the fallout from a to refuel an aircraft in flight wasn’t refueler. This second AR mission chaotic demobilization in 1919, along always viewed in quite the same took place over two days, August with a tightened military budget, way. In fact, aerial refueling was 27-28, 1923. It totaled 37 hours and so new initiatives—especially those once considered a useless stunt with 25 minutes of flying time over the with no apparent legitimate pur- no practical military application. refueling track, encompassing nearly pose—were not a high priority. Let’s take a little walk down history 3,300 miles and setting a world Around the same time, British and lane, shall we? record for endurance. In October French air forces were experiment- 1923, these “experienced” refueling ing with AR, too, but no one could On June 27, 1923, two U.S. Army aircrews wanted to prove that AR seem to figure out how the capability Air Service DH-4B had practical military applications, might serve a military purpose. single-engine aircraft flew 500 feet so they planned and flew a mission off the deck at Rockwell Field on from Suma, Washington, near the Then, in 1928, Belgium conducted a ’s North Island. The crews U.S.-Canada border, to Tijuana, test aerial refueling flight that lasted

26 The Mobility Forum A C-17 can take off from Afghanistan fully AMC HERITAGE loaded with cargo, passengers, patients, and enough fuel to fly for an hour, meet a tanker, and then make it to Ramstein AB, Germany, generally much easier to arrange without having to land for fuel. a tanker in case of last minute mission changes than to get a diplomatic clearance. just over 60 hours, and news of this Airlift Wing at Wright-Patterson Air mission was enough to inspire 1Lt Force Base, , listed several ways In the weeks and months Pete Quesada back in Washington, in which aerial refueling capability is immediately following the terrorist DC. He wanted to do better than currently a crucial asset to the airlift attacks of 9/11, the U.S. military Belgium; he wanted to prove once and mission as a whole. was scrambling to place assets for all that AR would be useful to the strategically, and AR provided U.S. military. The mission that came AR makes direct flights between critical flexibility to aircrews to be known as Operation Question today’s battlefield in Afghanistan working within rapidly changing Mark was originally planned with the and Germany possible, and this is missions. One mission in which U.S. Marine Corps, but Capt Ira Eaker, important for a couple of reasons. A AR flexibility was particularly working in the office of the Assistant C-17 can take off from Afghanistan important was bringing captured Secretary of War, convinced 1Lt fully loaded with cargo, passengers, al-Qaeda operatives to the prison at Quesada to work with the Army Air patients, and enough fuel to fly for Guantanamo Bay, Cuba. Carrying Corps. The Army wanted a practical an hour, meet a tanker, and then the prisoners on board American military application for AR just as make it to Ramstein AB, Germany, aircraft meant that landing in foreign much as Quesada did. without having to land for fuel. countries was impossible due to Ramstein AB is the major European political sensitivity, so flying direct So on January 1, 1929, Quesada’s hub and staging point for going from the Middle East to Guantanamo plan came to life: Operation into and coming out of the AOR Bay was essential. Question Mark began, using (Area of Responsibility). modified Fokker C2A tri-motor History once considered aerial aircraft as receivers and Douglas C-1 Aerial refueling also alleviates the refueling useless, but the evolution single-engine aircraft as tankers. In need for international diplomatic of the airlift mission and the all, Operation Question Mark totaled clearances. Overflying or landing development of the technology and 43 takeoffs and landings, and crews in a foreign country requires pre- training have made it an essential flew 150 hours and 40 minutes and coordinated clearance, and it is piece of mission accomplishment. transferred 5,660 gallons (33,960 pounds) of fuel. The mission turned out to be a huge success; Capt Lowell H. Smith and Lt John P. crewmembers were awarded Richter receiving the first mid-air refueling Distinguished Flying Cross medals on June 27, 1923, from a plane flown by and were publicly lauded by the 1Lt Virgil Hine and 1Lt Frank W. Seifert. Army Air Corps.

Research and experimentation continued in fits and starts, with varying levels of support from the Army Air Corps and later the Air Force, and aerial refueling was a dance of two steps forward and one step back for nearly 75 years. Operation Question Mark was ultimately responsible for kick-starting not only American research but British and European experimentation as well.

Lt Col Steve Schnell, Chief of Current Operations for the 445th

Spring 2016 27 Do YOU Like Spiders and Snakes?

