World Affairs Board - View Single Post - Random Thoughts on the Mighty Hog

Shipwreck · 01-26-2007, 19:49 PM

A-10
by Lt. Col. Richard J. "Moses" Burgess
Flying Safety, Jan-Feb, 2003

From a safety perspective, FY02 was both a good and bad year for the mighty Warthog. The positive side was that mishap rates were better than historical averages, but the negative side is that we lost two Hog brethren in fatal mishaps. Over the 30 years the A-10 has been in the inventory, 96 Hogs have been destroyed in non-combat mishaps. This is an average of 3.2 mishaps per year over the life of the Hog, or a lifetime rate of 2.40 mishaps per 100,000 flying hours. In the last 10 years the numbers are slightly better. Since 1992 we've had 25 A-10 Class A mishaps or 2.5 per year, and a mishap rate of 1.86 Class As for every 100,000 hours flown. The two Class As in FY02 are below historical averages and the FY02 mishap rate of 1.72 is lower than both the 10- and 30-year averages. The two fatalities in the A-10 in FY02 were double the average--one pilot fatality per year--over the last 10 years. The Hog also experienced seven Class B mishaps in FY02. Let's take a look at some of these mishaps and see what we ca n learn from them.

Class A Mishaps

The two A-10 Class A mishaps in FY02 resulted in two pilot fatalities--one from a midair collision between fighter and FAC-A during a CAS training mission over the Arizona ranges, and one a flight into terrain mishap during a multi-national composite force interdiction training sortie.

* A-10 (fighter) midair with A-10 (FAC-A). The mishap sortie was the third sortie of a planned hot-pit surge for the mishap pilots. Upon arrival in the training airspace for the close air support training mission, and throughout the tactical portion of the mishap sortie, the A-10 FAC-A (single ship) established deconfliction measures consisting of vertical (altitude), lateral (geographic), or both with the A-10 fighter aircraft (two ship). The first two close air support attacks were uneventful. Prior to the fighters' third attack the fighter flight lead and the FAC-A had a midair collision. Both aircraft were rendered unflyable. The FAC-A successfully ejected and was recovered by search and rescue assets, and the mishap flight lead was fatally injured. Both aircraft were destroyed upon ground impact.

* A-10 flight into terrain. The A-la flight lead (mishap pilot) and A-10 wingman were part of a multi-national composite force interdiction mission and were tasked against a target in the French Polygone airspace, an electronic combat range. The mishap flight planned a low altitude ingress at 500 feet AGL with a fly-up 7 NM from the target for a 30-degree dive bomb delivery. During the planned attack the mishap aircraft (flight lead) impacted the ground. The pilot was fatally injured and the aircraft was destroyed.

Class B Mishaps

The A-10 experienced seven total Class B mishaps ($200,000 to $1 million) in FY02. This is the fourth highest number of Class Bs in the Hog's 30-year history.

* A-10 compressor stall, overtemp. During a BFM MQT sortie, the mishap aircraft was flown into a slow speed, high AOA flight regime. The MA experienced a compressor stall with high ITT] indications. The MP shut down the mishap engine and flew an uneventful single engine approach and landing.

* A-10 engine damage. During routine post-flight maintenance, inspection revealed Turbine Engine Monitoring System (TEMS) reporting. Further inspection revealed damage to high and low pressure turbine blades and was determined to be non-FOD related.

* A-10 ammo (30 mm TP) exploded in the gun during strafe pass. The mishap sortie was a 2-ship Air Strike control upgrade sortie. The mishap flight made several attacks on targets while awaiting the arrival of dedicated fighter assets. Following BDU-33 bombing deliveries, the MP set up for a two-target high-angle strafe pass. The first burst was uneventful. During the second strafe burst, a 30 mm TP round exploded in the gun housing, causing the Gun Unsafe light to illuminate. Following a knock-it-off call, the mishap wingman rejoined and found extensive damage to the aircraft. MP landed the aircraft uneventfully.

* A-10 engine damage. During an A-10 BFM engagement, the mishap engine experienced an unrecoverable stall. MP shut down the engine and diverted to an emergency airfield and executed an uneventful single-engine approach and landing.

