May 1969

TAC Attack

Lightning.. pg 4
 JAMIE SEZ:

fir efficiut tactical air '"er If you treat a man like an irresponsible idiot
long enough, he will begin to act like one.

TflC flllflCK MAY 1969 current interest

Vol. 9 No.5
LIGHTNING STRIKE Pg 4

BARRIER BARRIERS Pg 8
COMMANDER
PHANTOM DROGUE GUN Pg 13
GENERAL WILLIAM W. MOMYER
THUNDERBIRD$-
VICE COMMANDER POINT A TO B Pg 16
l T GEN GORDON M. GRAHAM
BEEPER SNOOPER Pg 20

Published by the Chief of Safety WATCH ITS TAIL Pg 26

COLONEL R. L. LILES
Chief Safety Pub I ications
l T COL C. E. PEARSON
departments
Pilot of Distinction Pg 7

Chock Talk Pg 10

Unit Achievement Awards Pg 19

TAC Tips Pg 22
editor
Accidents We Haven 't Had Pg 24
Maj Bi II Richardson
Crew Chief/Maintenance Man Pg 29
auistant editor letters Pg 30
Don Reynolds TAC Tally Pg 31

art editor
Stan Hardison
TA. CRP 127-1

layout & production Attic lea, accident briefs , and aasociated material In this maflezlne are non-dlrec·
live In nttlure. All suQQeations and r ecommen daflona are Intended to remain within the
scope of exlstinQ directives. lnlonnatlon used to brief accidents and incidents does
TSgt John K. Miller not ldentily the persons, places, o r units Involved and may not be construed e a in·
crlminat;nQ under Article 31 of the Unllotm Code of Militar y justi ce. Names, dates,
and Places u.:Jed In conjunction with accident stories are fi c titious. Air Force units
editorial assistant are encouraQed to republish the material cont ained herein ; however, contents are not
for poblic relea se. Wr i tten permiaslon must be obtained from HQ TAC before material
Mariella W. Andrews may be republi shed by othe r than Department o f Defense orQanlzattons.
Contribution s of arllcleJJ, photos~ and items of /ntereat from personnel In the f ield
are encouraged, aJJ are comments and c riti cism . We res e rve the r/Qht to edit all manu-
script s for clarity and readabilit y. Direct communication Is authorized with: The Edi-
printing tor, TAC ATTACK , HQ TAC (OSP) , LanAiev AFB, Va . 23365.
Distribution F , Controlled by OSP - TAC Publi catlon.s Bulletin No. 22, da
/W"'e 1966 Autovon 254-2937
Angle of Attack

of HTTHCK

weather smarts ....

We're back to that time of the year when everyone
gets well "weathered" with words, posters and verbal
warnings. There is a reason for all this. Our past
experience tells us that history will repeat itself. We
can expect our flight operations to be disrupted, have
a few aircraft beaten soundly by hail, and take a few
lightning strikes ... sometimes needlessly. And
perhaps even buy an accident attributed to low RCR
and adverse winds when the first pilot to get caught
tries to sneak into a field at the same time as a
thunderstorm.
We also know that more problems will turn up
during navigational flights than while flying local.
There are those among us who have a penchant for
rationalizing that a particular cross-country leg is
considered important. Don't! Your decision to go
must be based on intelligent, thorough,
severe -weather preplanning, uncolored by
"get-home-itis," or its less publicized partner,
"get-there-itis."
On the local scene, have you evaluated your
weather watch capability yet? If just the threat of
inclement weather is present and we don't fly, our
combat crew training would cease at a few bases. Who
makes the decision to recall or divert? How does he
get his information? From whom? The answers to
these questions must be a part of your plan.
It's a time of the year when we have to modify
our thinking. We don't subscribe to the "don't go
near the water Johnny, you might drown,"
philosophy. We have a mission - it must be
accomplished. It is possible to co-exist with 'Ole Man
Weather (giving him his due when necessary) and still
accomplish it ... if we fly smart.

A?~/~
R. L. LI LES, Colon el, USAF
Ch ie f of Safety
 LIGHTNING
.

Lightning strike

h was the middle of last summer. An RF-4 crew

consisting of a pilot and navigator were enroute to their
second target on a photo test m1ss1on. While
circumnavigating a thunderstorm about 190 miles west of
home, they took a lightning strike. The pilot estimated
that they were two to three miles from the cloud at the
time, thunderstorm activity was very I ight as estimated by
weather- three to fifteen percent coverage.
With this issue we usher in the witching season and it's The navigator, in his statement described the strike
attendant spastic weather. The phenomenon called very well. "About fifty miles from Shaw t he first
"lightning strike" begins to rear it's ugly head along with thunderstorms were encountered, however,
all manner of changing and violent meterological circumnavigation was no problem. Thunderstorms were
conditions. In anticipation of the coming attractions, we'll seen from then on until the strike, but were isolated. The
run over our last expensive lightning strike and the lessons target area was lined with build-ups to the east except for
learned. an area 4-5 miles wide extending about thirty miles.
Penetration of the line was made in this area at 22,500
feet. Halfway through, a bolt of lightning was observed on
the left. The aircraft jerked to the right indicating a
possible strike. I then noticed a split at the outer end of
the leading edge flap. I advised the pilot, since he couldn't
see it, that metal was beginning to peel back, so speed was
reduced and we turned toward Shaw." ~
Enroute to Shaw, another RF-4 joined up

4 MAY 1969
 rmed the lightning strike. The ai rcraft lost the left
.....___.,mal fuel tank and susta ined numerous holes. On the
way home a contro llabili ty check was run followed by a
no-f lap landing.
Damage to the aircraft was quite extens ive. Th e
lightning stri ke ca used the left extern al tank to jettison,
and then exp lode while st ill very close to the aircraft.
There was no ev idence of forceful sepa rat ion of the
external tank. The damage report in cluded : left center
leading edge flap dented and 6-inch hole torn in it; left
ail eron flap dented and torn; left wing-f old str ips torn; left
inboard landing gear door dented and punctured; left
ca rtridge starter door punctured; left engine bay door
punctured; left wing sk in punctured; left pneumatic
sta rter door torn; panel 48 and adjacent sk in punctured
and torn; skin below ram air turbine punctured and three
adjacent ribs cracked; sk in aft of panel 47 punctured and
torn; ri ght externa l tank punctured and hole blown in aft
end; and cast ing and hinge adjacent to doors 78 and 138
cracked . Four bolts from the left external tank seam joint
were found imbedded in the left gear doo r and a piece
from the seam flange of the left external tan k was f ound
imbedded in the left engine starter access door. Including
350 man-hours, all of this came to a hair over nine grand .
We were lu cky- it only cost us money this time.
left main gear door. Note bolts from left drop im-
The primary cause was, "Weather fa ctor, in that the
bedded in skin.
ning strike caused the left external fuel tank to
tison and explode." Recommendations by the acc ident report the unit recommended that the Director
investigating officer were two : "That the F-4 system of Aerospace Safety review li ghtn ing st rik e data on RF-4C
support manager initiate an aggressive program to lessen aircraft to determine if that model is more susceptible.
the appa rent susceptibility of the F-4 aircraft to lightning The fin al eva lu at ion has not been received to date.
strikes or develop a system to rapidly dissipate the Although we ca n' t att ribute loss of a fighter to
electrical charge prior to damaging the aircraft and aircraft lightning in ou r recent experi ence, the potential is there.
systems; and that all rated personnel be briefed on the Lightning stri kes don't get too mu ch attention except by
haza rds of summer thunderstorm activity" ... co nsider the jocks who sit through one. They have been kn own t o
yourself briefed. mess up compasses and nav equipment, give crews a mi ld
With respect to recommendation number one, T AC shock- or as some report, a tingling or numbness
headquarters requested OOAMA and ASD to make an f oll ow ing t he occu rrence. The most ha zardous eff ects fall
eng in eering study to determine if there is a possibility of into three categories; blin dness, loss of flight instruments,
lessening the susceptibility of the F-4 aircraft to lightning and ai rcraft damage as evidenced by thi s accident
strik es. OOAMA, last September established engineer ing narrative.
study number 334E to investigate lightning problems When flying in clouds at night, you should ant icipate a
encountered by F/ RF-4 aircraft. In February of this year, lightning st ri ke- yes, antic ipate. Since lightn ing is no
the project manager reported the study showed that more than electrica l energy mov ing from one charged area
F/ RF-4 aircraft were no more susceptible to lightning to another, a thunderstorm is not a prerequisite for the
strikes than any other aircraft. occurrence. Although blindness is usua ll y temporary, you
The unit which experienced this minor acc ident will be could lose the bird long enough to end up at someone
harder to conv ince though. From 21 March to 18 July last else's flight level, or in some hairy position. Use you r
year, they logged 4 lightning strikes- all confirmed to white flood I ights.
RFs in block numbers -22-MC and -23-MC. Some think Loss of flight instruments is a horse of a different
that bonding design or bonding installation in these blocks co lor. If you lose them permanently you may get a chance
'1ht cause this series airplane to be more susceptible to to fly the old "needle and ball." When was the last ti me
.es than other F/RF-4s. In their indorsement to the you tried it? Granted, it's not required nor are you tested

