BROKEN WING AWARD RECIPIENTS
10,000 Flight Hour Awardees Without a Class A – C Event
- DAC Roger L. Christie
- Leslie J. Haas
- Samuel Maki
Note: These are the records we have. If you have been awarded for 10,000 accident-free (class A – C) flight hours or more, please submit proof so that we may publicly recognize your accomplishment.
Broken Wing Award Recipients
Approved in 2007
CW4 James Turner (PC) and CW3 Marc Latimer (PI)
CW4 Andrew Isaac (PC) and 1LT Christian O’Leary (PI)
CW3 Jessie P. Scruggs (PC) and CPT Wendy E. Reed (PI)
Approved in 2006
CW4 Edwin Seven Coleman
LTC Anthony K. Sutter
CW2 Steven K. Huitron (PC) and CPT John B. Davis
CW4 Steven Rogers (MTP) and CW4 Scott Cameron (PI)
Mr. Robert M. Gustafson
Mr. Herschel M. Hicks
Approved in 2005
CW3 Beagle, Brian L.
CW2 Lezama, Victor, M.
CW2 Belanger, Kevin
Approved in 2004
CW3 Alan C. Mack
CW3 John Talbot
SGT Daniel Madden
CW2 Chad J. Dominique
CW2 Timothy Edgette
WO1 Andrew F. Smith
WO1 Jamie T. Naquin
CW2 Christopher S. Wilson
CW2 Sean E. Wojasinski
CW2 Justin G. Taylor
CW3 David P. Gross
SSG Jeffrey L. Hemp
SPC Lucas E. Dunaway
CW3 Timothy L. Hardy
CW4 Jay L. Strine
MAJ Michael J. Slocum
CW4 Timothy L. Jenkins CW4 (Retired) Robert J. Monette
CW4 (Retired) John M. Schillereff
CW3 Ronald E. Thomas
CW3 Carpenter
CW4 Jeffrey Webb
CW3 Harold Hay
CW2 Timothy Edgette
CW2 Chad Dominique
82d Airborne Division
Fort Bragg, NC
Only 5 minutes from landing and termination of an NVG mission in Afghanistan, the CH-47D flown by CW2 Edgette and CW2 Dominique experienced dual flight control hydraulic failure. CW2 Edgette, who was the PC, and CW2 Dominique, the PI, first noticed that the MASTER CAUTION, #2 HYDRAULIC, and #2 AFCS lights flickered twice, and then illuminated steadily. They immediately informed the crewmembers and had them check for abnormal temperatures, pressures, or leaks. The flight engineer (FE) checked and confirmed that all pressures and temperatures were normal. CW2 Edgette and CW2 Dominique then executed the proper emergency procedure.
As CW2 Dominique maintained control of the aircraft, CW2 Edgette turned on the #2 power transfer unit and informed flight lead and the air mission commander (AMC) of the situation. However, only a couple of seconds later the flight engineer instructor discovered a massive hydraulic leak coming from an unknown source in the aft transmission area. The FE, who was monitoring the maintenance panel, then announced that the #2 hydraulic pressure had dropped to zero.
CW2 Dominique reported to CW2 Edgette that the controls were “locking up,” and began adjusting the aircraft for a 200- to 300-foot rate of descent in the event of total loss of flight control movement. CW2 Edgette immediately executed the emergency procedure for dual flight control hydraulic failure, turned on the #1 power transfer unit, announced that he had the controls, and informed the rest of the crew and the AMC they were “going down.” He also turned on the IR landing light and ensured the brakes were released.
After confirming both his and CW2 Edgette’s shoulder harnesses were locked, CW2 Dominique started the auxiliary power unit (APU) and manned the flight controls so they could work together to maintain the aircraft’s attitude and ensure a safe landing. CW2 Edgette and CW2 Dominique had to maneuver the aircraft—with a total lack of flight control movement—over several deep washouts and terrain unsuitable for a safe rolling landing. They finally were able to land the aircraft in a dry riverbed with no injuries to the crew or serious damage to the aircraft. The emergency lasted only 30 to 45 seconds.