* A-10 engine damage. Following an uneventful Basic Surface Attack mission, the MP landed the MA. MP exited the runway and at an undetermined time the MA experienced an engine malfunction causing high ITT. MP followed the boldface for engine fire on the ground, shutting down the mishap engine, then shut down the other engine normally. MP ground egressed without further incident.

* A-10 engine damage. Mishap aircraft experienced #1 engine fire and overtemp indications. No further information available.

* A-10 engine damage, compressor stall. During a day weapons pass, MA experienced a #2 engine compressor stall. MP shut down the engine and recovered uneventfully at an auxiliary airfield via a single-engine approach and landing.

Lessons Learned

Here are a couple of things we can take away from mishaps over the last year. First, from this year's Class A mishaps we are reminded of the importance of airspace deconfliction and visual lookout in the front quadrant of the jet. Whether it's during medium altitude CAS or a tree-top interdiction ingress, we've got to keep SA on what's in front of us, or about to be in front of us in the next few seconds. Both fatalities this year involved fully functioning A-l0s running into something: one running into another A-10 during medium altitude CAS and one running into the ground during a low level attack.

Second, pilots and their wingmen are doing outstanding jobs handling engine-related emergencies. Six of the seven Class Bs involved serious engine damage, and all six jets were recovered uneventfully. We need to continue to focus emergency procedure training on these types of mishaps and have a solid gameplan in mind every time we fly.

A single-engine approach and landing are not "normal" by any stretch, so table top, 1-G discussions about yaw rates, flight parameters and cockpit indications are invaluable. Time and gas should also be allocated for training for these contingencies whenever possible. Congratulations to Hog drivers all over the world for another year of successfully instilling fear into the hearts and minds of enemy tank drivers and ground forces. Fly safe and have a great year!