TAG ATTACK 5
 leader's right and passed through his bird to the wing
Lightning Strike in close formation on the left wing . Number two's h.. .
drop exploded but part of it stayed on the bird - and
on your proficiency in this area. But the system works made it fly peculiar. Yaw or pitch inputs caused by
and is a good temporary crutch to keep you half-way aircraft damage at night or in turbulence are vertigo
oriented till you either break out or get spit out the side inducers of the first water.
or bottom of whatever you are in. We all know what the So the next time you belly up to the weatherman's
result will be if you haven't practiced- right? counter, press him on the enroute weather. The "st andard
The third area, aircraft damage, is beyond your thunderstorm" briefing will be more valid from now on as
control. But be prepared to cope with anything. A parallel summer approaches. He can't tell you exactly where the
to our minor accident occurred in Japan last year, it storms are, or wheth er you will encounter
involved a flight of two F-4Cs. The strike was from the lightning . .. but he CAN tell you where it a i n't!~

Door 140. Seam flange from left

drop tank was found in hole to
left.

Damage to right drop.

MAY 1969
6
 Pilot of Distinction

TICAL AIR COMMAND

Capt McCue

Captain Worth R. McCue of the 4532 Combat Crew had separated from the nose of the aircraft and wrapped
Training Squadron, England Air Force Base, Louisiana, itself around the leading edge of the right wing, acting as
has been selected as a Tactical Air Command Pilot of an off-center speed brake.
Distinction. Captain McCue lowered the gear and flaps and found
Captain McCue was flying a tactical gunnery mission in he had sufficient control to land the aircraft. Because of
an A -37 with a student pilot. During a high-angle strafing heavy construction equipment on the right side of the
pass they felt a sharp explosion in the nose gun main runway he selected a shorter runway for landing. He
compartment. The A-37 rolled and yawed to the right. also elected to land in a three-point attitude at maximum
Captain McCue regained control and recovered from the allowable touchdown speed to prevent the right wing
pass. He shut down the right engine as the rpm decreased from dropping. Captain McCue landed successfully on the
through 30 percent and EGT inreased to 1,000 degrees. short runway, in spite of the control problem.
By use of full rudder and considerable aileron he Captain McCue's professional airmanship during a
~"intained level flight. critical inflight emergency readily qualifies him as a
1flight inspection revealed the gun compartment door Tactical Air Command Pilot of Distinction.

TACATTACK 7
 BARRIER BARRIERS -

His bird was sick, so the Phantom pilot chose to maintained. But here's where similarity ends. Anyo
set-down at an enroute Air Force base. The tower dollar ta kes care of one, but specialist knowledge
affirmed an approach end barrier engagement request so required for the other. That specialist is already scarce in
he blew down the gear, dropped the hook, and TAC because of SEA demands, and with the many
touched-down on centerline with a nose left attitude "saves" credited to barriers in the past couple of years,
because of an uncontrollable rudder problem. The crew some ops people are suggesting that barrier arrestments
braced for a quick stop - but it never came! Suspecting become a part of operational training.
he missed the cable, the pilot elected a go-around. Only In 1968, TAC bases or units had 171 barrier
aft er he landed on another runway was he aware that he engagements. The majority were on landings because of
had carried the BAK-9 cable and all 3,000 feet of tape aircraft system malfunctions. But there is a notable
throughout his go-around pattern , tearing at roof tops, TV increase in barrier usage during slippery roll -outs, or
antennas, power lines, and automobiles, both moving and simply to avoid roll-out incidents on slippery runways. At
par ked. the present rat e, 1969 will record more than 200 barrier
At a western TAC base, the Sunday morning si lence contacts. A USAF base near the SEA zone recorded 16
was broken only by the muffled drone of a downpour, engagements during an eighth month period, all resulting
reducing RCR to minimum. Within five minutes the from slippery runways. Three were approach end
airdrome had a bird in every barrier; some cross-country engagements simply as a preventative measure on 12 to 17
Phantoms who had to get down in a hurry. RCR conditions.
At another T AC base, a BA K-12 sat undisturbed for Barrier performance and reliability depends on two
several months, pu lling its silent sentinel duty. Recently, things. First, knowing the limits of vari ous types
within an hour. it safely stopped two sick birds returning det ermines how they can be used f or maximum
from routine training flights. effectiveness and efficiency. And keeping them
Runway barriers are like Blue Cross: straight mechanically ready t o perform is second, though no less
overhead ... until y ou need'em. And too oft en, little important.
thought is given to maintenance or performance until the C i vi I engineer people responsible for barrier
demand is laid on. Then it's too late ! Fortunat ely for installations are not too su rprised when they encoun
both, t hey are near foolproof when adequately the occasional ops or saf ety officer whose knowledgE

8 MAY 1969
 ers is limited to "that gadget on the runway to stop that t hei r barriers are in tip-top shape. T he prob lem may
~ oled birds." This situation exists usually because the soon be eli minated w ith the assignment of a Special
officer's previous experience had been with non-fighter Experience Identif ier {SEI), Code 33 1, to those 543XO
units, requ ir ing litt le or no barrier activity. T his may also specia lists who have had "hands on" barr ier training,
explain why a young fig hter jock, caught w ith an which is avai lable f rom on ly one sou rce.
emergency away from home, attempted an approach-end T he A ir T rai ning Command has Mobile Trai ni ng Teams
on an MA-1. If the ops staff is not informed, what can a {MTT) conducti ng five-day cou rses in the barr ier
commander expect of his pil ots, traffic controll ers, etc. If maintenance field for both mi li tary and civil ian personnel.
the safety officer is un informed, how can a commander fee l AT C conducts the classes at the requesting base and
secure that all precautions are be ing observed in both ops prefers classes of f rom ten to twelve people. Besides
and maintenance areas. 543XOs, the class may include f iremen who dai ly inspect
Barriers are designed to require minimum maintenance and perform emergency barrier operations, and ops and
even though they must perform on a moments notice, safety officers.
24-hours a day. This should concern commanders more Commanders can request the ATC course,
than a I ittle bit because barrier maintenance is not a 4AST54350, on Air Force Form 403, submitting it
specified AFSC. In lieu of this, the Electric Power through their CBPO. A TC's Techn ical Training Center at
Production Repairman, A FSC 54350/70 is responsib le for Sheppard AFB adv ises that the teams are scheduled from
barrier maintenance and is the only "ba rrier spec iali st" three to six months in advance.
on the UMD . T hrough no fault of his own, he may or may Barriers are st ill thought of as fo r-emergency-only
not be qualified. Train ing in the 543 field includes a requirements. But thei r record fo r safe performance and
barrier briefing, a no-more-than general introduction. So our ever increasing high performance flying machines may
even though he is a fully qualified 543XO he possibly has someday lead to routine barrier engagements. If so, barrier
never had "hands on" barrier training. operation and maintenance must also become routine.
Because of this, commanders may be false ly assured

· ~ MA - lA i s the oldest Air Force barrier system in Specialists learn the nitty-gr itties of maintaining
. It an d its modified brothers have saved many BAK-12 barrier brakes at their own base, from ATC
rds, and with good maintenance can save many more. Technical Training Center instructor, Mr. L.E . Schoffit.

TACATTACK 9
 ... iltcidutu utd ~
chock talk

hot airspeed some sump service!