By MS. RITA HESS, Staff Writer

long time ago (1974, to be exact), a young singer named Jim Stafford had a hit song whose silly Alyrics included the line, “I don’t like spiders and snakes ...” Well, Black Widow Brown Recluse most people agree with Jim! But in late spring and early summer— when many creatures come out touches the web. Black widow spider leaves, and areas where debris has of hibernation and begin moving bites leave two puncture marks accumulated. Indoors, they prefer around—it is a good idea to know in the skin, which may not hurt dark closets, clothing, boxes, shoes, which species you might encounter initially. Later, pain and swelling can basements, or attics. and what to do if you are bitten. increase and spread to other parts of the body. Symptoms can include Bite symptoms with either species First things first:No matter what nausea, sweating, cramps, increased can range from mild to severe, part of the world you live in, find out blood pressure, convulsions, and including fever and/or chills; what creepy crawlers are native to (rarely) death. however, any spider bite can be the area so you’ll be able to identify dangerous for the very young, the them. Local universities, wildlife People bitten by a brown recluse elderly, those with a compromised departments, or Pest Management spider may not realize it at first, immune system, or those who have a on base can likely give you an either. Later, the bite can be painful severe allergic reaction to the venom. overview of the appearance and and disfiguring because the venom If you are bitten: behavior of indigenous species, as begins to rot the tissue where the bite well as tips to avoid them. occurred, and then can fester and i Stay calm. Identify the type of spread for weeks or months. This spider if possible. SPIDERS spider is common in the Midwest and The good news about spiders is that in southern states; it actually belongs i Wash the site of the bite with most are harmless. Tarantulas are to a family of 11 recluse spiders that soap and water. big and scary looking, but the most are native to the United States. The dangerous are the black widow and brown recluse touts a distinct fiddle i Apply a cold washcloth or ice to brown recluse. shape on its body, hence its nickname: the area to reduce swelling. fiddle back (or violin) spider. Black widow spiders live throughout i Elevate the bite area if possible. North America. Easily identified The best way to avoid a bite from by the red hourglass figure on the either spider is to stay away from i Tell someone what happened. underside of their shiny black body, places they frequent—dark, quiet, black widows build what look like undisturbed locations outdoors, i Monitor your symptoms and irregular, tangled webs between such as woodpiles, beneath seek professional medical objects and typically bite whatever structures, in piles of rocks or attention if it seems warranted.

28 The Mobility Forum SEASONAL CONSIDERATIONS

United States Fatality Statistics

1,000,000 162,460 100,000 37,594

10,000

1,000

100 54 53 21 10 7 6

1 Approximate Number of U.S. Deaths Per Year Per Deaths Number of U.S. Approximate Rattlesnake Snake Bite Spider Bite Lung Cancer Lung Dog Bite/Attack SNAKES Strike Lightning The good news about snakes is If you come across a snake, simply that your chance of dying from a back away and let it pass. Do not Car/Motorcycle Accident Car/Motorcycle venomous snake bite are very low— attempt to capture or kill it, and do Sting Wasp or Hornet, Bee, practically zero in the United States not tease it. One estimate indicates because of our advanced healthcare. half or more of all snakebites result i Disturbed vision; According to the Centers for Disease from humans trying to scare snakes. Control and Prevention (CDC), about i Increased salivation and 7,000–8,000 people per year receive If a snake does bite you, stay calm. sweating; and/or venomous snakebites in America, Knowing what it looked like may and only about five of those people help medical personnel, but it isn’t i Numbness or tingling around die. Still, bites can be very painful. necessary. See a doctor or emergency your face and/or limbs. room physician about your bite. A snake stores its venom in a gland Meantime, never try to suck venom THE BIGGEST DANGER behind and below its eye. Generally, from the wound, and never apply a Spiders and snakes certainly the bigger the snake, the more tourniquet. Instead, lay or sit down; aren’t the only creepy, crawly venom it has. But not all snakebites cover the bite mark with a clean, dry things that can hurt you this deliver venom—even poisonous dressing; and keep the wound below time of year, but they are the snakes can deliver a “dry bite,” the level of your heart if possible. ones you are most likely to meaning it contains no venom. encounter. Perhaps the biggest Depending on the type of snake, danger associated with them is This time of year, people are anxious symptoms may include that people can (and do) hurt to get outdoors to hike, camp, or themselves trying to get away. fish—activities that increase the i A pair of puncture marks at the Remember, spiders and snakes likelihood of encountering a snake. wound; were here long before us, and the Again, learning about the snake odds that you’re going to die from species where you live can minimize i Redness, swelling, and severe a bite are extremely small. those chances and familiarize you pain at the site of the bite; with their behavior. For example, Your best bet is to calmly do what not all venomous snakes coil up i Nausea and vomiting; you do every day: prepare for and hiss before striking. Conversely, what could happen, plan how some non-poisonous snakes do i Difficulty breathing (in rare to respond if something does rattle, coil, and hiss. cases, breathing may stop); happen, and stick to the plan.