COPYRIGHT 2003 U.S. Air Force, Safety Agency
COPYRIGHT 2003 Gale Group

01-26-2007, 19:49 PM	#21 (permalink)
Shipwreck Belli Dura Despicio *Senior Contributor* Join Date: 01-07-06 Location: Somewhere over the rainbow Posts: 2,196 Country:	A-10 by Lt. Col. Richard J. "Moses" Burgess Flying Safety, Jan-Feb, 2003 From a safety perspective, FY02 was both a good and bad year for the mighty Warthog. The positive side was that mishap rates were better than historical averages, but the negative side is that we lost two Hog brethren in fatal mishaps. Over the 30 years the A-10 has been in the inventory, 96 Hogs have been destroyed in non-combat mishaps. This is an average of 3.2 mishaps per year over the life of the Hog, or a lifetime rate of 2.40 mishaps per 100,000 flying hours. In the last 10 years the numbers are slightly better. Since 1992 we've had 25 A-10 Class A mishaps or 2.5 per year, and a mishap rate of 1.86 Class As for every 100,000 hours flown. The two Class As in FY02 are below historical averages and the FY02 mishap rate of 1.72 is lower than both the 10- and 30-year averages. The two fatalities in the A-10 in FY02 were double the average--one pilot fatality per year--over the last 10 years. The Hog also experienced seven Class B mishaps in FY02. Let's take a look at some of these mishaps and see what we ca n learn from them. Class A Mishaps The two A-10 Class A mishaps in FY02 resulted in two pilot fatalities--one from a midair collision between fighter and FAC-A during a CAS training mission over the Arizona ranges, and one a flight into terrain mishap during a multi-national composite force interdiction training sortie. * A-10 (fighter) midair with A-10 (FAC-A). The mishap sortie was the third sortie of a planned hot-pit surge for the mishap pilots. Upon arrival in the training airspace for the close air support training mission, and throughout the tactical portion of the mishap sortie, the A-10 FAC-A (single ship) established deconfliction measures consisting of vertical (altitude), lateral (geographic), or both with the A-10 fighter aircraft (two ship). The first two close air support attacks were uneventful. Prior to the fighters' third attack the fighter flight lead and the FAC-A had a midair collision. Both aircraft were rendered unflyable. The FAC-A successfully ejected and was recovered by search and rescue assets, and the mishap flight lead was fatally injured. Both aircraft were destroyed upon ground impact. * A-10 flight into terrain. The A-la flight lead (mishap pilot) and A-10 wingman were part of a multi-national composite force interdiction mission and were tasked against a target in the French Polygone airspace, an electronic combat range. The mishap flight planned a low altitude ingress at 500 feet AGL with a fly-up 7 NM from the target for a 30-degree dive bomb delivery. During the planned attack the mishap aircraft (flight lead) impacted the ground. The pilot was fatally injured and the aircraft was destroyed. Class B Mishaps The A-10 experienced seven total Class B mishaps ($200,000 to $1 million) in FY02. This is the fourth highest number of Class Bs in the Hog's 30-year history. * A-10 compressor stall, overtemp. During a BFM MQT sortie, the mishap aircraft was flown into a slow speed, high AOA flight regime. The MA experienced a compressor stall with high ITT] indications. The MP shut down the mishap engine and flew an uneventful single engine approach and landing. * A-10 engine damage. During routine post-flight maintenance, inspection revealed Turbine Engine Monitoring System (TEMS) reporting. Further inspection revealed damage to high and low pressure turbine blades and was determined to be non-FOD related. * A-10 ammo (30 mm TP) exploded in the gun during strafe pass. The mishap sortie was a 2-ship Air Strike control upgrade sortie. The mishap flight made several attacks on targets while awaiting the arrival of dedicated fighter assets. Following BDU-33 bombing deliveries, the MP set up for a two-target high-angle strafe pass. The first burst was uneventful. During the second strafe burst, a 30 mm TP round exploded in the gun housing, causing the Gun Unsafe light to illuminate. Following a knock-it-off call, the mishap wingman rejoined and found extensive damage to the aircraft. MP landed the aircraft uneventfully. * A-10 engine damage. During an A-10 BFM engagement, the mishap engine experienced an unrecoverable stall. MP shut down the engine and diverted to an emergency airfield and executed an uneventful single-engine approach and landing. * A-10 engine damage. Following an uneventful Basic Surface Attack mission, the MP landed the MA. MP exited the runway and at an undetermined time the MA experienced an engine malfunction causing high ITT. MP followed the boldface for engine fire on the ground, shutting down the mishap engine, then shut down the other engine normally. MP ground egressed without further incident. * A-10 engine damage. Mishap aircraft experienced #1 engine fire and overtemp indications. No further information available. * A-10 engine damage, compressor stall. During a day weapons pass, MA experienced a #2 engine compressor stall. MP shut down the engine and recovered uneventfully at an auxiliary airfield via a single-engine approach and landing. Lessons Learned Here are a couple of things we can take away from mishaps over the last year. First, from this year's Class A mishaps we are reminded of the importance of airspace deconfliction and visual lookout in the front quadrant of the jet. Whether it's during medium altitude CAS or a tree-top interdiction ingress, we've got to keep SA on what's in front of us, or about to be in front of us in the next few seconds. Both fatalities this year involved fully functioning A-l0s running into something: one running into another A-10 during medium altitude CAS and one running into the ground during a low level attack. Second, pilots and their wingmen are doing outstanding jobs handling engine-related emergencies. Six of the seven Class Bs involved serious engine damage, and all six jets were recovered uneventfully. We need to continue to focus emergency procedure training on these types of mishaps and have a solid gameplan in mind every time we fly. A single-engine approach and landing are not "normal" by any stretch, so table top, 1-G discussions about yaw rates, flight parameters and cockpit indications are invaluable. Time and gas should also be allocated for training for these contingencies whenever possible. Congratulations to Hog drivers all over the world for another year of successfully instilling fear into the hearts and minds of enemy tank drivers and ground forces. Fly safe and have a great year! COPYRIGHT 2003 U.S. Air Force, Safety Agency COPYRIGHT 2003 Gale Group __________________ *"Blessed are the peacemakers, for they shall be called children of God" (Matthew 5:9)*