The 0 -2's gear retracted on takeoff, but the gear doors It looks as though some steely-eyed troop has licked
wouldn't close. After experimenting a while, the pilot the problem of checking his propeller sump oil level. Just
decided the doors wouldn't shut without some fly till the "OIL REPLENISH" light illuminates, then
maintenance help. On his final approach he lost his smartly flick the replenish switch and go on your way. Or
airspeed indication. He landed okay on the wing of a that's how it should work!
buddy 0-2 driver. At any rate, after about three hours of flight, this
A microswitch failure kept his gear doors open. That Provider lit up it's number one propeller oil replenish light
was easy to fix . Losing airspeed readings would've been to say it was thirsty. The replenish switch was turned
easy to prevent. His airspeed dropped to "zero" because and the light went out but would not illuminate u
somebody routed plastic tubing from the pitot boom "press-to-test." The bulb was replaced but still would r.
across a hydraulic power pack. When the power pack work.
overheated, the plastic line melted. The predictable result? The crew then discovered that the propeller
No pitot pressure. This unit's checking routing of their replenishing circuit breaker was popped. When reset, the
plastic tubing during quality control inspections. How warning light came on for about five seconds and the
about yours? circuit breaker popped again. Since the propeller oil
system could not be replenished, the engine was feathered
and an uneventful jet assisted landing was made short of
keep' em flying? their destination.
The oil level in the propeller oil sump was low. THEA E
The U-10 student pilot eased back on the throttle for WERE NO LEAKS IN THE SYSTEM! The replenish
landing, but couldn't reduce power below 16 inches MAP solenoid was the culprit that popped the circuit breaker
and 2600 rpm. That's too much thrust to quit flying so and prevented transfer of engine oil to the prop sump.
the puzzled instructor pilot took over on go-around. He But, who failed to service the oil sump during preflight?
couldn't make it work any better so he decided on a
"deadstick" landing. He cut mixture over the end of the
runway and landed okay power-off.
Maintenance troops found a U-100 throttle control lost and FOunD
rod in their "A" model. Five inches longer, it had slipped
out of a single adel clamp mounted behind the carburetor. Five seconds after burner lite, this Phantom
In spite of its greater length it's considered a suitable experienced a sharp explosion. The takeoff was aborted
substitute for use in U-1OAs. The unit made it work by even though all engine instruments were normal. FOO was
installing a second adel clamp to secure the longer rod. discovered in number one engine. The damage was caused
They suggest that all U-10 A/B users check for "0" by the ingestion of a number two apex screwdriver bit
throttle control rods and do the same. As they see it, blown off the runway by the aircraft which had just ta ~
there's a right and wrong time to "Keep 'Em Flying." off. A chip in the ramp in front of number one in 'l

10 MAY 1969
 with a maintenance slant.

matched the screwdriver bit. No. 3-Panel R-139 torn off in flight. The R-139 door was
The owner of the $40,000 number two apex improperly secured after engine start.
screwdriver bit may claim his property at the Homestead
AFB engine shop. Check your tool kits men. These are just three cases of insecure panels which
constantly clutter up the message traffic. We say clutter
because they are so unnecessary. Most of these panels are
bundle bungle never found, obviously they landed in unpopulated areas.
Let's get on it before someone shows up at the gate with
It's not fair. The dirty deed falls into the same one of our missing pieces of sheet metal .. . and claims
,...,tegory of meanness as tying tin cans on cat tails. The he's been "panelized."
·op t raining bundle didn't break away from the static
~ and pounded the Gooney's left horizontal stabilizer
until it imbedded itself in the upper skin . The surprised
loadmast er hauled the 15-pound metal bundle back into
the cargo compartment. They decided to quit practicing
airdrops for the day.
Old Gooney suffered a 4x8-inch triangular tear on the
upper stabilizer surface and smaller holes on the lower.
How did it happen? Somebody slipped in a bundle with
heavier-than-normal tape in the apex tie connecting the
bundle to the static line. Normally, bundles are made up
by the unit's loadmasters and checked by instructors
before dropping. A tatter-tailed Gooney wishes they had
done their job.

panels, panels, panels ....

No. 1 -Prior to takeoff, panel FF-50 was opened by the
runway launch team to investigate a suspected hydraulic
leak . None was discovered so the mission was flown as
programmed. Panel FF-50 was missing after landing. The
airlock f astener receptacles were not damaged .

1\lo. 2-Pilot felt a "bump" just after landing away from his
e base. Aft access panel from baggage pod missing.
\___,
TACATTACK 11
 watch it !!

There wtts tt yfJung lttd frfJm Lttnglee.

- His lticlt wtts street drttgging, yfJu see.

TfJfJ lttte fJne night lie sttw

- Tile fJtller driver wtts lttw ...

Six mfJntlls fJn tile cfJunty wtts free.

 Accidentally Firing the

A
A
PHANTOM drogue gun fired unexpectedly as the mechanic was
replacing it during a recent inspection on a MKH7 ejection
seat. In this instance, the drogue gun was not loaded so no
damage occurred . However, there are cases on record
where the drogue gun piston fired through the canopy or

DROGUE caused serious injury to personnel when it fired

accidentally on the ground, or in the air.
There have been three cases of inadvertent firing in the
Air Force and two recent incidents in the Navy. None of
these was caused by a defect in the drogue gun so this

GUN
suggests that maintenance procedures were at fault.
This article shows how inadvertent firing can be caused
and explains how the hazard can be eliminated by using
proper cocking procedures.
There are bui lt-in safeguards against inadvertent firing
in the basic design of the drogue gun and also in the
cocking procedures outlined in TO 13A5-37-3S-1. So
whenever there is an accidental firing, there is something
wrong in the maintenance area. Someone has to goof
.. .it's not easy because it is impossible to set up a condition where the
but drogue gun can fire accidentally using the proper
it's happening ... procedures.

THE MBA DROGUE GUN

The drogue gun cartridge is percussion fired by a spring

loaded firing pin which is released when the trip rod
removes the sear from the locking plunger as the seat
by Roger Emett
moves up the rails. When the drogue gun is cocked,thespring
MBA Representative
is compressed and the firing pin is held in cocked position
Eglin AFB, Florida
by the locking plunger engaged in a slot of the firing pin.
The locking plunger is spring loaded to the engaged
position and must be withdrawn before the firing pin can
be released . And the locking plunger cannot disengage
when the ground safety pin is installed . This provides
adequate protection against accidental firing. The locking
plunger of the firing pin would have to break before the
drogue gun could fire in these circumstances . .. and this
has yet to occur.

- CONTINUED ...,.

TACATTACK 13
PHANTOM DROGUE GUN
3. Rotate the locking plunger 180 degrees. T
CORRECT ASSEMBLY (Fig 1) compresses the ball-end plunger spring so that the lock.
plunger may be withdrawn. While removing the locking
The position of the locking plunger is controlled by a plunger, place a finger over the access hole for the ball-end
spring loaded ball-end plunger which engages the detents plunger to restrain it as the locking plunger is removed.

REINSTALLING THE LOCKING PLUNGER

1. Check parts for cleanliness and lubricate with light

grease IM I L-G-21164A).
2. With the access hole upward, insert the spring and
ball-end plunger.
3. Insert the locking plunger with the detents toward the
bail-end plunger and push home. The slope on the end of
the locking plunger will compress the spring of the
ball-end plunger which will then "click" into the first
BALL-END PLUNGER
detent.
FIRING PIN BODY 4. Insert the sear and, using a ground safety pin or other
LOCKING PLUNGER suitable rod, push the locking plunger fully home into the
second detent position. The drogue gun is now ready for
FIRING PIN SPRING cocking.
SAFETY PIN HOLE

INCORRECT ASSEMBLY (Fig 2)

SEAR It is possible to set the drogue gun in this dangerous

ACCESS HOLE
condition. And it can fire accidentally if it were jarred
COCKING TOOL
involves incorrect assembly and incorrect cocV
procedures - but you have to work at it to get it this vv..,
using either three hands or a bench vise.
in the upper surface of the locking plunger. The locking It requires the locking plunger to be rotated 180
plunger must be in the outboard position to allow the sear
to be inserted and it must be pushed fully home to secure
the sear before the drogue gun can be cocked. This action
compresses the ball-end plunger and allows it to ride from
one detent position to the other.
When cocking the drogue gun, the firing pin base rides
over the slope on the end of the locking plunger and
pushes it outwards until the slot in the firing pin body is
opposite the locking plunger. At this stage the spring FIRING PIN

pressure on the ball-end plunger forces the locking plunger

inward to engage the slot in the firing pin. The operator will BALL-END PLUNGER

see the other end of the locking plunger appear

FIRING PIN BODY
momentarily in the ground safety pin hole, then snap
LOCKING PLUNGER
back into engagement with a noticeable "click." ROTATED 180°
Any sand or foreign matter in the locking plunger
FIRING PIN SPRING
mechanism will probably result in sluggish operation, and SAFETY PIN HOLE
if this is noticed, the component parts should be removed,
cleaned, and relubricated before reassembly.
SEAR
REMOVAL OF THE LOCKING PLUNGER ACCESS HOLE

COCKING TOOL
1. Check the drogue cartridge has been removed.
2. Pull out the sear.

