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The Scratching Post
U.S. Navy 2004 / 2005 / 2009 / 2011 / 2016 Pettibone Award Winning Safety Publication
VT-10
Safety System Edition
Fall / Winter 2017
2
Inside This Issue:
(1) Words from the Skipper
(2) The XO Snarl
(3) VT-10 Aviation Milestones
Aviation Technology
(4) “Automation”
(8) “The Skinny on Satellite
Navigation”
Here with the Wildcats
(10) “Pigskin Parties”
(12) “Holiday Safety”
(15) VT-10 Safety Pro
CDR Ken “Lurch” Froberg
Commanding Officer
CDR Dustin “Eeyore” Hagy
Executive Officer
LCDR Jonathan “Mog” Mason
Safety Officer
LT Christopher “Piglet”
Parrett
Aviation Safety Officer
Capt Brian “2-String”
Hampton
Ground Safety Officer
& Editor-in-Chief Viewpoints and opinions expressed herein are those of the author(s) and do not necessarily express policy of the DOD, DON, CNATRA or CTW-6. Information contained in any article should not be construed as
incriminating under Article 31, UCMJ.
Special Thanks to:
TRAINING SQUADRON TEN
250 SAN CARLOS ROAD
SUITE H
PENSACOLA, FL 32508
PHONE:
(850) 452-2385
FAX:
(850) 452-2757
We’re on the Web!
See us at:
https://www.cnatra.navy.mil/tw6/vt10/
Questions?
Email the Program Leader
WILDCATS!
Well, we closed out another fiscal year, flying 14,668.5 flight
hours in FY2017. Along the way we also reported 51 HAZREPS
and 2,098 ASAPs regarding our flight activities. A busy year to
be sure. We signed out the new Squadron Safety Program, as
well as added the Operational Mission Essential Subsystems
Matrix to the Squadron SOP. The intent of this is to empower
you to make decisions in the field, when faced with system
degrades or malfunctions, and manage risk at the appropriate
level. One of the toughest things in our profession is learning to
make decisions when confronted with incomplete information.
Our posture at VT-10 is to use NATOPS, SOP, and ultimately
good headwork as a guide in your decision making process.
This edition highlights some challenges when managing automation, some greater insight into
precision navigation, and food-for-thought as we approach the fall holidays. Several recent fleet
lessons learned continue to highlight the essential quality of mission planning, briefing a plan,
executing the plan, and then critically reflecting in the debrief and assessing our performance
throughout a mission. The capability to critically self-assess is an essential quality in our profession.
Another lesson is learning to master complex systems. While the T-6A is a relatively simple aircraft,
the most software-intense tool you use is the KLN-900. How well do you know your GPS? When was
the last time you rolled through the software pages with the ready room trainer? There are units in the
IP Ready Room, Student Ready Room, Study Lab, and simulator building. Know your systems so you
can prevent mode errors when you are dealt surprises in flight. Remember life is what happens while
you’re making other plans. Which brings me to the holiday season, enjoy it and be smart! We each
must balance our professional obligations with our personal responsibilities. This is part of being
human. We can accomplish peak individual potential when we actively balance these parts of our
identity. Contrary to popular belief, ignoring problems never makes them go away, nor does putting in
18 hours of studying result in Ace of the Base status. Make the time for things than matter in your life;
study, family, and friends. This profession is about championing the very best of our society, you each
represent a unique perspective and part of that family.
Finally, the CNO recently spoke about the value of ownership. It consists of four key elements: the
right level of knowledge (knowing our business), responsibility for executing our mission properly,
accountability for achieving the mission, and the authority to do what we do. It is essential in our
profession that we strive to go beyond the minimal effort. This not to say sometimes the minimum is
the best we can muster, but out profession demands excellence to remain the best. Own your mission
and daily activities, and be the best with honor and integrity!
Fly, Fight, Lead!
WILDCAT ONE SENDS
Words from the Skipper CDR Ken “Lurch” Froberg VT-10 Commanding Officer
2
The fall and holiday seasons are undoubtedly my favorite.