Spring 2016 29 By MS. KIM BRUMLEY, Misadventure at the Pump Staff Writer

ecently, while cruising along warnings on a gas pump? Needless to just happened, I looked around think- on a little road trip, I looked say, I got an on-the-spot safety lesson ing someone smashed into my car, down at my gas gauge and from a couple of professionals that is but nope, that wasn’t it. Then I looked thought, I’ve got enough gas now etched in my memory forever. in my rearview mirror and saw Rto make it to my destination, but no need the nozzle and hose that had, only to risk it, I’ll go ahead and stop at the Obviously, I needed that little rude moments before, been attached to the station just ahead. So, I pulled in at awakening because as I stood there pump, now dangling from the side of the pump, jumped out of the car, and and read the warnings, I realized my car. As I sat there with the same started the gas. I thought, I’ll just run that not only am I a repeat walk- Oh crap, what did I just do? look on into the station real quick. away offender, I have multiple my face, it didn’t take long to figure violations! On the rare occasion I do out that it was the hose that hit my As I walked away, I heard, stay by my car, I often talk on my cell car after being stretched to the max “Where are you going?” from the phone or text. The sign clearly says before disconnecting as I drove off. Occupational Safety Division Chief to turn off your cell phone or other for AMC, Mr. Joe Hughes. Standing electronic devices before fueling. The Thank goodness fuel pumps are by the car was also the Director of sign also clearly states to discharge fairly idiot proof and have auto shut Safety for AMC, Col Mike Seiler. I any static and to NOT get back in off mechanisms for such instances knew by the tone of his voice that I your car while fueling. Yes, another or I would have been swimming in had committed some type of safety violation because on cold days, I gas that day … or would have died blunder, so I stopped dead in my don’t just stand there freezing—this in that fiery explosion I previously tracks. I’m fairly certain I had that lady gets back in her car. mentioned. Feeling like a total Oh crap, what did I just do? look on moron, I carried the nozzle and hose my face (a familiar look to those My mindset changed from Really, into the station to ask how much folks who know me well), as I who reads the warnings on a gas pump? the damages would cost. It was an replied meekly, “Just running in.” to Really, how have I not died in a fiery expensive lesson. explosion at a gas pump? Mr. Hughes then said, “Don’t you At least I can say my lessons at know, you are not supposed to leave One would think I would have had the pump that have been both your car unattended while getting this realization many years before expensive and embarrassing are gas?” Of course, I immediately high- when I tore apart a gas pump as I beneficial as my daughter prepares tailed it back to my car. drove away with the nozzle still in to take her driver’s license exam. my car … yes, major violation! It was As she recently pulled up to the gas Due to my haze of embarrassment, a cold day and I was rushing around pump, with me in the passenger’s I don’t remember exactly who in an attempt to make it somewhere seat, can you guess what my first asked, but the next question was, on time, so I started the gas, ran into instructions were? That’s right, let’s “Haven’t you read the warnings on the store, grabbed a few items, and start by reading the warning sign. Of the pump?” With the same Oh crap! dashed back to the car. Without a course, I told her about my multiple look on my face and wondering if glance at the pump, I threw my car in violations and, although she laughed the situation could get any worse, gear and took off. I only made it a few hard at her uncool mom, I think I reluctantly admitted that I had feet before something crashed into the she will remember what NOT to do never actually read the warnings on side of my car, causing me to slam on (especially in front of the Director of a gas pump. Really, who reads the my brakes. Clueless as to what had Safety) while fueling up.

30 The Mobility Forum SPOTLIGHT AWARD

Ground Safety Award of Distinction

hile performing their normal safety practices and demonstrated the generator duties of maintaining electrical emergency shutdown procedures. They also equipment while deployed to the inspected the wiring in 16 other shelters and 379 AEW, Al Udeid AB, Qatar for coordinated with the local HVAC and electrical Wthe Expeditionary Civil Engineer Force Protection repair shops to bring all of the wiring up to safety Escort flight on October 2, 2015, SrA Michael T. code. Munguia and SrA Jacob Marksberry received an emergency call over the radio regarding an The decisive actions of SrA Munguia, deployed electrical fire in one of the guard shelters. The from 319 CES, Grand Forks AFB, and SrA personnel assigned to the satellite communication Marksberry, deployed from 60 MXS, Travis AFB, construction site described how the shelter’s prevented the potential injury of fellow Force air conditioning unit had begun to falter and Protection members and loss of mission essential eventually start smoking. generators and air conditioning units valued at $401,200. Furthermore, their preventative SrA Munguia immediately directed the site measures improved the electrical reliability of the personnel to evacuate the shelter and shut down shelters for future rotations. the generator to eliminate the source of the electrical fire. Good work, Airmen!

Although the electrical fire was extinguished when SrA Munguia and SrA Marksberry arrived, they began investigating its cause and quickly discovered the air conditioning unit’s power cable had been hardwired to the generator without first being routed through a proper circuit breaker box, thus rendering the electrical system “fail safes” useless.

SrA Munguia and SrA Marksberry repaired the hazardous situation by running a new electrical cable from the generator to a newly installed breaker box inside the shelter. They further inspected and repaired all electrical outlets in the shelter to allow an air conditioning unit to be properly connected using the power plug.