14 MAY 1969
 rees which negates the positive locking action of engagement. This can be checked as the drogue gun is
end plunger. It also requires the drogue gun to be being cocked by noting that the locking plunger appears
't-Ocked with the locking plunger in the disengaged in the safety pin hole and then snaps back to engage the
position initially and then pushed into engagement with firing pin. These actions will preclude the possibility of
the firing pin when the spring is fully compressed. The hair trigger cocking. Note that only the tip of the locking
unit can be cocked in this fashion and may hold for a plunger is engaged with the lip of the slot in the firing pin
while but the firing pin will eventually push the locking and that they can slip out of engagement, if jarred,
plunger out of engagement and the drogue gun will fire allowing the drogue gun to fire. In this condition, it will
unexpectedly. not be possible to install the ground safety pin because
It is not easy to achieve this hazardous condition and it the locking plunger will be protruding into the hole for
is impossible to attain when the correct cocking procedure the safety pin. Again, it's easy to recognize and can be
is used. The locking plunger can be rotated once it is avoided by using the proper procedure for cocking the
correctly installed, anytime the sear is removed, but it will drogue gun. When the firing pin is pulled to its full extent
snag the ball-end plunger if an attempt is made to insert it of travel, there should be approximately 1/8 inch of
incorrectly on assembly. overrun after the drogue gun cocks before the firing pin
So it should be obvious that something is wrong. bottoms out. If this is checked when the mechanism is
The sear can be inserted with the locking plunger being cocked, the locking plunger should snap into
rotated through 180 degrees and the locking plunger can engagement and thus eliminate the risk of hair trigger
still be pushed fully home. However, it will then be cocking.
impossible to cock the drogue gun and again, it should
be obvious to the operator that something is wrong. To MBA PROCEDURE FOR COCKING THE DROGUE
correct the situation, the sear must be pulled out, the GUN
locking plunger rotated 180 degrees into the correct
position and the sear reinstalled. The drogue gun can then 1. See that the firing pin is protruding, such as in the
be cocked. uncocked position.
2. Insert the sear and secure it by pushing the locking
IR TRIGGER COCKING (Fig 3) plunger home.
3. Remove the end plug bolt to allow the cocking tool to
The locking plunger and
the firing pin are chamfered to ensure positive body.
4. Hold the drogue gun in one hand (not in a vise) and
operate the cocking tool with the other.
FIG # 3 5. Slowly pull the firing pin to the full extent of its
travel.
6. See that the escapement mechanism operates evenly
and that no roughness is felt (indicating damage to the
gears).
7. See that the locking plunger moves outwards into the
FIRING PIN hole for the safety pin and snaps back into engagement as
the mechanism cocks.
BALL-END PLUNGER 8. Check for approximately 1/8 inch over-run before the
FIRING PIN BODY
firing pin bottoms out.
9. Release the cocking handle and pull again to full travel
LOCKING PLUNGER
two or three times to be certain the locking plunger is
fully engaged with the firing pin.
FIRING PIN SPRING
SAFETY PIN HOLE 10. Insert the drogue gun ground safety pin and check
that it cannot be withdrawn without depressing the safety
LOCKING PLUNGER
PROTRUDING
pin release plunger.
SEAR
INTO SAFETY 11. Remove the cocking tool and reinstall the end plug
PIN HOLE
ACCESS HOLE bolt. Follow the above procedures step by step and it is
impossible to obtain an unsafe condition.
END PLUG COCKING TOOL
So let's have no more incidents of inadvertent
firing.

TAC ATTACK 15
 Thunderbirds

Point A to Point B
by Capt Mack Angel

Cadet
~k~~~~~. m
Arkan• n Fort Junior Cottege where he studied
mechanical engineering. Following graduation from flying
training In October 1968, he upgraded into the F-100 at
Luke and Nellis.
From November 1959 to November 1963, he served
with the 417 Tactical Fighter Squadron based at
Ramstein, Germany. On his return from Europe he was
assigned to Nellis where he upgraded into the F-105. He
remained there as an instructor until late 1965.
Captain Angel was transferred to SEA in 1966 and
flew 100 combat missions over North Vietnam in the
F-105. In December 1966 he was reassigned to the 560
Tactical Fighter Squadron at McConnell as an F-105
instructor pilot. He joined the Thunderbirds in December
1967.
Captain Angel's decorations include the Silver Star,
Distinguished Flying Cross with Oak Leaf Cluster, and the
Air Medal with ten Oak Leaf Clusters.

Have you ever found yourself on initial approach at a couple of hours ago, and wish you were sitting at the
strange airfield, looking forward to a tall, cool one at the flight planning table back at the home drome. This time
0-Ciub, only to have your thoughts interrupted by, you would pay a bit more attention to small details like
"Attention all aircraft in the Yawdamper local an emergency alternate airfield even though Yawdamper
area- Yawdamper closed, aircraft on the runway with a was CAVU and has a nice long runway!
blown tire. Aircraft on initial (that's you) carry it straight Does all this sound familiar? Possibly you 've
through. Expect runway opening in 15 minutes."? All experienced a similar pride-shattering experience- I have.
right, now what? Your fuel planning has been perfect and Once is more than enough! So, let's talk a bit about what
here you are, about to land (you thought) with 2,000 it takes to get there - and getting there is half the fun .
pounds. That's plenty, right? It is if you're sure that the The other half is enjoying the fact that you got there.
runway will be reopened in 15 minutes. But, what if it During the period from 1 March through 15 December
isn 't? Then where are you going to divert to? Do you have of each year, the Thunderbirds travel approximately
enough fuel to get there? What's the weather? You find 175,000 miles en route to and from various show site\
yourself with a few problems you hadn't planned on a both in and outside the Continental United States. She