The clear thinking, expeditious decisions, professionalism, superb crew coordination, and precise situational awareness of the entire crew facilitated the positive outcome of this situation.
CW2 Dominique
WO1 Andrew F. Smith and WO1 Jamie T. Naquin B Co., 1/223 Aviation Regiment Fort Rucker, AL
While on a cross-country visual flight rules (VFR) training mission, an instructor pilot (IP) and two Initial Entry Rotary Wing (IERW) students, WO1 Andrew F. Smith and WO1 Jamie T. Naquin, spotted three large birds in their flight path about a half-mile ahead. The IP, who was at the controls in the left seat, gestured with a “thumbs up,” shook his head, and continued with his radio call. Both student pilots were on flight training Day 29. W01 Smith, in the right seat, had a total flight time of 32.9 hours. WO1 Naquin, in the right rear seat, had a total of 32.7 flight hours.
The TH-67 was cruising at approximately 1,400 feet mean sea level (MSL) and 93 knots indicated airspeed (KIAS) when a fourth large bird, a 15-pound black vulture, suddenly appeared in front of the aircraft and struck the left front windscreen. The bird exploded through the windscreen and struck the IP full in the face and neck area, immediately rendering him unconscious. The IP fell forward onto the cyclic and slumped to the right, pushing WO1 Smith’s collective down. The bird flailed inside the cockpit, knocking WO1 Smith’s radio pin switches down, and eventually came to rest on the right side of the console.
The aircraft pitched down violently in an estimated 60- to 70-degree nose-low attitude while rolling right 30 to 40 degrees. WO1 Naquin yelled to WO1 Smith: “Get it, Get it.” WO1 Smith immediately grabbed the controls and attempted to regain control of the aircraft, but was initially unable to move the cyclic or collective due to the weight of the unconscious IP on the controls. WO1 Naquin quickly assessed the situation, unbuckled his lap belt, grabbed the IP, and pulled him away from the controls. Seconds later WO1 Smith announced, “I think I got it, I got it.”
The aircraft was level but still losing altitude. The loud noise of the impact and the wind noise had caused WO1 Smith initially to think they had had an engine failure. WO1 Naquin called out to check the gauges. WO1 Smith checked the gas turbine speed (N1) and turbine outlet temperature (TOT) gauges and saw they were stable, and the torque gauge was indicating 10 percent. As he pulled up on the collective, the rate of descent began to decrease. WO1 Smith finally regained control of the aircraft at 900 feet MSL.
Looking ahead, WO1 Smith saw the runway of a local airport and placed his radio pin switches back to the up position. He made a “Mayday” call while starting an approach to the airport. Both WO1 Smith and WO1 Naquin began searching for traffic while landing at the airport. WO1 Smith looked over at the IP and shouted, “Sir, are you OK?” The IP did not talk, but did raise his hand off his leg. He continued to drift in and out of consciousness.
WO1 Smith landed the aircraft on the runway, and he and WO1 Naquin completed the aircraft shutdown procedures by the checklist, with WO1 Naquin reading the checklist so they would not miss any steps. They then began administering first aid to the IP and made sure he was breathing. The IP was still in and out of consciousness and showing signs of shock, but he did give a “thumbs up” to WO1 Smith and WO1 Naquin when they asked if he could breathe. The IP was MEDEVACed shortly after landing and taken to a local hospital, where he was diagnosed with a broken palate, broken nose, and fractured jaw. The IP’s injuries could have been much worse had his visor not been in the down position.
WO1 Smith and WO1 Naquin’s superior airmanship (in spite of their lack of experience), remarkable crew coordination, and risk management in response to the emergency thrust upon them is reflected in their pivotal decisions and actions. The outstanding manner in which they worked as a team during this emergency is displayed in the successful outcome of this event, especially for student pilots of their experience and hour level. The presence of mind and quick actions WO1 Naquin displayed to unfasten his seatbelt and pull the IP off the controls helped save the lives of all aboard the TH-67. WO1 Smith took the controls and continued to fly the aircraft until he had regained control of a potentially deadly situation. Both student pilots displayed remarkable poise and composure above their experience level in a very serious situation that easily could have become a catastrophic event.