Following the incident, the pair briefed the assigned escort personnel on electrical power

Spring 2016 31 Looking Back: Riders Helping Riders

By MS. RITA HESS, Staff Writer

s a rider, you know that TSgt Donald Jones, 551st Special Operations Squadron, rides a motorcycle while performing balance and coordination stop-and-go maneuvering near the Landing Zone at Cannon AFB, N.M. The safety course are crucial to keeping your training is required by Air Force Instruction for all active duty personnel who ride a motorcycle motorcycle upright—and on or off duty. Akeeping you safe. The problem is USAF photo by A1C xAvier loCkley that some riders think it’s okay to have a drink (or two, or six), fire up behaviors. The results were not at home enjoying a football game, their bike, and go. Even if you don’t surprising: motorcyclists considered but it’s something else entirely engage in such behavior, would you themselves a close-knit community to consume that same amount of stop someone else from doing so? and willing to help a fellow rider in alcohol and then get on a motorcycle. need. But it also revealed that most While riding, people who have In Georgia, the percentage of riders would NOT try to prevent had too much to drink may drift intoxicated motorcycle riders in someone they did not know from or weave, become unbalanced at fatal crashes was so alarming at drinking and riding. a stop, have trouble getting on one point—when nearly a third of or off a motorcycle, experience all motorcycle fatalities involved Participants then attended a problems while turning (such as alcohol—that the National Highway 30-minute class that included unsteady correction, late braking, Traffic Safety Administration ways to spot impaired riders and improper lean angle), follow (NHTSA)1 funded a program called and ways to intervene—and too closely, drive the wrong way on Riders Helping Riders to encourage potentially save a life. Here is a a street or highway, and/or simply motorcyclists to prevent other riders snippet of what they learned. display reckless behavior. from drinking and riding. The Effects of Alcohol Considering the complex skills The program began with focus We’ve all seen (or experienced) the and judgment needed to operate a groups in five U.S. cities, asking effects of alcohol. It’s one thing to motorcycle safely, even a relatively riders about their attitudes and throw back a few brews while sitting low blood alcohol concentration

32 The Mobility Forum MOTORCYCLE CULTURE

him from drinking more and nobody knows the rider, ask a few becoming severely impaired. folks to go with you to approach him, as people are sometimes more i Behavior. This person may be inclined to listen if several people loud, dominate conversations, make a suggestion. In places where talk into someone’s face, exag- bartenders are serving alcohol, gerate gestures, and/or use tell them the rider appears to have suggestive language or profan- had enough and suggest they stop ity. The person may be physical serving him. (hugging, touching, poking, or thumping people) during con- In any case, providing an alterna- versations and/or show a lack of tive to riding under the influence inhibition or outright rudeness. is important. Find a place for the person to stay overnight, and secure i Appearance. This person may a safe place to keep the motorcycle, appear warm (sweaty, rosy com- too. Riders will be more likely to plexion) and loosen his clothing get a ride home if they know their (roll up sleeves, remove shoes); motorcycles will be okay. If over- eyes may appear tired, red, or night accommodations are not bloodshot. The person may possible, offer to transport the motor- also appear unusually relaxed cycle and rider home if necessary. (spreading out in a chair) and (BAC) can be dangerous to riders, have a silly or self-satisfied glow. Intoxicated drivers may make even those under the “legal limit.” excuses and say they are fine. Also, alcohol affects people’s ability i Coordination. This person Remember, people can be under to assess their own impairment, so may show poor dexterity (have the legal limit but still face legal just because people say they are okay problems coordinating hands, charges if their behavior indicates to ride, that may not be true. arms, and body), slouch or lean impairment. Remember, too, that on things, and be unable to a person who has been drinking It is important, in any setting, to speak clearly. awhile has lost the ability to judge recognize the signs of impairment in his own condition. others. A great way to do that is to How Can You Help? use the letters BAC a different way. If you know the person, express If all else fails, you may have sincere concerns that he may sustain to try getting the keys. This is B - Behavior - How a rider acts serious injury in an accident or go not a good situation, but it’s A - Appearance - How a rider looks to jail if pulled over. Also, remind worth it to protect a fellow rider C - Coordination - How a rider moves him that if stopped, he may lose his from arrest, injury, or death. license and/or face thousands of When slightly affected by alcohol, dollars in fines and fees. Some people may ride despite your people may seem more relaxed best efforts. But let’s all do what and outgoing. But when moderately If you don’t know the rider, enlist we can to make a difference in the affected, their behavior, appearance, help from his friends. Take them number of people who are arrested, and coordination are affected (as is aside, point out the signs you see, injured, or killed due to drinking their riding ability), and the chance and suggest they intervene. If and riding. of an accident increases. If you see any one of the following signs of 1 Riders Helping Riders was developed with the assistance of instructors from the South Carolina impairment—even if you don’t Rider Education Program and pilot tested by instructors of Georgia’s Department of Driver know the person—try to prevent Services, Motorcycle Safety Program.