16 MAY 1969
 ;rfields range from 6,500 feet civilian strips with no Once you are ready to begin the mathematical
'-.._..., ~rs or decent comm/nav facilities, to those we all computations (which always works out to plus or minus
love- the extra-long-wide SAC beauties. Needless to say, 30 seconds and 50 pounds, right?) give youself plenty of
this amount of traveling means a lot of scribbling on AF time. We always allow at least one hour from the time we
Form 70's and DO 175's, but what we're concerned with walk into Base Operations until brief time. This always
initially is the information required BEFORE we advance gives sufficient time, even in the event of a long line at the
to that stage of the flight. The following items are those weather desk, and we can usually sneak in another cup of
which we always check BEFORE beginning any serious coffee while spinning the computer. A real boon to all
flight planning: F-100 pilots is the "quickie" climb/cruise charts in the
pilot's checklist, which we've found to be quite accurate.
NO TAMS: Enroute, Destination, and Alternates. It's These greatly reduce the time required to come up with
enough to try a good fighter pilot's the right figures. We find that these charts are not
patience when you take the time to included in the F-4 checklist, but shall soon extract a set
carefully preplan a mission only to find, from Dash-1 charts. If you are very experienced in your
when you get ready to file your type aircraft, you undoubtedly have your own
clearance, that your cross-country "fudge-factors." We recommend using them if tried and
destination is closed for some obscure true. A perfect example of this is the Thunderbird 6 or 8
reason. Or, you need to land at an ship climb schedule. Due to reduced engine trim of the
intermediate airfield for fuel, and the Number 1 aircraft and lower power settings during
runway selected has a trench across it at multiple ship climbs, we enter the charts for a given cruise
midfield. A quick check or phone call altitude. We then multiply the given distance by 1.8- this
before deciding where to go could have gives actual climb distance required. Then, by dividing this
saved you a lot of time and penc il lead. new distance by seven and adding 1.5, we arrive at the
When checking NOTAMS, be especially actual time to climb. We add 100 pounds to the fuel taken
conscious of Nav or approach aid status. from the charts, and we' re in business. I can't say who
If the weather is below ASR min imums, devised the formula, and it is weird, but it works! If your
and the PAR is out of commission system works, use it!
you're out of luck- best to know this Chart distance x 1.8 =actual climb distance.
ahead of time. New distance: 7 + 1.5 =actual climb time.
Chart fuel+ 100 =actual climb fuel.
WEATHER: Departure, En Route, Destination, and Besides the normal time/distance/fuel computations
Alternates. Again, it's bad news when annotated on the front of the Form 70, we include all
you find, after carefully preplanning a essential landing data for destination, i.e., runway
hop, that there is a line of thunderstorms headings, length, elevation, and forecast altimeter setting .
with tops to FL 500 plus halfway along Also, frequencies for approach control, radar, tower, and
your route of flight, or that the weather ground control. This provides one complete ready
at destination is below minimums and reference form for the route and destination. If a weather
forecast to stay that way. It is also nice alternate is designated, this same information is shown for
to know exactly what to expect if you that alternate.
experience an emergency shortly after The reverse side of the Form 70 is used as specified for
takeoff and want to recover back at the emergency airfield and takeoff data. Here is where we get
launch base. A quick check with back to that emergency alternate mentioned in the
"Stormy" BEFORE sitting down with opening paragraph. When selecting emergency airfields
computer in hand can prevent a lot of along your route of flight, do not stop when you reach
grief and a hurried change in routing or your destination. Choose an area surrounding the
intended landing point. You always destination airfield- we use a 100 NM radius- and
check for climb and cruise winds choose one or two suitable landing fields within that area
beforehand anyway, don't you? which you can safely reach if forced to divert from a
landing approach with a normal landing fuel load . Then
These two items, NOTAMS and WEATHER, are things you will not be caught in a bind at the last minute.
which may easily be taken for granted, but which might After completing the Form 70, filling out the DO 175,
~ • ~0 mean the difference between that tall, cool one and a and receiving a complete weather briefing we're ready to
, cold one. go fly- or are we? Make sure you have, either in your
~
TACATTACK 17
 all additional items pertaining to the flight. It rna
Point A to Point B interesting to note that, although our operation is un.
we do follow normal F-100 operating procedures. We use
possession or in the aircraft, a complete set of current the flight briefing checklist as outlined in 55-100 just as
FLIP publications. We prefer carrying our own, and in all you jocks wearing the "frontline greens" do. Ours is
that way can always be certain that they are up-to-date. If expanded slightly to include aerial demonstration poop,
you are in a squadron which maintains up-to-date i.e., wind corrections, bomb-burst crosspoint, etc. Tanker
publications in the aircraft, great. Then the only problem rendezvous and lost wingman procedures are an especially
that arises is when you open the letdown book to the important item, and we cover these in detail. Surprisingly
desired approach to X airfield and some thoughtless jock enough our procedures for six or eight ship flights are not
has removed that particular page and placed it on his really that much different than those you use for four
kneeboard so he could read it a little easier. Another item birds.
to check BEFORE leaving the chocks! Okay, now let's go do it! We climb aboard, crank, taxi,
We also advocate and practice, preparing a map of the and launch. It should be a great trip- we've done
planned route. Even though it is not required for all everything we can do to make a safe and successful one.
flights and may not be used, that one time you could have In closing, I'd just like to bring out a few points about
used it in an emergency makes all the cuttin' and pastin' the specialized operation of the Thunderbirds. I'm sure
worthwhile. A good map with checkpoints and emergency there are many of you who visualize us leaping into our
airfields annotated is much easier to read than an enroute red-white-and-blue air machines, launching into the blue,
high altitude chart! Assuming that you're going to launch and pressing on regardless. Nothing can be further from
as a flight, the only remaining item to be completed is a the truth! We plan, brief, and fly just like you do. But, we
thorough flight briefing. In our case, the squadron attempt to be precise in everything we do- not just
navigation officer briefs the weather and enroute data . All during the aerial demonstration, and it pays off in the
other pilots copy their Form 70's at that time. If an IFR end! The old adage that "Practice Makes Perfect" really
recovery is planned at destination, the letdown plate is fits our mission in all respects.
covered in detail, paying special attention to decision I've tried here to let you in on how we go ab\
heights and minimum safe altitudes. If weather is forecast getting there, which I said is half the fun. What
to be VF R and an arrival demonstration is to be pointed out has been said many times before and wilt
performed, the planned show line and obstructions within repeated many more times in the future, but oft times we
a 5NM radius are pointed out. The navigation officer, who lose sight of those things which are closest to us.
is responsible for all aerial refueling preplanning, and Hopefully, I've reviewed a couple of points which will
coordination, also briefs tanker callsigns, altitudes, etc, if make your next trip a safer one, and maybe some day
refueling is to be accomplished on the flight. The soon, we'll cross paths at Yawdamper Airpatch and can
commander/leader then completes the briefing, covering have that tall, cool one together! ----.::::....

18 MAY 1969
Unit Achievement Award

Qur congratulations to the following units for

completing 12 months of accident free flying :

130 Special Operations Group, West Virginia ANG, Charleston W.Va.

1 December 1967 through 30 November 1968

75 Tactical Reconnaissance Wing, Bergstrom AFB, Texas

1 January through 31 December 1968

4 Tactical Reconnaissance Squadron, Bergstrom AFB, Texas

1 January through 31 December 1968

91 Tactical Reconnaissance Squadron, Bergstrom AFB, Texas

1 January through 31 December 1968

75 Combat Support Group, Bergstrom AFB, Texas

1 January through 31 December 1968

313 Tactical Airlift Wing, Forbes AFB, Kansas

1 January through 31 December 1968

47 Tactical Airlift Squadron, Forbes AFB, Kansas

1 January through 31 December 1968

128 Air Refueling Group, General Mitchell ANG Base, Wisconsin

1 January through 31 December 1968

19
 Beeper Snooper

Squawking rvival beacons, ina -ntly activated, beacon, and can .ssembled at unit lev with supply
plague almost eve unit in TAC at one time o it-11 ow cost. It is sensitive in 50 feet of an
clear the beeper emergency frequencies often activated beacon and can be by inexperienced
req es a long search ugh parked aircraft or personnel.
parach - shops, inspecting utes before the Those now in se are used in one of two wa
culprit is d. place them at selected spots cover .
At TAC uest the Langley Research Center work and storage areas. Because they r ire no power,
developed a simple field strength meter to snoop out they are always "turned on." Eac oper is monitored
e beepers. During fief. ng it was tagged with its periodically, and when a pointer indicates that a
on ame, though unofficial: "be- ooper." signal is being re - the inspector simply carries
The .- -.er snooper is small, lightweight, r which shows an increase in signal ength.
power suppl it operates on energy received from the As he nears the beeping beacon, the poin will peg on

20 MAY 1969
, PARTS LIST

!'----''
Part Description Federal Stock Number

c1 0.9-7 pf capacit or 5910-928-8300

or 1.5-15 pf capacitor 591 0-666· 7977

c2 6800 pf capacitor 591 0· 727 ·9387

R1 500000 ohm potentiometer 5905·822-7660

or 500000 ohm potentiometer 5905-241 · 7094

01 1N34A diode 5961 · 170-4430

J1 banana jack, insulated, mounts in 5935-258·9896

5/ 16" hole with insulating washer

p1 banana plug, to mate with J 5935-615·1372

1

L1 4-turns of No. 20 wire, %" dia. x 3/ 8" long 6145-839· 7432

M1 0·50 microamperes, 3" meter 6625-535-4594

Antenna 2-ft. No. 14 bus bar w ire 6150-990-8220

or 2-ft. No. 14 solid wire 6145-681 ·8372

universal met er case, Bud 1936A 6625-814-5621

\-.-. e

Figure 2
FIELD-STRENGTH METER
CIRCUIT DIAGRAM

Figure 3

the high side. The signal strength to the meter is then the aircraft with the snooper in hand singles out the
reduced by turning the only moving part, a chute .
potentiometer. With this simple method, the snooper will The snooper is not expected to become a supply item
lead directly to a chute with a run-away beacon. but units can easily build as many as required for about
The beeper snooper is used in a similar manner on the 30 dollars each. Assemble the parts itemized in Figure 2
flight line. With the potentiometer set for maximum according to circuitry shown in Figure 3. When assembled,
sensitivity, the snooper is held out the window of a tune the snooper to the desired frequency by adjusting
r n•ic;ing flight line vehicle. The meter pointer moves as it condenser, c, . Then you're ready to save a lot of time
an aircraft with a beeping beacon. A quick tour of recovering the next squawking beacon. ~
~
T ACATTAC K 21
 TAC tips