WO1 Smith, BG Sinclair, WO1 Naquin
CPT Tim Dickinson Camp Robinson North Little Rock, AR
Following a reconnaissance mission, CPT Dickinson dropped off a law enforcement officer at a local airport and resumed the flight to his home airfield. The OH-58 RAID aircraft was at approximately 1,200 feet AGL and had been in the air about 5 minutes when it began yawing violently to the left and then to the right, finally remaining in a left yaw. The N1 gauge was noted as decreasing at a rapid rate, along with the engine tachometer. The LOW ROTOR RPM audio sounded, and rotor RPM was observed at approximately 92 percent. CPT Dickinson immediately lowered the collective and began an autorotation. During this time, he also made a “Mayday” call, which was transmitted and heard by the local flight operations.
CPT Dickinson noted the only acceptable landing site was 150 degrees to the right rear of the aircraft and contained several large hay bales, trees, and a large ditch. He immediately initiated a hard right turn in order to make the landing area. The obstacles in the landing area made a “no run auto” necessary. The autorotation to the ground lasted about 43 seconds based on altitude and the descent rate of about 1,800 feet per minute. The autorotational descent and landing were accomplished successfully, with no damage to the aircraft or injury to personnel. Once on the ground, CPT Dickinson saw the engine was not running and completed an emergency engine shutdown. He then called the local flight operations on his cellular telephone and informed them of the aircraft’s and crew’s status.
CW2 Kevin Belanger Task Force 3rd Squardon, 17th Cavlary Regiment Iraq
During a combat reconnaissance mission under NVGs an OH-58D(I) commanded by CW2 Kevin Belanger, while at low altitude, was struck by enemy fire and experienced a loss of tail rotor control and hydraulic power. With “LOW HYD PRESS” and “GEN FAIL” warnings CW2 Belanger, an MTP, took the controls, coordinated crew duties, executed emergency procedures, made radio calls, and performed a flawless running landing which minimized damage and resulted in no injury in what could have been a catastrophic accident.
CW3 Brian Beagle and CW2 Victor Lezama C Company, 1st Battalion (Attack), 10th Aviation Regiment Iraq
Their emergency occurred under NVGs with CW3 Beagle, the PIC, and CW2 Lezama, the pilot, on an Area Reconnaissance mission, flying an OH-58D(I). While at a 200 feet AGL hover, a hose failed causing failure of the hydraulic pump and a breakage of the hydraulic shaft assembly. With a “LOW HYD PRESS” caution light illuminating, a loud whine from the aft cockpit, and a violent shudder causing the aircraft to enter an uncommanded nose downward attitude, CW3 Beagle executed a climb to avoid obstacles, while CW2 Lezama initiated emergency procedure actions to include turning off the hydraulic pressure switch and aircraft lighting. The crew worked together to avoid obstacles, make radio calls and safely perform a running landing without injury or further damage to the aircraft.
CW4 Jeffrey Webb and CW3 Harold H. Hay Operational Support Airlift Command, Detachment 9 Dobbins ARB, GA
While on a nighttime descent to land a C-26B, with CW3 Harold H. Hay, the PIC, and CW4 Jeffrey Webb, the pilot, on an Operational Support Command Airlift Command mission, the aircraft struck a large seagull which penetrated the center windscreen sending shards of plexiglass and bird parts into the cockpit and cabin areas, striking the pilots and causing environmental stressors that could have resulted in a catastrophic event. However, the crew quickly and calmly diagnosed the emergency and landed the aircraft without incurring further damage.
CW3 Ronald E. Thomas 1st BN, 223rd Aviation Regiment Fort Rucker, AL
CW3 Ronald E. Thomas while performing simulated emergency procedures in a CH-47D as part of a Flight School XXI IERW training mission at 600 feet AGL successfully reacted to multiple actual emergencies. A CCAD report confirmed mechanical malfunction of an engine DECU which caused a rapid loss of RRPM to approximately 80%. With generators off-line, CW3 Thomas coordinated crew actions while maintaining aircraft and manual RRPM control. With CW3 Thomas on the flight controls the crew performed a roll on landing without further incident.