They offer fond memories of changing leaves, brisk air,
quality family time, and sometimes distant travel. The
seasons, however, present unique safety concerns. Weather
patterns will begin to shift and roads may become
treacherous in parts of the country. Holiday parties provide
an opportunity to reconnect with old friends and family yet
can be accompanied by consumption of too many libations.
In order to combat some of these tripwires, we must always
be smart and have a plan, followed by a back-up plan. Risk
management is not something we do only in the work
environment. It is imperative we identify hazards throughout
the course of each day and implement the proper controls to
prevent harm to self or others. I’m looking forward to
another enjoyable, safe, and successful holiday season here at VT-10.
This edition of the Scratching Post will touch on several facets of aviation and its ever-changing
technological advances, as well as tailgate and cooking safety. The articles provide a unique
perspective on human error as it relates to memory lapse, satellite navigation and its
applicability in the T-6A, ways to remain safe while playing corn hole, and baking your
Thanksgiving Day turkey.
I wanted to end my “Snarl” by giving a quick shout-out to LT “Show” Haddy, VT-10’s Safety
Pro, for his professional airmanship in the face of adversity. Show was able to diagnose a non-
standard aircraft emergency, formulate a plan, and safely land avoiding harm to the crew and
damage to the aircraft. VT-10 is filled with talented aviators who epitomize excellence and
operate “by the book,” and Show is the perfect example of that. Well Done!
Take care of yourself and look out for one another!
XO
The XO Snarl CDR Dustin “Eeyore” Hagy VT-10 Executive Officer
3
The following professional aviation milestones were recently reached:
1000 Total Flight Hours
LT Mann
LT Roberts
LT Sumner
2000 Total Flight Hours
LT Westerman
3000 Total Flight Hours
LCDR Gaston (Res.)
4000 Total Flight Hours
LCDR Marques (Res.)
Congratulations Wildcats; these milestones were accumulated with
tremendous preparation and vigilance that all started on deck!
Well Done!
Safety O Sends
Aviation Milestones
4
Everyone occasionally forgets to perform some everyday task such as returning a phone call or depositing a
check. But if the task is a flight-critical function, such as putting down the landing gear, surely no competent,
conscientious pilot would forget, right? Well, no, even if it is a matter of life and death, pilots sometimes forget.
For example, several airline catastrophes have occurred when a cockpit crew attempted to take off, forgetting to
set flaps. Airline accidents have also occurred when cockpit crews forgot to lower the landing gear, turn on pitot
heat, set hydraulic boost pumps to high, etc. The frequency of such oversights in the airline industry is much
higher than the accident rate suggests because in most cases, the oversight is caught by a warning system in
time for the crew to correct the situation.
How should we think of the pilots who have an accident because they forgot to perform some flight-critical
task? Do they lack competence? Were they
not careful or conscientious enough? My
NASA research team and I spent several years
studying prospective memory: remembering—
and sometimes forgetting—to do things we
intend to do but at a later time. We concluded
that all pilots are vulnerable to these memory
lapses as a function of how our brains work
and the specific circumstances of the flight.
Experience and conscientiousness are of
course essential to flight safety but are not, by
themselves, adequate to prevent these memory
lapses. Not surprisingly, accidents caused by
these lapses are more common in personal airplanes, in part because GA pilots typically lack protections such as
takeoff configuration warning systems and co-pilots.
Largely automatic
To explain why even good pilots are vulnerable to these memory lapses, I need to explain how underlying
cognitive processes operate in typical flight tasks. This is only a high-level summary.
Most prospective memory lapses involve routine, fairly simple tasks that we perform on every flight, which is
not surprising since such tasks are the bulk of what we do in flying. When we have performed a task many
times in the same manner, it becomes largely automatic; we do not have to think hard about how to do it or even
when to do it, our body just executes the steps of the task when circumstances become appropriate. However,
even automatic execution of a practiced task typically requires some degree of executive monitoring to make
sure it plays out as expected.