... interest items, mishaps

do just that . There are too many times when you can't
USE YOUR DELUXE OPTIONS II live with that windmilling prop . That's why the prop oil
rep lenishing system is built in as a "deluxe option ." It
At level off the Provider's number two engine barked gives recip pilots an ace-in-the-hole for feathering
one time. The startled pilot retarded Two's throttle to 22 assistance when the prop's integral oil supply is low or
inches MAP and richened the mixture. It didn't help; leaking. But pilots flying birds with prop replenishing
number two coughed again . After a quick wing scan, the capability can't depend entirely on the complicated float
flight engineer reported a sizeab le oil leak on the inboard switch/warning light system telling them about nee• ~~
side of the engine. Fully convinced, the pilot punched prop oil. Especially in an emergency feathering situal
number two's feather button, but it refused to quit. He Because people who are supposed to check and fill 011
followed up by pulling the fire handle, but that didn't cans don't at all times, oil-level floats stick, and warning
feather the prop either. Out of ideas, he moved the bulbs burn out.
mixture to idle cutoff and toggled the prop down to So, if your prop fails to drive into streamline position
full-decrease rpm; it windmilled around 1200 rpm thru his normally, and your feathering pump's giving an electrical
landing roll. load indication: think oil replenishing! Flip on your oil
Investigators identified a cracked cylinder as the source replenishing switch and then punch that feather button
of both noise and oil on number two engine. But that again. If prop oil shortage was your feathering-failure
didn't explain the failure to feather, and hauling a lot of problem, you've solved it. If it wasn't, your mixture
extra drag back to base. The answer was simple. They shutdown and full-decrease rpm options remain . And like
found number two prop's integral oil tank short-serviced good, home-made chicken broth ... it can't hurt!
on prop oil. Without an adequate oil supply the feathering
pump couldn't do its job. And it couldn't get rid of the
windmilling prop because a maintenance type (who's
supposed to check and service prop oil cans on his Dash MEAN KIDS II
Six) didn't do his job .
There's another lesson here because two airplane The Gooney cruised at 9000 feet in heavy layers of
systems didn't work "as advertised." If the prop oil clouds. Outside air temperature registered minus 8 degrees
low-level warning I ight had done its job, the pilot Centigrade. Turbulence was I ight and traces of rime ice
would've recognized his oil-shortage problem and coated the bird's leading edges.
replenished the prop can with engine oil. Then his Then came the brilliant flash of light, followed by a
feathering pump would've worked normally . . . lots of oil loud "crack." An ozone odor filled the cockpit, the pilot's
available. windshield cracked, small holes appeared in the Gooney's
In flight, when a prop needs feathering you want it to nose, and compasses disagreed violently with the RMI

22 MAY 1969
 I

.
with morals, for the TAC a1rcrewman ...

cards. The radios worked okay and a helpful GCA unit sample is available at .. .. . ...... Say, how come da
nursed them down with a gyro-out approach. They found boid won????
an 8-inch tear in the tail feathers during a post-flight
inspection.
It's an established fact. Thunderstorms breed the CIRCUIT BREAKER SAVE
meanest kids on the block; Hail, Lightning, and
T11rbulence. If one of the kids doesn't have enough The flight was normal till 12 miles on GCA final. The
l !Ct and consideration not to slug a friendly, faithful, Phantom's ,landing gear was lowered , both mains indicated
~ Ning old lady while crossing the airlanes, how's it down and locked, the nose gear stayed up. GCA was
going to treat your airplane? Think about it next time you discontinued and the crew busied themselves trying to get
travel down thunderstorm alley . Don't give those tough the nose gear down. Re-cycling didn't work nor did
kids a chance to hit you . Detour about 20 miles . . . who putting the gear handle down while laying on negative G.
needs them? About this time an instructor pilot got on the horn and
suggested the following: 1) With gear handle down, mains
down and nose gear up, pul l the landing gear circuit
BIRD BITES "BIRD DOG" breaker on pilot's right console and 2) after
approximately 5 seconds, reset circuit breaker.
While making a climbing right turn during a tactical The pilot accomplished these steps and the nose gear
VR mission the FAC heard a loud thump and observed came down. A flyby was made to allow mobile to confirm
large feathers stuck to the outside air temperature probe. gear position, followed by a normal landing. Investigation
A controllability check was performed at 2500 feet due to showed that nose gear breakout force was 2900 pounds. It
partially restricted rudder movement discovered after the is suspected the nose gear latch roller was binding, stuck
birdstrike. Sufficient control was available so the aircraft or jammed .
was recovered with no further problems. The reporting safety officer has recommended further
Initial impact was with one tip of the propeller. From study be made on the validity of the emergency action
this point the bird struck the temperature probe, then at used. Pulling the circuit breaker "relaxes" pressure in the
the point where the LF sense antenna is attached above landing gear system, resetting it reapplies utility system
the cockpit. Then it hit the vertical stabilizer, breaking the pressure plus a few hundred psi surge which gets the gear
LF sense antenna loose and bending the bracket up and down . Here's a caution - this procedure will not work if
back so that it interfered with rudder movement. the emergency gear lowering system has been actuated.
The primary cause of this incident was pilot factor for We understand that this procedure was first used in 1966
failure to clear and properly divide his attention between by a unit deployed to Vietnam -wonder if anyone
his ground VR and the immediate airspace. A feather is working on the cause?

'----
TACATTACK 23
ACCIDENTS WE HAVEN'T HAD .... for some time

RICOCHET
Our second subject in this series was chosen following information. Chart 1 is a breakdown by month and Chart
a series of incidents in the month of January. Nine aircraft 2 by aircraft. As you can see, the figures confirm what we
were hit on gunnery ranges during the period 9 thru 28.
One, an F-4, received numerous hits in the left intake and CHART 1
lost that engine. It was determined that the range needed
cleaning and deep, soil plowing to make the strafe area RICOCHETS BY MONTH
acceptable for training. This was done. A month later
another F-4 on the same range took a hit on the right
intake. The projectile was an old 20 mm round which was 1967 1968 1969 TOTALS
discovered when the intake panels were removed for
repair. JAN 3 4 9 16
These two incidents are examples of what we face in FEB 2 2
this area. A ricochet is a random event, dependent on so MAR 5 5
many variables, we can't name them all- much less APR 2 2
discuss them here. But it is in our power to minimize the MAY 2 2
risk of being hit by a ricochet. We will discuss some of the JUN 6 7
ways to do this and present some interesting facts which JUL 4 2 6
turned up while doing research for this article. AUG 4 5 9
SEP 4 3 7
OCT 3 2 5
R icochet incidents for the years 1965 thru 67 were 20,
NOV
22, and 21 respect ively. Then, in 1968 the number
DEC 1
jumped to 31 . As of this writing, there have been 11 for
1969. More on these later. Available information
TOTALS 21 31 11 63
concerning type aircraft, date, area of strike, and damage
sustained is available from 1967 and will be presented for

24 MAY 1969
 Because of the placement of the F-4 intakes, any of these
CHART 2
hits had the potential of being ingested and destroying
RICOCHETS BY TYPE AIRCRAFT one or both engines. The data looks like this:

1967 1968 1969 TOTALS Engine 8

Intake 3
F-4 9 18 6 33 Nose 3
F-100 9 11 2 22 Canopy 0
F-105 2 2 Windscreen 3
F-104 2 2 17
F-84 2
F-5 While F-4 aircraft lost engines, you can see that there
AT-33 were nine more chances to eat ricochets ... and that
doesn't count the rounds that just missed!
TOTALS 21 31 11 63 Our rash of 1969 ricochet incidents also brought on a
rash of corrective action. The problem was recognized by
already know. When the weather is good we strafe the units involved before a trend showed up in the
more ... and take more hits. Along with that we find that message traffic. Corrective action was prompt and
the aircraft that do the most strafing . . . also take more decisive- it ranged from measures to prevent the soil
hits. from freezing, to plowing, to just plain cleaning.
If we discount the 11 incidents this year we see that 34 Herein lies the key to reducing our ricochet exposure
of 52, or 65 percent of our strikes occurred in the five and the area in which our efforts should be concentrated .
month period, June thru October. Using our chart by Since ricochets cannot be prevented, our efforts must be
aircraft we find that the F-100 and F-4 are the big channeled toward stealing the energy from each round at
'ers. Between them, they accounted for 86 percent of impact. This involves work, a lot of work ... it requires
trikes in 1967, 94 percent in 1968, and so far. in plowing, discing, hand-picking, use of a Beachcomber if
~~. 73 percent, for an average of 87 percent in two you have one. We're firing larger projectiles than we did
years and two months. The study began to get interesting training for War II or Korea. All our latest fighters are
when the strikes were broken down further to indicate firing cannon now- on the same ranges we've used since
what parts of our aircraft were taking hits. Chart 3 shows the 30 caliber was in vogue. The point is that our ranges
the TAC experience in this area. (Engine figures indicate have not improved as our weapons have, so they need
that an engine was damaged either by a round or debris more attention -constantly.
from a strike, the rest are self-explanatory.) Note that of a No discussion of strafing would be complete without a
word about pressing, but what hasn't been said? Here are
CHART 3 some words of wisdom that were being passed out at
RICOCHETS BY AREA HIT Nellis fifteen years ago by an instructor named Corky
Davis ... "It's stupid to press. Given a properly
1967 1968 1969 TOTALS boresighted gun and sight, a "shooter" can hit from
anywhere in range. On the other hand, a "green-bean"
Engine 3 5 1 9 couldn't hit the panel if we let him press into 500 feet."
Intake 2 2 2 6 The moral of the story is as valid today as it was then.
Nose Area 2 4 Pressing won't help a man who can't shoot- and a good
Canopy 4 4 gunner doesn't need to be inside the foul line to score.
Windscreen 2 4 6 Even though that advice is from the F-86 days, it's as valid
Other 13 14 7 34 now as it was then. What's changed other than our gun
and the foul line?
TOTALS 21 31 11 63 We are prepared to accept the risk of an occasional
ricochet because air-to-ground strafing is a necessary part
total of 63 incidents, 29 or 46 percent were in the area of fighter and continuation training. But we are not
from the canopy/intake forward. Not very good odds. prepared to accept the added risk due to pressing or
To carry this line further we broke out data pertaining strafing on an improperly prepared area. How does your
1e F-4 from the first five categories of Chart 3. range look today??? ........::::...