CW3 Robert E. Carpenter 1st Squadron, 4th U.S. Cavalry Iraq
CW3 Robert Carpenter, who during a combat aerial reconnaissance mission in Iraq, received hostile fire to his OH-58D which caused significant damage to the main rotor. CW3 Carpenter reacted to significant control vibrations and executed a landing without further incident. Postflight inspections revealed that one of the rotor blades was missing a 3-foot section of its leading edge.
CW4 Jay L. Strine and CW3 Timothy L. Hardy 224th MI Battalion Hunter Army Airfield, GA
While over water at 27,000 feet the ferry tanks ruptured in the RC-12N aircraft piloted by CW4 Jay L. Strine and CW3 Timothy L. Hardy. The mechanical failure of the PI-1200m fuel system sprayed approximately 50 gallons of jet fuel into the cabin area. The crew reacted to the emergency, which did not have published emergency procedures, by donning oxygen masks, descending to 18,000 feet to not further aggravate the tanks cavitations, and turning off non-essential electrical to remove ignition sources. The crew completed a normal landing without further incident.
CW4 Timothy L. Jenkins and MAJ Michael J. Slocum 1st Battalion, 101st Aviation Regiment Iraq
While performing a simulated NP failed low, the AH-64D piloted by CW4 Timothy L. Jenkins, an instructor pilot, and Major Michael J. Slocum, experienced grinding noises and uncommanded vibrations followed by a cockpit warning of an APU Fire. The crew proceeded to accomplish published emergency procedures as the vibrations and grinding noises increased and additional warnings for Deck Fire and Engine number 2 Fire became activate. With the cockpit filling with smoke and visibility severely reduced the crew safely conducted a rolling landing which terminated as close as possible to the airfield crash rescue station. Upon landing the crew performed emergency shutdown and egress without further incident. The actions of the crew prevented injury and allowed for expeditious fire fighting which saved millions of dollars in re-usable parts.
CW2 Sean E. Wojasinski and CW2 Justin G. Taylor Bravo Company, 1-227th Aviation Regiment Iraq
During a deep attack mission, their AH-64D received heavy small and large caliber fire which activated the Back Up Control System (BUCS), took out the Target Acquisition and Designation System (TADS), the communication systems and the number one engine. CW2 Sean E. Wojasinski, the PIC, and CW2 Justin G. Taylor, worked together to extinguish the resulting engine fire and safely jettison the external ammunition stores which provided aircraft power needed to attempt the single engine fly out which was established at 15 feet AGL. The crew safely returned to base and executed a rolling landing to an unimproved surface.
CW3 David P. Gross, SSG Jeffrey L. Hemp and SPC Lucas E. Dunaway 2nd Battalion, 160th Special Operations AVN REGT (Airborne) Afghanistan
During an environmental training flight, the MH-47E, while on final for a dust landing, caught fire in the combining transmission area due to an overheated rotor brake. The quick decision making by the crew saved the lives of 8 passengers and minimized damage to the aircraft. The PIC, CW3 David P. Gross, the FE, SSG Jeffrey Hemp, and the CE, SPC Dunaway, distinguished themselves through their actions during this emergency. Despite smoke filling the cockpit, CW3 Gross safely landed the aircraft to an area that expeditious fire fighting and safe evacuation of the crew and passengers. SSG Hemp assisted in the landing by clearing the aircraft. Upon landing he led the egress efforts by exposing himself to the fire as he fought fires in the front of the aircraft. SPC Dunaway fought the fire in the rear of the aircraft which slowed it from spreading until fire fighters arrived at the scene.