On June 11, 2013, this Cessna 172M crashed off the departure end of a runway in Louisville, Ky. The pilot was
performing the fourth in a series of touch-and-go landings when he forgot to retract the flaps. All four aboard
were seriously injured.
We initiate a task automatically when triggered by conditions requiring the task. A radio call from ATC
prompts us to answer; the ATC call is a cue strongly associated in memory with the appropriate response.
Getting ready to fly our airplane triggers us to perform a preflight inspection, a multi-step task. If this is an
airplane we have flown many times and are current in, we do not have to stop and think which steps to
perform—executing each step automatically triggers us to perform the next step. This is supported by the
physical environment; as we move around the aircraft, we see visual cues reminding us where the next step is to
Automation: How We Forget
-Key Dismukes
5
be performed. Thus, automatic processing is heavily cue-driven, which is both its strength and its weakness.
(Note that we should not allow ourselves to conduct a preflight in a purely automatic fashion, but rather should
attend consciously to each item checked. Knowing what to do next is the automatic part.)
Automatic processing allows fluid, efficient performance and normally it is quite reliable, but it is vulnerable
whenever the cueing process is disrupted. We may forget to act when the visual cues that normally trigger us to
initiate a task are absent, when we are interrupted or distracted, when we intend to perform one task step out of
its normal sequence or when we intend to
substitute an atypical step for the habitual
one.
Interruptions
Consider this scenario: You are halfway through your preflight and your passenger arrives, asking where to put
his gear. You help him load up, but now you have increased vulnerability to forgetting to finish the preflight or
to skip a step because the normal cueing process has been disrupted.
Let’s say you had just completed step 3 in the
figure at right when your passenger walks in the
hangar. Normally, completing step 3 would
automatically trigger you to perform step 4,
supported by the visual cues from where you are
standing around the airplane. But after dealing
with your passenger, the stimulus from performing
step 3 is gone and you are no longer standing in a
place to see the visual cues that remind you of
what to do next. Obviously, if you stop to
deliberately think about what you were doing and
what to do next, you will remember, but it’s easy
to move into your next step of a normal flow after
loading the airplane instead of going back to the
unfinished task.
Another scenario: Let’s imagine that most of your
flying is done at non-towered airports, where you
fly a typical VFR traffic pattern. Somewhat
simplistically, we might represent the main steps
of flying the pattern as: turn downwind, adjust
throttle/speed, lower landing gear, set initial flaps,
run downwind checks, turn base, clear for other aircraft on final, turn final, set final flaps and adjust
throttle/speed as necessary. But let’s say that today you are approaching an unfamiliar towered airport and the
controller tells you to make a long straight-in approach and to keep your speed up as much as possible. What
does this do to your habit pattern? The straight-in approach removes the downwind visual cues that help trigger
you to lower the landing gear. Keeping your speed up delays setting flaps, which in turn makes higher than
normal demands on executive processing
to manage speed on short final. In this
situation, you are at increased risk of
forgetting to set flaps or to lower the
landing gear.
6
Habit capture can occur when we intend to
substitute an atypical procedural step for the
habitual one but inadvertently revert to the
habitual one under high workload. Let’s say that
you frequently fly a standard instrument departure
from your home airport that has you maintain
runway heading, climb to 1000 feet, turn right to
320, etc. Today your clearance is to maintain
runway heading, climb to 1000 feet, turn left to
090. You read the clearance back correctly, make
your takeoff roll, transition to IMC, climb to 1000
feet, but—out of habit—turn right.
Of course, not all our intended actions are
habitual. Suppose you are climbing out in IMC
and ATC instructs you to report passing through
5000 feet. That won’t happen for several minutes
and although it’s the simplest of tasks, it’s in fact
easy to forget. To explain why, let’s look at how
we do remember to act on this kind of intention
when we actually succeed.