TACATTACK 25
 watch its watch its tail!
I•

The "good old days" weren't always what the B-47," a boomer's, "breakaway, breakaway,
they're cracked up to be. And that includes breakaway" call meant tanker max power, stick
tanker breakaway procedures in earlier days of air back, and as quick a climb as the old gas-hauler
refueling. had in her. Then someone discovered it was the
Back when tankers and bombers played too-quick elevators up and accompanying t~
electronic hide-and-seek in a game called "hide squat that put a tanker's posterior in or arounc

26 MAY 1969
~rrunning receiver's canopy ... be it bomber getting his flying gas main out of the way before
or fighter. And having that many-motored mother the overrunning receiver turned it into a
hen sit on you caused too many splitting corkscrew, the rest of the fighter formation
headaches .. . often fatal. onloaded their scheduled fuel and continued the
If still practiced by tanker pilots the old mission .
breakaway p raced u re would've hurt an Aerial refueling has posed problems of tactics
u nderru n n i ng Phantom pilot recently. It and techniques since the days of lowering gas cans
happened this way. Initial hookup and his early by rope. Transferring fuel from bird to bird in
position in the refueling envelope were good. close-order drill involved certain hazards then,
After taking on 6,000 pounds of jet juice, he and it does now. Much of it revolves around
dropped low in the "package." Trying to return individual pilot proficiency and technique. Some
him to the "green" the boomer advised, "Up receiver pilots hang in the "green" like they're
five ." Suffering communications difficulties, the wired; the boomer couldn't shake them off if he
Phantom driver didn't hear the call and moved tried. Others orbit around the edges of the
down instead of up. Now fearing a lower-limit envelope, daring the signal system, but always
disconnect, possibly nozzle binding, the tanker's getting back in before an automatic disconnect.
super-slide-trombone player sang out, Some jocks hit the green only while sliding from
''Disconnect" ... the command to separate outer to inner limit, yawing from full left to right
because trouble's brewing fast. azimuth, and yo-yoing between max upper and
The Phantom phlyer heard the disconnect call lower elevation. Obviously, it's not easy and takes
and tried; his disconnect light came on, but the practice to approach a club-wielding aerial
boom nozzle seemed welded in the receptacle. freighter.
L ' --ing to improve the boom-to-fuselage angle Unfortunately, tanker pilots aren t in the best
free the binding nozzle, the boomer called, position to add much in an air refueling
ck ten." Instead of backing off and down the emergency . He's at the wrong end of the airplane.
F-4 moved forward. Afraid of boom tube Up front's a great place to be during takeoffs and
bending, the boomer retracted the boom landings (sometimes you wish you weren't), but
hydraulically, yanking the nozzle free . The brute doesn't help his precision formation flying with a
force disconnect damaged the Phantom's trailing receiver. It would help if he could use
receptacle, forcing an air abort. some Rube Goldberg setup such as rear-view
After disconnect the boom operator saw the mirrors, like an earth-bound gas truck. Or, a
forward-moving fighter start filling up his picture second set of flight controls extending back to
window . He transmitted, "Breakaway, the boom pod. Then he could back and haul his
breakaway, breakaway" .. . the command for tanker in coordination with the needs of his
emergency separation. About all the boomer customers. Flying forward while facing backwards
could see was Phantom vertical stabilizer in that would be tricky, but in time he'd master it.
instant he sweated his pilot's forthcoming Meanwhile, he has to depend on the
interphone call, "Clear to climb?" experience and judgment of his boom operator
A quick, "Negative, no separation," from the during emergencies. He's a tanker pilot's
boom operator stopped the tanker's tai 1-lowering seeing-eye dog during gas passing because he's the
routine in time to avoid inflight modification of only tanker man in position to see what's going
the Phantom's fin. on . Although boomers are outstanding types, you
Because tanker pilots now wait for the have to consider : he's not a pilot; he's busy
boomer's "Clear to climb" after a breakaway call flying the boom with one hand, controlling its
before horsing back on the control column, a extension with the other; he's trying to keep his
Phantom phlyer phlys (ouch!) another bouncing boom out of your canopy; and he's
,..~..," .. . after 75 hours of receptacle repair, that responding to his pilot's interphone call with a
,nd as a result of the boomer's quick action in quick, hopefully accurate judgment on,

TACATTACK 27
Wa-tek its tail ! to each other it boils down to : How bad do .
need the gas?
"clear-or-not-clear to climb." It' s not an easy job Secondly, the place to hide in a breakaway call
or decision ... espec ially at night. is back and down. Don't advance and increase the
When thinking about a boom operator's boom-to-tanker angle . This is no time to overrun
respo nsibiliti es, and contributions to critical or pushover, lifting your tail feathers to meet the
inflight pil ot decisions, th ere's a lesson or two to bigger, heavier bottom of a tail-down tanker. That
offload here. kind of aerial bumps-a-daisy always has a
First off, a Caution note in th e air refueling loser ... normally not the tanker .
procedures manual found its way into that good Think about it the next time you drive up
book through previous sad experi ences. It states, behind a kerosene karrier . . . especially his
" ... air refu eling will not be accomp li shed unless terrible tail squat during a breakaway. Also keep
int erpian e co mmunications capability is in mind that the tanker pilot's way up front
maintained between tankers and rece ivers except trying to maintain a stable platform either with
duri.Q.9_ an emergency" (our underlining). This "George" or hand-flying; the boomer is his gas
near midair began with a temporary brea kdown in station attendant and advisor in an
co mmuni ca tion betwee n the boom operator and emergency ... he flies the boom and clears the
receiver pilot . If he'd hea rd the first "up five" ca ll tanker to climb during a breakaway . And
and react ed rightly, the sequence of events interphone communication delay between the
wou ldn't have degenerated into a breakaway and tanker pilot and his boom operator furthe r delays
near midair. reaction in an emergency. Now compare thi s with
When conversation ceases in the fuel transfer th e fact that the receiver pilot's facing fo rward
business th e success of the operation depends on and has instant, positive contro l of his bird.
aircrew types reading air refueling sign language. Add it all up and as always: Fighter p
If all parti cipants aren't fluent, lack of carry the big flying load and deci~ .
communication can lead to the unhappy smoke responsibility in air refueling emergencies. But
signals meaning accident. So, refueling without then, he's been shouldering individual
co mm capabi lity adds new hazard to an already responsibility for years. That's why he's a
demanding, precision maneuver. If you can't talk member of the fighter pilot's fraternity! ~
 CREW CHIEF OF THE MONTH

Staff Sergeant Ulmer E. Nix of the 524th Tactical

Fighter Squadron, Cannon Air Force Base, New Mexico,
has been selected to receive the TAC Crew Chief Safety
Award. Sergeant Nix will receive a letter of appreciation
from the Commander of Tactical Air Command and an
engraved award.

SSgt Nix

TSgt Hansley

MAINTENANCE MAN OF THE MONTH

Technical Sergeant Charles Hansley of the 4407th

Combat Crew Training Squadron, Hurlburt Field, Florida,
has been selected to receive the T AC Maintenance Man
Safety Award . Sergeant Hansley will receive a letter of
appreciation from the Commander of Tactical Air
Command and an engraved award.