CW3 Alan C. Mack, CW3 John Talbot and SGT Daniel Madden
160th Special Operations AVN REGT Afghanistan
CW3 Alan C. Mack, the PC, CW3 John C. Talbot, the PI and SGT Daniel N. Madden, the CE distinguished themselves by safely reacting to an emergency while flying an insertion mission in a combat area. Their MH-47E sustained enemy fire which caused an in flight fire and damage to the aircraft rotor blades, avionics, electrical systems, and flight control systems. CW3 Mack was able to land the aircraft without further damage despite the numerous system failures and additional failure of the cyclic control as he descended below 10 feet for landing. SGT Madden was instrumental in alerting the pilots of the aircraft status and performed services while in flight to maintain aircraft systems. CW3 Talbot assisted with aircraft controls, made radio calls and monitored instrumentation.
CW2 Robert J. Monette (CW4 Retired)
F Troop 1/9 CAV
On December 31, 1972, during a “Hunter-Killer Team” reconnaissance mission, CW2 Robert J. Monette’ aircraft was hit by an SA-7 causing extensive damage to the trailing edge of the main rotor blade. Despite severe vibrations in the flight controls, CW2 Monette skillfully flew his aircraft back to his home base and landed without additional damage to the aircraft.
CW2 John M. Schillereff
(CW4 Retired) F Troop, 9th Cavalry
On December 1972, CW2 John Schillereff, while performing aircraft commander duties on an AH-1G experienced fixed pitch pedal to the right. CW2 Schillereff maneuvered his heavy aircraft, to include jettisoning external pods, to allow for a safe landing without further damage to the aircraft.
CW2 Christopher S. Wilson
C Comapany, 1st Battalion 130th Aviation Regiment Afghanistan
During diving fire training, a 30MM round exploded in CW2 Christopher S. Wilson’s AH-64A causing the gun barrel to explode. Gun fragments damaged several components in the front of the aircraft to include the CPG compartment, all communication systems, and the lateral flight controls. CW4 Mitch Rose, the PC occupying the CPG position, and CW2 Wilson combined efforts to fly and land the aircraft with CW2 Wilson having control of the collective and lateral cyclic.
Exploded 30MM
CPG Canopy Exploded 30MMCPG Canopy
CW4 EDWIN STEVEN COLEMAN
JOINT READINESS TRAINING CENTER FLIGHT DETACHMENT
MAY 18, 2006
OH-58C
While providing observer/controller support in an OH-58C aircraft at the Joint Readiness Training Center at Fort Polk, La., CW4 Coleman and CW2 Crook, a nonrated crewmember, were flying in support of JRTC rotation 06-07. CW4 Coleman was on the controls and flying at 400 feet above ground level and 40 to 45 knots indicated airspeed over a heavily wooded area when he heard the rotor RPM audio. CW4 Coleman immediately cross-checked rotor and engine indications and determined the engine was ceasing to operate. At the same time, CW4 Coleman lowered the collective to maintain rotor RPM within allowable limits.
CW2 Crook began searching for a suitable landing area and transmitted mayday calls. Realizing there were no suitable landing areas to their front, CW4 Coleman managed rotor RPM by making an immediate right turn, gaining RPM in a 180-degree turn around an 80-foot tree while searching for a suitable forced landing area. Descending at 1,500 feet per minute, CW4 Coleman spotted the most suitable landing area beneath his aircraft to complete his autorotation.
At an altitude of about 150 feet AGL, the helicopter experienced a complete engine failure. CW4 Coleman continued to autorotate, weaving through 50-foot pine trees. CW2 Crook continued subsequent mayday calls and transmitted the universal transverse mercator grid of their forced landing area. Just before touchdown, CW4 Coleman applied aft cyclic and the remaining collective, landing his aircraft with minimal ground run in a clearing within five feet of a large tree stump in 6-degree forward sloped terrain and with two large trees within six feet of his rotor system.
CW4 Coleman
LTC ANTHONY K. SUTTER
1st AVIATION GROUP (PROVISIONAL)
GEORGIA ARMY NATIONAL GUARD
NOVEMBER 18, 2005
UH-1V
At 10,000 feet MSL while performing a maintenance test flight, LTC Sutter and his crew noted the engine would not pass the turbine engine analysis check. LTC Sutter began the descent to return to home airfield. Passing through 8,000 feet MSL, the crew experienced a series of compressor stalls that lasted about 10 seconds. The crew noticed fluctuations in engine and rotor indications, followed by engine failure and engine, transmission and rotor indications dropping to zero.