When We Remember
When we form an intention to perform a task at a
later time, we cannot hold that task continuously
in conscious awareness because our executive
processes are busy in this case with hand-flying a
somewhat complicated departure procedure. However, the intention to report at 5000 feet is not lost from our
minds, but is stored in long-term memory (a vast reservoir of knowledge outside of conscious awareness until
retrieved).
Retrieving information from long-term memory (the intention to report) is a cue-based process—we notice
something in the environment associated with that piece of information, triggering retrieval. (Of course, we also
remember information when we conduct a deliberate search of our memory, but we must remember to do so at
the proper time, which is the dilemma of
prospective memory.)
Further, we must notice such a trigger cue at the
moment, which in this example requires us to
interleave monitoring altitude with other flight
tasks. The process is probabilistic: The probability of successful retrieval is proportional to the strength of
association between the cue and the stored information, and to how deeply we attend to the cue. When our
workload is high, we may attend to cues less deeply, not monitor at the critical moment or inadvertently drop
monitoring altogether.
Countermeasures
The first step in reducing vulnerability to these sorts of memory lapses is to recognize that we are all inherently
vulnerable, even when we work hard to be careful. Several specific techniques can help us reduce vulnerability.
When you need to remember to perform a deferred task that is not habitual, create
what is called an implementation plan. Explicitly identify where and when you
intend to perform that task;
mentally identify exactly where
you will be, what you will be
Deferred EPs
EPs
Hollywood Script
7
doing, what cues will be in your environment when you intend to perform the task and visualize yourself
performing that task. Research has shown that implementation plans can nearly double the chance of
remembering to perform various kinds of tasks.
Checklists are a crucial defense against memory lapses, but be aware
that checklists themselves are vulnerable to the same lapses as other
tasks. If the cue that normally triggers us to start a checklist is for some
reason absent, you may forget to initiate the checklist. If the checklist is
interrupted, you may forget to resume it or may inadvertently skip an
item.
Whenever you are interrupted—and you will be—pause before
addressing the interruption to form an implementation plan. Create a
reminder cue if practical. For example, if your checklist is interrupted,
hold it in your hand instead of putting it down. Prominent cues are the
most effective. For instance, if you have turned the fuel shutoff valve
off for ground maintenance, tie a large ribbon on it as a reminder.
When multitasking, performing a
procedural step out of sequence, or
substituting an atypical procedural step
for an habitual one, treat the situation
as if it had a red caution flag. Form an
implementation plan and create
reminder cues. If other people are
available, enlist them to help you
remember.
Execute procedural tasks in a
deliberate, systematic manner, which
helps us notice visual cues and
maintain the flow of cues and triggers
that supports habit. Above all, avoid
rushing, regardless of time pressure.
Rushing at best saves a few seconds,
and it increases our vulnerability to
these and other types of errors
enormously.
Recognizing why we are all vulnerable
to these sorts of memory lapses can
help us develop our own reminder
techniques specific to the kinds of aircraft we fly and the kinds of flying we do.
I invite readers to share situations in which they have found themselves most
vulnerable, countermeasures they have used and their perspectives on which
things work best.
Reprinted from: “How we Forgot,” Key Dismukes. Aviation Safety Magazine, August 2017.
VT-10 Example
8
Our mighty T-6A is a highly equipped and capable aircraft. It includes a
modern navigation suite that will likely remain unchanged for the
foreseeable future. However, the aviation community at-large is an ever-
evolving domain of technology--and we are not exempt from those changes.
Currently, we see this with the sundown of the TACAN (military use
excepted) and the implementation of the extremely useful ADSB
(Automatic Dependent Surveillance Broadcast). So, how does this present
complications or confusion in the squadron with our current technology and
how do we adapt? One issue that arose and continues to plague Primary 1
Instrument Navigation students is the difference among legal GPS/RNAV approach minimum. With the
advancements of satellite navigation capabilities, there are multiple ways to arrive at your final destination
using global position satellites. The appended Federal Aviation Administration article expounds on the
different legal GPS approaches, and further explains why our VT-10 and KLN-900 users are only able to use
lateral navigation (LNAV MDA) minimums.
