KC-135A Navigator and Boom Operator save Pilots.
ฝัง
- เผยแพร่เมื่อ 28 ก.ย. 2024
- There I was, in 1991, my first long Pacific Tanker Task Force PTTF Temporary Duty TDY overseas, as new KC-135A Copilot with roughly 250 flying hours under my belt. This sortie was initially a five(5) ship tanker Mito/ downgraded to Cell departure due to weather.
This was an approach at Andersen AFB to Rwy 06R, after completing the five(5) ship tanker cell inflight refuelings. A planned Aircraft Commander approach to a much desired touch and go into the traffic pattern. Lots of radio chatter, and Air Traffic Control ATC handling several aircraft with a delayed handoff to the tower controller on short final.
It really was a goat rope; usually, the ATC controllers transfer follow-on communications in a timely manner, but that didn’t occur this time.
I was ultimately task saturated (seat meat) due to the previous deviations around the weather, Aircraft Commander changing instrument approach procedures on the fly during final approach, cockpit interphone chatter, and poor ATC/ Tower handling of approach aircraft.
This profession is built, and has an imperative foundation, upon the informative critique. Aircraft Commander wasn’t fully in command of the aircraft, and everything that was rapidly developing/ snowballing within our aircraft.
In hindsight, both pilots had shortcomings, but the rest of the aircrew backed us up to operate safely within all regulations. Usually Tower would grant these request, but there was weather close to the field, plus they were recovering our tanker cell mates and probably didn’t want us playing in the patten.
I proceed on to accomplish an Individual Milestone 3,500+ Mishap-Free Flying Hours within my career.
#LessonsLearned #tbt
❤❤❤ We ALL have a mission (or five) like that in our memories. Excellent crew coordination AND speaking up saves lives.
Burl passed away yesterday. My condolences to his family.
I'm sure there are many stories of how crew coordination saved many a mishap. We were climbing out on a routine refueling mission (KC-135A) and were directed by departure to level off at some altitude below 10,000 feet (I don't remember the altitude). We leveled off and as I often did sitting behind the co-pilot, I glanced at the airspeed. The airspeed indicator read 150 knots. I called to the pilot to check the airspeed to which he replied, Roger, 250 knots. At that time I said, "Pilot, Nav, look at the _ _ _ _ airspeed." To that he replied, "OH _ _ _ _."....and pushed up the throttles. Fortunately, we were light-weight so no harm no foul. LOL....now. Always fun.....at least most of the time. The best job I ever had!!
Oopsie... only off by 100 knots.
We live and die by a solid crew.
I concur.
Brings back many memories. Thank you, Anthony. I salute you.
Michael Ceballos thank you for your service. Those were the days.
Burl, do you remember what the call-signs were when we were at Wurtsmith?...... was it COHO for the 52's and HURON for the 135's?
It is nice that you put this video out. After viewing the previous videos; taxi, takeoff, and cell join up, a few years ago, it is nice to see how this mission ended.
keith moore thank you. We had a great crew; a bit relaxed on the way back to base.