Spring 2016 33 Twister! Yes, It Happens!

By MS. RITA HESS, Staff Writer

ornadoes are nature’s most violent storms. I should know. I live in , which is in Tornado Alley, Tand one of these wicked storms nearly stole my family a few decades ago.

In the late 80s, I lived 100 miles scientific details—and the stuff YOU east of my parents, and one day I need to know to stay safe. saw on television that they might experience severe storms in the The Power Within afternoon and evening. My younger Tornados are rotating, funnel- sister still lived with them, and shaped clouds that extend from a when she called me late that night, thunderstorm to the ground with I jokingly asked, “Did everything winds that can reach 300 miles per blow away?” I was horrified hour. Caution: you don’t always when she told me that everything see them. Low clouds sometimes they owned was indeed gone. obstruct the funnel, or it can be “rain Thankfully, she and my parents had wrapped” and look eerily similar ducked into the storm shelter with to a heavy rainstorm. Worse yet, seconds to spare and survived. tornadoes sometimes strike at night when it’s dark or develop so fast I was stunned at what I saw there is little warning. there the next morning. We dug through piles of rubble and found Before a tornado hits, the wind may a few mementos, but most of their die down and the air may become possessions had been ruined or very still. Depending on the size carried away in the wind. They of the funnel, damage paths can be rebuilt, but my mother never more than a mile wide and 50 miles overcame her fear of storms. long. Tornadoes generally occur on the back side of a thunderstorm, So, there’s my real-life story about and you may see clear, sunlit skies tornadoes. Now, here are the behind the storm.

34 The Mobility Forum SEASONAL CONSIDERATIONS

Administration (NOAA) says grim reminder of that was the loss tornadoes have hit in every one of of three professional storm chasers the United States, with an average of in 2014, when a tornado near El over 1,000 tornadoes each year. Reno, Oklahoma, suddenly took an Florida’s tornado rate is high because unexpected turn and scooped up the of its almost daily thunderstorms vehicle in which they were riding. and because tropical storms (and hurricanes) often move onshore The Ready.gov website at www. and spawn twisters. Tornado Alley ready.gov/tornadoes has detailed generally means the region from information about what you should central Texas, northward to northern do before, during, and after a Iowa, and from central Kansas and tornado. Please check it out. Nebraska east to western Ohio. But a number of super-violent tornadoes Above all else, stay tuned to a have occurred outside of Tornado NOAA Weather Radio, commercial Alley, and several of them occurred at radio, or television for information. times of the day or year not normally The two terms you need to know associated with violent tornadoes. are Tornado Watch and Tornado Warning. A Watch simply means Preparing for a Tornado tornadoes are possible, so remain While improved forecasting alert for approaching storms. A and early warning systems have Warning means a tornado has been resulted in fewer deaths over sighted or indicated by weather the years, tornadoes are still radar, and you should take shelter unpredictable forces of nature. A immediately.

QUICK TORNADO FACTS • They may strike quickly, with little or no warning. • They may appear nearly transparent until dust and debris are picked up or a cloud forms in the funnel. Tornados are rated on the Enhanced Fujita • The average tornado moves southwest to northeast, but tornadoes Tornado Damage Intensity have been known to move in any direction. Scale, sometimes simply • The average forward speed of a tornado is 30 mph, but may vary called the Fujita Scale or EF scale, from stationary to 70 mph. with EF-1 being the weakest and EF-5 being the strongest. The United • Tornadoes can accompany tropical storms and hurricanes as they States sees about 20 EF-3 twisters move onto land. per year and one that may be EF-5. • Waterspouts are tornadoes that form over water. An EF-5 tornado results in nearly complete destruction. • Tornadoes are most frequently reported east of the Rocky Mountains during spring and summer months. Tornado Alley • Peak tornado season in the southern states is March through May; in Depending on where you live, the northern states, it is late spring through early summer. you may think you’ll never face a tornado threat. Think again. The two • Tornadoes are most likely to occur between 3 pm and 9 pm but can U.S. regions with a high frequency occur at any time. of tornadoes are Florida and what is called “Tornado Alley.” But the Quick Tornado Facts courtesy of Ready.gov. National Oceanic and Atmospheric

Spring 2016 35 MISHAP-FREE FF lying lying HourHour MILESTONESMILESTONES

UNIT AWARD 12,500 HOURS 10,000 HOURS 452 AMW, March ARB, CA 22d Airlift Squadron, 452 AMW Lt Col William C. Adelmann Travis AFB, CA March ARB, CA SMSgt William J. Lamela 41 Years—231,412 Hours SMSgt Jose F. Grau MSgt Robert R. Rodarte