Required Navigation Performance (RNP) Approaches (APCH)
The expansion of Global Positioning System (GPS)-based instrument approach procedures (IAP), a key element
of NextGen’s Performance Based Navigation (PBN) initiative, provides benefits for pilots and stakeholders.
This fact sheet will focus on the most common navigation specification called “RNP Approach (RNP APCH)”
and titled Area Navigation (RNAV), “RNAV (GPS) Rwy XX”. These procedures offer several lines of minima
to accommodate varying levels of aircraft equipage and airport environments without requiring additional
navigation equipment at the airport. This promotes airport efficiency and access, pilot flexibility and operational
safety.
Localizer Performance with Vertical Guidance (LPV)
Pilots can take advantage of the improved accuracy of Wide Area Augmentation System (WAAS) lateral and
vertical guidance with LPV minimums. Pilots fly to a decision altitude (DA) and the angular guidance provided
increases in sensitivity as the aircraft gets closer to the runway (or point in space for helicopters). To aid pilots
in transferring their ILS flying skills to these vertically guided RNP approaches, lateral and vertical deviations
are nearly identical at similar distances. As of February 2016 there are over 3,600 LPV lines of minima serving
1,762 airports.
Lateral Navigation/Vertical Navigation (LNAV/VNAV)
Horizontal and approved vertical guidance is also available to the LNAV/VNAV line of minima. LNAV/VNAV
utilizes approved vertical guidance offered by WAAS and approach certified baro-VNAV systems. Minimums
are published as a DA. When conducting these operations to a DA, the pilot must adhere to any procedural
temperature limitations unless employing temperature compensation under an authorization from ATC. As of
February 2016 there are over 3,500 LNAV/ VNAV lines of minima serving 1,669 airports.
Localizer Performance without Vertical Guidance (LP) and Lateral Navigation (LNAV)
Pilots may use WAAS-enabled GPS systems for LNAV, but WAAS is not mandatory. WAAS equipment is
mandatory for LP. LP minima are added in locations where terrain or obstructions do not allow publication of
vertically guided LPV minima. Lateral sensitivity increases as an aircraft gets closer to the runway (or point in
space for helicopters). LP is not a fail-down mode for LPV; LP and LPV are independent. LNAV is not a fail-
down mode for LP. LP will not be published with lines of minima that contain approved vertical guidance (i.e.
LNAV/VNAV or LPV).
The Skinny on Satellite Navigation -Capt Brian “2-String” Hampton and the FAA
9
Both LP and LNAV lines of minima are Minimum Descent Altitudes (MDA) rather than DAs. It is possible to
have LP and LNAV minima published on the same approach chart. Based on criteria, designers should only
publish LP minima if it provides lower minima than LNAV. As of February 2016 there are over 600 LP lines of
minima at 436 airports and over 6,000 LNAV lines of minima at 2,747 airports. Terms and Concepts
Advisory Vertical Guidance
Depending on the manufacturer, WAAS-enabled GPS units might provide advisory vertical guidance in
association with LP or LNAV minima. The manufacturer should use a notation to distinguish advisory vertical
guidance (e.g. LNAV+V). The system includes an artificially created advisory glide path from the final
approach x to the touchdown point on the runway. The intent is to aid the pilot in flying constant descent to the
MDA. LNAV+V is not the same as LNAV/VNAV or LPV. Pilots must use the barometric altimeter as the
primary altitude reference to meet all altitude restrictions. Advisory vertical guidance is not required and is an
optional capability.
Approved Vertical Guidance
Approved vertical guidance provides operational benefit permitting the use of the LPV, LNAV/VNAV and ILS
lines of minima. WAAS vertical guidance can support LPV minima as low as 200 feet AGL. Approved vertical
guidance is available on LNAV/VNAV minima and existed before the WAAS system was certified. At that
time, only aircraft equipped with a flight management system (FMS) and certified baro-VNAV systems could
use the LNAV/VNAV minimums. Today, LNAV/VNAV minima may be own using approved WAAS
equipment. Pilots must use the barometric altimeter in a similar fashion for ILS, LPV, and LNAV/VNAV
minima.