LTC Sutter entered autorotation, noticed Jackson County (Ga.) Airport and headed toward it. He instructed the copilot in the left seat to transmit a mayday call and for the crew to lock their shoulder harnesses and secure any loose items. As the aircraft passed through 5,000 feet MSL, LTC Sutter instructed the copilot to attempt an engine restart, but it would not start.
During their descent, the copilot continued to make radio calls while the crew cleared the aircraft for landing and continued to secure loose items. LTC Sutter manipulated the flight controls during autorotation, keeping potential suitable landing areas in site until he was sure he could land at Jackson County Airport. As he approached the runway, LTC Sutter applied aft cyclic and collective, touching down on the runway centerline and sliding about 40 feet. Postflight inspection revealed no further damage beyond compressor stall damage to the engine.
CW2 STEVEN K. HUITRON (PC) AND CPT JOHN B. DAVIS (PI)
2nd SQUADRON, 6th CAVALRY, 25th INFANTRY DIVISION (LIGHT)
SCHOFIELD BARRACKS, HI
FEBRUARY 23, 2006
OH-58D(R)
After successful completion of close combat attack engagements in support of a convoy live-fire exercise, the team of two aircraft maneuvered to re-attack the target. At about 100 to 200 feet AGL and 40 to 50 KIAS, CW2 Huitron (PC) initiated a CCA maneuver, firing three rockets that impacted the target area. CW2 Huitron fired a final rocket at his target and then heard an audible explosion, causing the aircraft to immediately experience extreme control stiffness/feedback and severe vibration. The aircraft rolled right, rotor RPM drooped and several advisory/caution/warning tones sounded. The aircraft vibrations were severe enough to inhibit the crew from reading the multifunction displays to properly identify the warning messages.
Unsure of the failures he had, CW2 Huitron briefly entered a power-on autorotative descent. Meanwhile CPT Davis coordinated with the PC and jettisoned the right rocket pod and transmitted a mayday call to the range control tower. CW2 Huitron realized the engine had not failed, so he applied power and chose a suitable landing area to his front inside the impact area. The landing area was located by a small creek bed surrounded by 10-foot trees with large lava rocks throughout. As he raised the collective for landing, one damaged main rotor blade caused increased severe vibrations, which brought CPT Davis on the controls at 10 to 15 feet AGL to assist in aircraft control. With both pilots on the controls, the aircraft touched down inside the impact area, avoiding several trees.
Postflight inspection and accident investigation revealed the damaged rocket exploded immediately after firing, veered into a main rotor blade and caused a complete compromise of the upper-aft aluminum covering.
The presentation with BG Wiercinski (DCG-S, 25th ID), COL Ball (BDE CDR, 25th CAB), LTC Barker (SQ CDR 2-6), CPT Davis, CW3 Huitron, and CW4 Keith (BDE ASO)
CW4 STEVEN ROGERS (MTP) AND CW4 SCOTT CAMERON (PI)
ARMY AVIATION SUPPORT FACILITY NO. 1
WISCONSIN ARMY NATIONAL GUARD
MARCH 14, 2006
UH-1V
While conducting a maintenance test flight TEAC, the engine failed. Passing through 7,100 feet AGL at 70 KIAS with a maximum torque of 48 pounds applied, a loud bang was heard from the engine area. CW4 Rogers, the maintenance test pilot, stated, “This is not good,” noting all the needles going to zero. CW4 Rogers immediately entered autorotation and instructed CW4 Cameron to place the governor and transponder switches to the emergency position. CW4 Cameron noted the rotor RPM building from 250 RPM to the low green range of 284 to 300 RPM and began looking for a suitable landing area. The terrain in the area was a mixture of hills and forests with fields interspersed throughout the area. The crew elected to land their aircraft in an open field at the crest of a hill. CW4 Rogers noticed the engine was not recovering with the governor switch in the emergency position, so he closed the throttle and turned the fuel switch off, stopping fuel flow to the engine. CW4 Rogers made a 90-degree turn to the right, aligning the aircraft with the selected landing area, turning again to complete the approach into the wind.