8,500 HOURS 6,500 HOURS 6 ARS, Travis AFB, CA CMSgt Randy L. Kay 452 AMW, March ARB, CA 3 AS, Dover AFB, DE MSgt Jason T. Margolin Lt Col Timothy J. Harris SMSgt Shane Eaton MSgt Edward L. Soto Lt Col Scott A. Heidemann MSgt Donny Maheux 22 AS, Travis AFB, CA Lt Col Daniel C. Nichols 89 AW, Presidential Airlift SMSgt Mark R. Larmony Lt Col Thomas A. Noble Group, JB Andrews, MD MSgt Dennis M. Presley MSgt Gordon W. Nelson SMSgt Robert Nation TSgt Robert E. Vann TSgt Jose A. Chaidez 452 AMW, March ARB, CA Lt Col Antonio A. Astran 89 AW, Presidential Airlift 7,500 HOURS Lt Col Forrest E. Brown Group, JB Andrews, MD Lt Col Warren Austin 3 AS, Dover AFB, DE Lt Col Kenneth H. Goode Lt Col Alexander Miravite Jr. CMSgt Geraldo Moore Lt Col Michael P. Goyette CMSgt Charles Gardner 89 AW, Presidential Airlift Lt Col Shane O. Grahn 92 ARW, Fairchild AFB, WA Group, JB Andrews, MD Lt Col Nick R. McKenzie SMSgt Thomas H. Ireland Lt Col Scott Benton Lt Col William A. Ormiston Lt Col TJ Cook Lt Col Thomas K. Stottman 305 AMW, JB McGuire-Dix- CMSgt Aaron Luthe Lt Col Joseph D. Sullivan Lakehurst, NJ Maj Seth J. Ewalt MSgt Ryan Eads 452 AMW, March ARB, CA Maj Averie R. Payton 452 AMW, March ARB, CA Col Gerard P. Malloy Maj Ryan C. Van Scotter Col Stephen M. Browning Lt Col Jeffrey E. Faley MSgt Daniel J. Beecher Lt Col Thomas J. Episcopio Lt Col Thomas E. Larson MSgt Geoffrey E. Parish Lt Col Gary A. Miller Lt Col Jeffrey F. Minton 465 ARS, Tinker AFB, OK Lt Col Richard B. Neitz SMSgt Richard L. Farrow Col Douglas Gullion Lt Col Alan R. Thurber SMSgt Esteban Rodriguez Lt Col Peter C. Vehlow MSgt Eric M. Brasch 5,000 HOURS Maj Clifford E. Atherton 465 ARS, Tinker AFB, OK 3 AS, Dover AFB, DE Maj Nathan J. Childers Lt Col Joseph Defenderfer CMSgt Robert Johnson Maj Michael C. Costas Lt Col Eric Wilks MSgt John Schaefer Maj Douglas R. Ferrette SMSgt Darby Perrin TSgt Thomas McClanahan Maj Creighton A. Goodman