TACATTACK
 Letters to the Editor

THE SEAT'S THE THING his airplane had been fixed. I was ferrying a Goon
over the same route. We had an H F radio set that
Reference your article "30 Seconds More," of the wasn't really the best in the world; but it hadn't been
March 1969 issue of TAC ATTACK. a great problem staying in touch with the good people
I realize the articles in this magazine are pri- on the ground because of all the commercial and MAC
marily oriented to inform aircrews and maintenance traffic zipping by overhead on the way out from
personnel throughout T AC. However, in the case of McClellan. Captain Runco and I decided to team up
Lt Col Slaybaugh's article I feel that civilian for the rest of the trip. I would take off about 30
companies who manufacture, and Air Force person- minutes earlier than he did on each leg. The Pro-
nel who procure ejection seats should also be made vider, with its superior speed, would pass us at just
more aware of the fallacy of "Zero-Zero" thinking. about mid-point of each island hop. This way, we
One important conclusion to be drawn from this stayed in UHF range of each other, and it was useful
article and one that was omitted is "The ejection several times in relaying position reports; and it was
seat of most value to an aircrew member is the one a little comforting to be pretty we II assured that
which, from the time of initial aircrew action, places there was someone you could talk to in the event of
him on the end of a fully deployed parachute in the trouble. That gets to be a four-engine ocean at times
least amount of time." This statement is true under when you're looking at it from an old twin-engined
any low altitude conditions. Inverted flight and high recip.
speed vertical dives are not exceptions. The first On the leg from Guam to Clark at about
criteria that T AC should examine on any ejection minutes past equi·time point, Captain Runco los
seat offered for acceptance is the total elapsed time right engine again. This time it was his HF set
from initial aircrew action to full parachute deploy- didn't work. We were able to contact Guam and the
ment. Philippines and soon had the escort 130 on its way
from Clark. Within about 15 minutes, using the UHF/
Captain Nicolas J. Ide OF, we made a rendezvous with the 123 and flew
15 Tac Ftr Wg, MacDill AFB, Fla. with him until the 130 had a visual on us.
The point of writing this is that I recommendsuch
We concur. You missed one major point however, buddy tactics whenever ferrying twin-engine recips
in addition to the minimum time to deploy, we require over far reaches of water. I rather missed Captain
above all- reliability. You can be sure that the Runco on the leg into Tan Son Nhut.
finest ejection equipment available is mated with our
aircraft when the buy is made and that all concerned Lt Col E. B. Apperson
with the choice of ejection equipment are constantly 67 TRW, Mountain Home AFB, Idaho
striving for the day when the "instant" and reliable
ejection sequence is a reality. Ed. Thanks for completing Captain Runco's hairy
"ferry tale." We're glad it had a happy ending. After
back-to·back failures on the same engine over all
that water, we'd all look a "tad apprehensive." We'd
"FERRY TALE" also be more than concerned about the maintenance
provided him after his first failure. Wonder what he
Your Pilot of Distinction for March 1969 must said when his right engine quit the second time?
have had that photo made shortly after returning from Your buddy system of ocean crossing in un·
the cited ferry mission. He looks a tad apprehensive, matched birds sounds outstanding. It's good old
and he earned the right to that - there's more to the Yankee ingenuity and Air Force teamwork at its best!
story of that trip.
I caught up with Captain Runco at Hickam after Ed.

30 MAY 1969
 MAJOR AIRCRAFT ACCIDENT RATES THRU MAR

'AC TALLY AS OF 31 MARCH 69 * AIRCRAFT 1969 1968

TYPE TAC ANG-AFR

MAJOR ACCIDENT RATE COMPARISON (per 100,000 flying hrs) A-1
0
30.0
0
TAC A-26
0 0
10
0
A-37
rin""a66.91.0
5 0 0
B. RB-57
0
0
--.****81 13.9 ANG RB-66
1.5
10 F/RF-4
13.1
pr,4110,ANIV 20.3
F/RF-84

I.
5 0
37.4
Agr ...dAsol.AA, Apar AA-.
F/RF-101
AFRes 0
F-5
10
0 0
F-86
0
5 11.6 0
F-100
AAA A ANA Asor.01 5.9
...-
0
68.2 161 0
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC F-104
0
r.81,-elts,®1968 1969 14.6 0
F-105
7.9
THRU MAR UNITS THRU MAR 33.4
1969 1968 1969 1968 F-111
52.2
9 AF 1.2 8.5 12 AF 7.9 6.4 20.2
KC-97
0
4 TFW 0 10.1 23 TFW 0 8.3
0
0 C-7
15 TFW 0 16.1 27 TFW o
0 0
33 TFW 0 28.4 49 TFW o 0 C-47
0
113 TFW 0 44.1 140 TFW 0 0 0
C-119
4531 TFW 0 19.6 479 TFW 8.7 20.0 0 0
0
363 TRW 12.0 0 474 TFW 30.7 57.9 C -123
17.6
64 TAW 0 0 67 TRW 0 0 4.4 0
C-130
316 TAW o 0 75 TRW 0 0
265.3
317 TAW 0 0 123 TRW 34.3 0 T-28

464 TAW o 0 313 TAW o 0

T-29
0
0
4442 CCTW o 0 516 TAW o
7.9
4453 CCTW 0 8.8 T-33

4510 CCTW 18.9 0 T-39

SPECIAL UNITS 0-1

1 SOW 28.2 0 4500 ABW 15.8 0 0-2

4410 CCTW 0 12.4 4440 ADG 0 0 0

0v -10
4409 SUP SQ o 0 4525 FWW 21.0 0
0
4416 TSQ o 0 H-21 251.3
* ESTIMATED FLYING HOURS

TAC ATTACK 31
 FLIGHT PROCEDURES NEAR SEVERE STORMS
AVOIDANCE DISTANCES FOR AIRCRAFT EQUIPPED WITH NARROW BEAM RADAR
Flight Echo Characteristics
Altitude Shape Intensity Gradient of Intensity • Rate of Change
[1 ODDs of Ft)
AVOID BY 10 MILES AVOID BY 5 MILES AVOID BY 5 MILES AVOID BY 10 MILES
ECHOES WITH HOOKS, ECHOES ECHOES WITH STRONG ECHOES SHOWING RAPID
0-20 FINGERS, WITH SHARP EDGES OR GRADIENTS OF INTENSITY. CHANGES OF SHAPE,
SCALLOPED EDGES, STRONG INTENSITIES. HEIGHT, OR INTENSITY.
OR OTHER PROTRUSIONS.
20-25 AVOID ALL ECHOES BY 10 MILES
25-30 AVOID ALL ECHOES BY 15 MILES
ABOVE 30 AVOID ALL ECHOES BY 20 MILES
* APPLICABLE TO SETS WITH ISO-ECHO. ISO-ECHO PRODUCES A HOLE IN A STRONG ECHO WHEN THE RETURNED SIGNAL IS ABOVE A PRE-SET VALUE.
1. IF FLIGHT IS OVER STORM CLOUDS, ALWAYS MAINTAIN AT LEAST 5000 FT VERTICAL SEPARATION FROM CLOUD TOPS.
2. IF AIRCRAFT IS NOT EQUIPPED WITH RADAR, OR RADAR IS INOPERATIVE, AVOID BY 10 MILES ANY STORM THAT BY VISUAL
INSPECTION IS TALL, GROWING RAPIDLY, OR HAS AN ANVIL TOP.
3. IF AIRCRAFT IS EQUIPPED ONLY WITH WIDE BEAM RADAR, AVOID ALL STORMS BY THE SAME DISTANCES RECOMMENDED FOR
NARROW BEAM RADAR, EXCEPT THAT STORMS SHOULD BE AVOIDED BY 10 MILES IN THE ALTITUDE RANGE 0-20,000 FT.
4. INTERMITTENTLY MONITOR LONG RANGES ON RADAR TO AVOID GETTING INTO SITUATIONS WHERE NO ALTERNATIVE REMAINS BUT
THE PENETRATION OF HAZARDOUS AREAS. AVOID FLYING UNDER A CUMULONIMBUS OVERHANG. IF SUCH FLIGHT CANNOT BE AVOIDED,
TIJ- ' \HENNA FULL UP OCCASIONALLY TO DETERMINE IF HAIL \ TS IN OR IS FALLING FROM THE OVERHANG.