Barometric Aiding (Baro-Aiding)
Barometric aiding is an integrity augmentation that allows a GPS
system to use a non-satellite input source (e.g. the aircraft pitot-static
system) to provide vertical reference and reduces the number of required satellites from five to four. Baro-
aiding requires four satellites and a barometric altimeter input to detect
an integrity anomaly. The current altimeter setting may need to be
entered into the receiver as described in the operating manual. Baro-
aiding satisfies the Receiver Autonomous Integrity Monitoring
(RAIM) requirement in lieu of a fifth satellite.
Barometric Vertical Navigation (Baro-VNAV)
Baro-VNAV uses barometric altitude information from the aircraft’s
pitot-static system and air data computer to compute vertical guidance
for the pilot. The specified vertical path is typically computed between two waypoints or an angle from a single
way point. When using baro-VNAV guidance, the pilots should check for any published temperature limitations
on the approach chart which may result in approach restrictions.
Reprinted from: “NEXTGEN Satellite-Enabled Approach Procedures,” FAA Advisory.
For more information please refer to the following: Aeronautical Information Manual (AIM) Paragraphs: 1-1-
17, 1-1-18, 5-1-16, and 5-4-5 / Advisory Circulars AC 90-105, 90-107.
10
Fall is indicative of the air becoming a bit more brisk, hurricane season coming to an end, and football season
steaming into full motion. During this time of the year many of us participate in America’s sport by means of
house parties, relentless ESPN tracking, cyclic highlight reviews and the ultimate display of fandom -
tailgating. Like anything in life, if you fail to plan, then you plan to fail– this does not exempt tailgating for
football games. This article should help those football followers, die-hard gridiron enthusiasts, and the armchair
quarterbacks remain safe while enjoying
America’s sport to the fullest. Below are some
extremely helpful tips to safely execute your
most beloved football festivities. Whether the
tailgate serves as a chance to grill some food, or
enjoy a cold beverage, it's the perfect pre-game
tradition. 21st Century Insurance has some
tailgating safety tips to keep your family and
friends safe while they're getting ready for the big
game.
Tailgating Party Tips from 21st Century
Insurance
In some parts of the country, tailgating is an art
form. For example, at Louisiana State University,
more than two-thirds of fans spend five hours
tailgating before a game. That art form includes
picking the right vehicle to drive to the game,
bringing some games, and stocking up on the
right supplies. Beyond the all-important food and
beverage choice, here are a few things to
remember before you head off to the big game.
Be sure to put plenty of ice in your cooler,
particularly if you are bringing raw or uncooked
meat. It's important to keep meat cold before
cooking to prevent food poisoning.
Pigskin Parties -Capt Brian Hampton and 21
st Century Insurance
11
If you're grilling, make sure to bring
a fire extinguisher.
After your tailgate is finished, throw
away all food that may spoil.
Leftovers may be tempting after the
game, but they may also be
dangerous.
If you're using a charcoal grill, make
sure to cool the coals properly
before putting them in a garbage
container or back in your car.
Make sure you can see properly and
that there are no items in your way,
such as bottle or cans before
starting to drive.
If any guests have been drinking
alcohol, make sure they don't get
behind the wheel. They may think
they're sober after the exhilaration
of the game, but it's more important
to be safe.
The Keys to Hosting a Great Tailgating Party
One essential element to any great party is the food, and a tailgating party is no different. Whether you bring
pizzas or grill burgers, hot dogs or brats, make sure you have plenty of food to enjoy. Another key to the party
is drinks. If you're serving alcohol, make sure people are being safe in how much they drink or play it safe by
not serving alcohol. Music and other entertainment are also important: make sure to bring along some classic
pre-game tunes and a football or two to throw around.
The key to making your party a success is tailgating safety. If you are smart, and follow the above guidelines,
your guests will be healthy and safe, before, during, and after the game.
