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Show KliIiMl6(9)p Vol. 48 No. 27 Hill AFB, Utah July 7, 1994 Sin mmmmmmm fV I r ' ; r o "1 - j Moving to new homes ' - Nyta Brimhall, 649th Communications-Compute- r Ulibar-ri- , Group, " v. 1 ; ihSI! ':J and John Systems the director of federal programs for the II J V i -- V I A I , l Ogden City School District, look over a load of excess computers headed to schools in Ulibarri's district. As the branch chief for the 649th inventory and warehouse support, Brimhall and the others in her section have been working for months to set up a program that transfers government excess automated data processing equipment to schools under a presidential executive order. Equipment managers turn in the excess equipment to Brimhall's section and it is matched with requirements from schools. After a relatively quick period to check to see if any other government agencies need the excess, the schools are given the equipment. In the few months the program has been under way, Brimhall has given computers to approximately 15 schools and has a waiting list of 132 other schools wanting equipment. 45-da- y "H ' - . f ,: Photo by Chris Bojanower , Accident report made public Night training Human error underlying cause a must; noise : unavoidable by MSgt. Merrie Schilter Lowe Air Force News Service type aircraft, said ACC officials. The March 23 sequences of events began when the Fayetteville. controllers cleared the piF-1- 6 The 388th Fighter Wing's performing late-nigtraining missions Tuesday as exercise. of part areadiness The night missions - expected to launch at 9 p.m. takand again at 12:30 a.m. - will include eight afAll will be off succession. in aircraft their ing using terburner to provide the necessary thrust for take-ofare not unSomewhat noisier afterburner take-off- s usual here but since the 388th doesn't normally fly so late, area residents and night shift workers will probably notice additional noise, according to wing spokesman 1st Lt. John J. Thomas, : "We are limiting our night operations to the absolute minimum required for training," said Thomas. "The noise should last only a few minutes each time. We know it's a nuisance for people in the area but we , ask for their patience and understanding, " he said. The CCSth FW will fiy similar missions all day Sept. Oct. S3 and a few nights in the fall as they 18 : rrepere for and undergo their Operational Readiness Inspection in late October. "But the fall night missions shouldn't be nearly so late simply because it gets dark earlier that time of the year," Thomas said. The 388th has to fly at night because of the special role it plays in the Air Force's warfighting capability, Thomas said. "We are one of only two 6 wings in the entire Air Force with the capability to successfully engage targets at night because of our LANT1RN navigation and targeting system that turns night into day and that's what the inspectors will for the pilots evaluate," he said. "We did it in Operation Desert Storm and we know we can do it as well or better now," he said. "After we show that to the Inspector General's team we'll get back to normal flying schedules," he said. F-1- 6 fighter jets will be ht F-1- f. F-1- INSIDE POPE AFBN.C. Human errors were the unand 6 accident here derlying cause of a March 23 that took the lives of 23 Army paratroopers and injured 100 others. Air Force made the accident investigation report public June 30. The report identified three main causes of the accident: approach controllers with the Fayetteville, N.C., Regional Airport did not follow proper procedures, base air traffic controllers did not have enough training, and the 6 pilot did not see or avoid the Air. Force officials said they briefed the families of the deceased soldiers, congressional representatives and Army leaders about the accident findings throughout the week. Immediately after the accident, Air Force decertified one of the five military air traffic controllers involved in the accident and is reassigning him to another career field. The Air Force also provided additional training to the other controllers and will reassign them to other jobs in the air traffic control career field. The 6 pilot also received additional training, officials said. In addition to the administrative action, the Air Force could take disciplinary actions against the military members involved in the accident. This could range from Article 15s to courts-martiasaid Lt. Gen. Michael Nelson, 9th Air Force commander and accident investigation convening authority. Nelson announced the accident investigation findings during a press conference at Pope June 30. Since the accident, Air Combat Command has review of aircraft trainordered a command-wid- e ing approach and maneuvers, and mixed aircraft traffic procedures. The command has also ordered all air traffic controllers to be whenever a wing changes to or adds a different C-1- 30 C-13- 0. F-1- l, ed Gulf illness to be researched headsllp! SC places in 2 2 Pullout 10 sports challenge simulated flame-ou- t approach that is, the pilot cuts engine power and glides F-1- F-1- DOD job cuts announced lot for a straight-i- n in for a landing. When close enough to actually land, the pilot powers up the engines and takes off again. Under Federal Aviation Administration guidelines, the Fayetteville tower directs military air traffic in the area until aircraft reach the base's jurisdiction. The Fayetteville controllers were supposed to telephone the Pope tower about the simulated maneuver, but didn't. entered the base traffic Meanwhile, two 6 The then notified the Pope air pilot pattern. his tower control about traffic straight-i- n simuof the five conlated flame-ou- t Four approach. trollers on duty were not familiar with the approach so they did not know the exact position of the the report said. A controller, who was in training, ordered one of the two to maintain its position and then informed the 6 pilot of that aircraft. The trainee was attempting to redirect the mishap out of the landing pattern, but used the wrong call sign. Subsequently, the mishap pilot began his normal turn for landing. Realizing the situation, the trainee again tried to redirect the mishap but again used the call The sign. person supervising the wrong trainee then countermanded the trainee's instrucfor landing. tions and cleared the mishap was He then informed the 6 pilot that a coming in for landing. This was the first time the 6 Since pilot had been told of a second the transport aircraft was underneath the 6 by this time, the fighter pilot could not see the C-13- 0s F-1- F-1- 6, C-13- 0s F-1- C-1- 30 C-1- 30 0, C-1- C-1- F-1- F-1- C-13- 0. F-1- C-13- 0. Thinking that the 6 was coming directly in to land, the supervising controller cleared the F-1- Please see Error, Page 3. A designated driver makes sense! ON THE WATER |