36 The Mobility Forum MISHAP-FREE FLYING HOUR MILESTONES

Maj Jengi A. Martinez MSgt Elton T. Phew Lt Col Jesse E. Ortega Maj Scott A. Meyer 21 AS, Travis AFB, CA Lt Col Steven C. Priest Maj Eric G. Ozols Capt Patrick S. Ng Lt Col Roland C. Tsui Maj Andrew K. Vandertoorn Capt David L. Plachno Maj David A. Carn Maj Cynthia A. Welch TSgt Gabriel R. Reams Maj Brian M. Cernok Capt Charles E. Conder 22 AS, Travis AFB, CA Maj John W. Cramer Jr Capt Atsushi J. Nitao Lt Col Cory F. Bulris Maj Samuel L. Dixon CMSgt Deborah M. McGuane Lt Col Jonathan A. Burke Maj Roberta C. Frantal MSgt Robert A. Haberlein Lt Col Jon A. Sterling Maj Cullen T. Gallagher TSgt Andrew A. Lucas Maj Cory M. Damon Maj Amy E. Gangolea 465 ARS, Tinker AFB, OK Maj Jonathan M. Flowers Maj Derek K. Heath Lt Col Randall Sauer Maj Peter M. Merrill Maj Benjamin N. Jody Lt Col Michael Toney SMSgt Erick J. Fierro Maj Kenneth M. Kirkpatrick Lt Col Jason Zimmermann SMSgt Jason D. Nipar Maj Jason K. Merrill Maj Mark Povec MSgt Daniel Garcia Maj William Morrison CMSgt Steven Robinson MSgt Adam W. Henrichsen Maj Ryan C. Pittman MSgt Charles Dalton MSgt Richardo Montieltorres Maj Jody J. Robertson MSgt Mark McGougan MSgt James B. Thomas Maj Ryan T. Smith MSgt Steven Switzer MSgt Matthew Thomas Maj Brian H. Weaver Capt Sean A. Ferguson 3,500 HOURS TSgt Jarrod T. Clay TSgt Christopher M. Gerber Capt Michael W. Pope Capt Jared B. Temple 3 AS, Dover AFB, DE SSgt Kenneth C. Frederick Capt David Vera Torres Col William Hall SSgt Robert M. Schuetz Lt Col Michael McCoy SMSgt Brian D. Sammons Lt Col Jason Mills 89 AW, Presidential Airlift MSgt Christopher A. Alcala Lt Col Aaron Oelrich Group, JB Andrews, MD MSgt Michael A. Allen Maj Brian O’Connell MSgt John Gilbert MSgt Oz Ashkenazi Maj Seth Rann 92 ARW, Fairchild AFB, WA MSgt Sebastian M. Faison Capt Jason Eichenberg Lt Col Matthew J. MSgt Alfred A. Montes 1Lt Joshua Gorring Moneymaker MSgt Diana L. Perez SMSgt Lori Tascione Lt Col James J. Murray MSgt Nina J. Thurston MSgt Arcenio Santiago Lt Col David L. Pike MSgt Michael D. Vo TSgt Ryan Page Maj Richard G. Adams TSgt Jonathan A. Brown TSgt Christopher Ruzon Maj Denique G. Asion 465 ARS, Tinker AFB, OK SSgt Matthew Cunningham Maj David A. Ornelas Col Brian Davis SSgt Darren Doncits Maj Ryan W. Satterthwaite Col Eric Jenkins 6 ARS, Travis AFB, CA Capt Timothy McBride Lt Col Marvin Ashbaker Maj Bobby M. Budde MSgt Greg Patterson Lt Col Benjamin Evans SMSgt Jayde D. Langley TSgt Christopher B. Pedersen Lt Col Kenneth Humphrey MSgt Kenneth P. Harwood 158 AS, Savannah IAP, GA Lt Col Paul Ihrig MSgt Carl M. Wise Maj Stephen R. Holt Lt Col Michael Morrisett TSgt Michael L. Rothell MSgt Brian E. Beck Lt Col Cliffton Vaughn TSgt Christopher J. Villanueva MSgt Damon B. Webb Maj Matthew Biggs 9 ARS, Travis AFB, CA 452 AMW, March ARB, CA Maj John Gowring Maj Jacob E. Hale Col Charles D. Planer Maj Jeffrey Milburn Maj Gregory R. Miller Lt Col Carey D. Efferson Maj Jenette Milburn Maj Matthew E. Tarnowski Lt Col David K. Garon Maj Michael Waters Capt Ryan H. Cunningham Lt Col Nathan R. Howard CMSgt Phillip Brand

Spring 2016 37 MISHAP-FREE FLYING HOUR MILESTONES

MSgt Scott Montgomery Maj Winfield W. Scott 89 AW, Presidential Airlift MSgt Steven Stanton Maj Aaron D. Sherman Group, JB Andrews, MD MSgt Ty Taylor Capt Daniel C. Helland MSgt Kristina Conover TSgt Stephen Bowman Capt Melissa K. Hughes MSgt Dawn Jones Capt Kevin M. Jenkins 2,500 HOURS 92 ARW, Fairchild AFB, WA Capt Christopher O. Johnson Maj Richard L. Hennies 3 AS, Dover AFB, DE Capt Joseph P. Joyce Maj William B. Morse Capt Justin A. Longmire Col Kevin Gordon Maj Tiffany E. Pence Lt Col Ryan Orfe Capt Anthony R. Perez Maj Timothy R. Sifies Maj Michael Arnold Capt James D. Strong Maj Joel A. Theisen Maj Glenn Garcia CMSgt Steve A. Vaughn Maj Michael L. Tillis Maj Dennis Menjivar MSgt Eboni M. Hill Capt Daniel Davis TSgt Van S. Stewart Jr. Maj Tyler A. West Capt Evin Negron SrA Matthew T. George Maj Jeremy E. Williams Capt Joel K. Darrington Capt Kristen Smith 21 AS, Travis AFB, CA Capt Michael D. Gaskins Capt Brian Stewart Capt Charles J. Day Capt William Swoape Capt Kurt J. Degerlund Capt Ryan M. Jahnke MSgt David Feaster Capt John R. Houck Capt Garett R. Pitts TSgt Jason Massey Capt Robert O. Riggs Capt Brian J. Sikkema TSgt Brendan Proctor Capt Christopher J. Schlener 155 AS, Memphis TN SSgt Robert Streeter MSgt James D. Davis TSgt Stephen E. Gast 6 ARS, Travis AFB, CA MSgt Ronald E. Strayhorne 158 AS Savannah IAP, GA Lt Col Jeremy R. Reeves SSgt Ellis D. Perkins Maj Danny M. Barton Maj Nicole C. Foster 22 AS, Travis AFB, CA Maj Andrew H. Tenenbaum Maj Justin T. Watson Lt Col David L. Taylor Capt James E. Adair Maj Adam C. Welch Lt Col Eric S. Weber MSgt Brandi N. Boldon Capt Scott M. Crellin Maj Paul E. Cameron 305 AMW, JB McGuire-Dix- Capt Nichole M. Grenier Maj Richard C. Linton Lakehurst, NJ Capt Travis C. Harvey Maj Christopher P. Miller Capt Paul J. Bernards Capt Mark D. McNaughton Maj Calford E. Morris Capt Matthew J. Bolado Capt William S. Muir SMSgt Christopher R. Carson Capt John C. Palicka MSgt Robert L. Landrith 465 ARS, Tinker AFB, OK Capt Jason M. Ruiz TSgt Javier E. Borges-Martin Maj Cory Glenn Capt Steve L. Sager TSgt Bryan J. Costerisan Maj John Kearns MSgt Scott A. Steinhauer TSgt Peter F. Lira Maj Adam Steichen TSgt Christopher L. Barletta TSgt Raymond L. Montanino Maj Kelly Timmermann SSgt Arriel K. Bromley SSgt Erick Aguilar Maj Edward Yee 9 ARS, Travis AFB, CA SSgt Kyle A. Dreke Capt Clayton Adams Lt Col Brian R. Tavernier SSgt Michael W. Lawrence SMSgt Justin Hopkins Maj Justin B. Malmstrom SSgt Jarryd A. Morgan TSgt Sean Gilson