Reprinted from: “Safety Tips for Your Next Big Tailgate,” 21st Century Insurance, 2017.
<http://www.21st.com>
12
I am certain no one desires to have a Griswold Christmas dinner (specifically, the dehydrated turkey dinner).
Personally, I begrudgingly eat turkey prepared by someone other than myself since it’s possible for it to be
dryer than Lafayette County, FL, or that maybe the preparer forgot to remove the innards during its time on the
burner. So instead, I prepare my own. I’ve had some failures, also many successes. Below you will find one of
the finer fried turkey recipes I have come across yet.
Try it out and share the
wealth with your squadron-
mates. But before you do –
practice some well-known
turkey frying safety tips.
FRYING SAFETY TIPS
1. Keep outdoor fryers
off decks, out of garages,
and a safe distance away
from trees and other
structures.
2. Make sure the turkey
is thawed and dry before
cooking. Ice or water that
mixes into the hot oil can
cause flare-ups.
3. Watch the weather.
Never operate a fryer
outdoors in the rain or snow.
4. Place the fryer on a
level surface, and avoid
moving it once it's in use.
5. Leave two feet
between the tank and the
burner when using a
propane-powered fryer.
6. Follow the
manufacturer's instructions
to avoid overfilling. Oil can
ignite when it makes contact
with the burner.
7. Choose a smaller turkey for frying. A bird that's 8 to 10 pounds is best; pass on turkeys over 12 pounds.
8. Never leave fryers unattended.
9. Purchase a fryer with temperature controls, and watch the oil temperature carefully. Cooking oil that is
heated beyond its smoke point can catch fire. If you notice the oil is smoking, turn the fryer off.
It’s Turkey Time -Capt Brian Hampton and State Farm Insurance
13
10. Turn off the burner before lowering the turkey into the oil. Once the turkey is submerged, turn the
burner on.
11. Wear goggles to shield your eyes, use oven mitts to protect your hands and arms, and keep a grease-
rated fire extinguisher close by.
12. Skip the stuffing when frying turkey, and avoid water-based marinades.
13. Keep children and pets away from the fryer at all times.
14. Once finished, carefully remove the pot from the burner, place it on a level surface and cover to let the
oil cool overnight before disposing.
15. Opt for oil-less fryer. This uses infrared heat, rather than oil, to cook the turkey.
Reprinted from: “15 Turkey Fryer Safety Tips,” State Farm Insurance, 2017.
<http://www.statefarminsurance.com>
14
LT Chris “Show” Haddy
On 4 April 2017, Lieutenant Haddy demonstrated exceptional
initiative, Naval Air Training and Operating Procedures
Standardization (NATOPS) knowledge, and superb airmanship while
experiencing abnormal engine vibrations and a significant degradation
in flight performance of a T-6A.
While conducting a formation flight in Alert Area 292, Lieutenant
Haddy noticed a significant engine vibration occurring when the
power control lever (PCL) was retarded to below 14% torque. He
elected to knock off training after the second in-flight occurrence and
troubleshoot the malfunction. Lieutenant Haddy elected to climb to
6000’ above Jack Edwards Airport (KJKA) for troubleshooting and
determine the options for recovery.
After completing a controllability check and beginning the
Precautionary Emergency Landing (PEL) emergency procedure,
Lieutenant Haddy set 4-6 % torque. Set to verify known indications
for the Emergency Landing Profile (ELP) flight parameters, the crew observed an increase in vibrations and
associated noises from the engine with an increase in the rate of descent. The wing aircraft, led by Lieutenant
Commander David Myers, queried Pensacola approach for a potential priority routing into Naval Air Station
Pensacola and was informed that the Blue Angels were flying for another hour.
Based on this information, Lieutenant Haddy elected to perform a PEL into KJKA with a higher than normal
power setting of approximately 14% (to minimize the engine vibrations). He then selected flaps landing at high
key to help increase drag and slow the plane with the higher power setting. Lieutenant Haddy aimed for a
shallower approach to the runway, initiating flare early to allow transition time below the 14% power setting
and the increased drag profile. Lieutenant Haddy landed uneventfully and taxied clear while the airplane
continued to produce the abnormal noises and vibrations. Following multiple hours of maintenance
troubleshooting and an unsuccessful Functional Check Flight, it was determined that the engine should be
replaced as an internal failed component was suspected and the engine was within 40 hours of high time
replacement.
Lieutenant Haddy’s actions epitomize the talent, dedication, and commitment to professional mission
accomplishment found throughout CNATRA. His calm demeanor, procedural knowledge, and mission
execution drives home the point that strong knowledge of both NATOPS procedures and aircraft systems are
critical to the safety culture and mission accomplishment throughout the Naval Aviation enterprise!
BRAVO ZULU to LT Haddy on a job well done!
VT-10 Safety Pro
15
Twas the night before Christmas
And all through the shop
My elves were a fixin’
My sleigh for the Hop.
The weather was checked
And the part A was signed,
I had plenty of crewrest,
And sound states of mind.
The reindeer were ready
All fed and at peace.
I called in the Tower,
“Saint Nick for release.”
They cleared me for takeoff
We shot through the sky.
The weather was nasty
But we gave it a try.
The ceiling was low
Visibility poor.
Just keeping it level
Was often a chore.
We descended through fog
Towards our first destination
To fly in this weather
Required true dedication.
I turned on to base leg
And lowered my skids
So anxious to get all
Those gifts to the kids.
But Tink my copilot
Then said with a frown,
“Indications reveal that
Our skids are not down!”
Tink looked down to see
That our right skid was standing
However our left
Was still up for the landing.
Upset and confused,
Hit the gage with my fist
But settled myself and
Pull out my checklist.
I thumbed the right pages
And loudly I said,
“Check airspeed, pull CB,
Then handcrank the skid!”
Tink cranked and he cranked
But the skid didn’t budge
So before I proceeded
I ate some more fudge.
Rudolph looked worried
And Prancer looked glum
Comet was silent
And dancer was numb.
We spotted the rooftop
So continued our glide
I wanted to land on
The good down-skid side.
I tied down the presents
And donned my O2
We locked tight our harness
My procedures I knew!
Just prior to touchdown
I shifted my weight.
We touched down quite softly
And rolled out quite straight.
The sled stopped its movement
The aircrew was fine
All presents still bundled
Was all a good sign.
I slid down the chimney
With a hearty “ho, ho!”
And when I returned
Tink had something to show.
He repaired the skid
With a twist of his pliers
And taped up a splice of
Electrical wires.
I was happy to see
We were ready to go.
And soon we were not
On that rooftop no mo’.
We finished the evening
With not even a glitch.
But I’d like to conclude
With this relevant pitch.
I knew my procedures
Didn’t break any rules
And those who do otherwise
Are nothing but fools.
Twas the Night Before Christmas -Sandy Clause
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WILDCAT ETHICS
Safety is realized through thoughtful planning and execution. Do not accept
unnecessary risk, make risk decisions at the right level, and only accept risk
when the benefits outweigh the costs.
Developing and maturing a risk-attuned perspective for work, home, and
recreational activities is essential in our profession. We make the amazing
appear routine through methodical planning and execution, and by not
accepting unnecessary risk. In a training environment we must manage
dynamic situations according to NATOPS, SOP, and good headwork. Good
headwork matures over time with experience and exposure. But even the most
junior Wildcat can see when something is out of norm and step in to stop an
incident from maturing to a mishap. Capture error at the earliest point in the
error troika before it cascades to a mishap. This applies both on and off duty.
The 'blue threat' or 'off-duty mishaps' also represent a high source of mishaps
across the Navy. You all, are an essential resource that I need to maintain
command mission effectiveness. You all, are also Wildcat safety
representatives. Be smart, think critically about what you are about to do, and
don't accept unnecessary risk.
Fly, Fight, Lead!