SUBMITTING MISHAP-FREE FLYING HOUR MILESTONES To submit mishap-free flying hour milestones, send your request to: [email protected] HQ AMC/SEE, 618.229.0927 (DSN 779) Please submit as shown in the listings above (first name, last name, sorted alphabetically within rank).

38 The Mobility Forum QUICKSTOPPERS

By LT COL KEN PICHA Safety Success HQ AMC Flight Safety

finished the observation phase of the C-130 The LOSA program continues to demonstrate the value in AMC H and J models and the C-40. Observer highlighting the strengths and deficiencies in our diverse feedback during the C-130 and C-40 Line Operations operations. LOSAs positively affect MAF safety, crew Safety Audit (LOSA) regarding the receptiveness of crews training, and operational efficiency while ensuring combat toward LOSA observations was extremely positive— capability. AMC is grateful for the hard work of our thank you! AMC gathered over 300 observations Total Force LOSA observers and for aircraft commanders throughout the world. granting access to aircraft. Fly safe!

For a LOSA to be successful at each phase, we need current and qualified crew members from the MDS variants DATA ROUNDTABLE PHASE: February to participate. The next LOSA phase will be the Data or March 2016 – (14-day commitment for Roundtable Phase, which is expected to begin in March. three SMEs) In this phase, the subject matter experts (SMEs) will cull through the data to determine what is valid or not valid SIB and AMC COMMANDER OUTBRIEF based on AFIs, regulations, and TOs. Not many SMEs PHASE: June or July 2016 – (45-day are needed, and the amount of time they are out is short; commitment for one 0-6 board president and however, their participation is vital to a successful and eight SIB members) smoothly run LOSA. Please anticipate messages early February via e-mail or TMT.

After the Data Roundtable Phase, the formal analysis of cleaned data occurs. Then, A C-130J taxis onto the flightline the contractor will out brief the AMC/ at Little Rock AFB, Ark. CV, which is the catalyst for the AMC/ USAF photo by SrA SCott poe CC-convened Safety Investigation Board (SIB). This is the SIB and AMC Commander Outbrief Phase, which will likely occur in June or July 2016. The SIB convenes and reviews the data the 34 observers compiled. SIB members require intense support from the wings due to the manning, expertise, and time out-of-pocket from the squadron. During this phase, the SIB will examine previous LOSA reports and interview key agencies to produce recommendations for the C-130 and C-40 fleet. The results of the SIB will be briefed to the AMC/CC, AMC senior leadership, AMC staff agencies, ARC senior leadership and ARC staff agencies, and all commands and affected wings.

U.S. GOVERNMENT PRINTING OFFICE: 2015-545-114. For sale by the Superintendent of Documents, U.S. Government Printing Office. Spring 2016 Internet: bookstore.gpo.gov Phone: toll free (866) 512-1800; DC area (202) 512-1800 39 Fax: (202) 512-2104 Mail: Stop IDCC, Washington, DC 20402-0001 A DAY IN THE LIFE

MSgt Patrick Gray, 91st Air Refueling Squadron NCO in charge of aviation resource management, stands with the Airmen of the 91st ARS at MacDill AFB, Fla. Gray was one of 12 Airmen selected as this year’s Airlift/Tanker Association Young Leader award winners.

USAF photo by SrA Ned t. JohNStoN