During the descent, the crew notified Milwaukee (Wis.) approach control and their base operations of the emergency situation and approximate location of landing. CW4 Rogers decelerated at 100 to 110 feet AGL, sliding about 10 feet on an open field at the crest of a hill. Postflight inspection revealed three large exit holes in the right side of combustion chamber and damage to the tail rotor.
CW4 Cameron and CW4 Rogers
MR. ROBERT M. GUSTAFSON
LIER SIEGLER SERVICES, INC, CAIRNS AAF
JUNE 28, 2005
OH-58C
In an OH-58C, during climbout from a simulated engine failure with a non-rated student pilot on the controls, the engine literally exploded. With an “arm full of collective” climbing through 220 feet AGL, the engine explosion forced both crewmembers against their shoulder harnesses. Mr. Gustafson immediately confirmed engine failure indications, entered autorotation, turned 180 degrees while maintaining airspeed and rotor RPM in the turn and selected a suitable landing area. As the aircraft approached 100 feet AGL, Mr. Gustafson identified and maneuvered his aircraft to a small area within the landing area with the least slope. Mr. Gustafson initiated landing deceleration, noticed a berm obstructing his intended touchdown area, increased collective to extend glide distance and touched down sliding six feet in an 8-degree sloped area, minimizing damage to his aircraft.
MR. HERSCHEL M. HICKS
LIER SIEGLER SERVICES, INC.
JUNE 6, 2005
TH-67A
In a TH-67A at 5,000 feet MSL during instrument flight training in instrument meteorological conditions with a nonrated student pilot on the controls, the crew experienced an engine failure. The instructor pilot, Mr. Hicks, immediately took the controls, confirmed engine failure indications, double-checked the throttle had not been inadvertently rolled off and initiated autorotation. Still IMC, Mr. Hicks reduced airspeed to 65 knots and turned to the southwest, hoping to find suitable landing terrain. He then advised air traffic control of his emergency situation. Breaking through the clouds at 3,600 feet MSL with his N1 oscillating between 64 and 72 percent, Mr. Hicks selected a landing site. Realizing he would not make the landing site, he completed a 360-degree turn to lose altitude. Aligning with the landing direction, he turned to avoid large electrical distribution lines. Clearing the power lines, he adjusted his airspeed to increase glide distance past a large gully, completing his autorotation and sliding approximately six feet without further damage to his aircraft. As a contract instrument instructor pilot, Mr. Hicks had not conducted a touchdown autorotation since his TH-67A qualification nearly three years before.
CW4 James Turner (PC) and CW3 Marc Latimer (PI)
Corpus Christi Army Depot Test Pilots, Corpus Christi TX
11 OCT 2006
UH-60A
During a maintenance test flight, the crew consisting of two maintenance test pilots experienced simultaneous emergencies consisting of increasing RPMr on the #2 engine and decreasing RPMr on the #1 engine, torque split, #1 engine alternator failure, vertical instrument display system failure and probable failure of the power available spindle on the #1 engine power control lever. The crew was challenged with incorrect engine and system indications and reactions to pilot inputs troubleshooting the failures until they were able to execute a safe landing. The crew utilized experience, crew coordination, and skill to diagnose and manipulate the engine power control levers to control an emergency situation not covered in training or the operator’s manual to land with power. For approximately 3 minutes and 20 seconds, the pilots manipulated PCL’s, managed available power, and troubleshot their indications through marginal VFR conditions to a safe roll-on landing point.
CW4 Andrew Isaac (PC) and 1LT Christian O'Leary (PI)
B-Company, 1-183rd, 82nd Combat Aviation Brigade, 82nd Airborne Division
Task Force Talon operating from Forward Operating Base Salerno, Afghanistan
At approximately 1500 local hours while conducting a border reconnaissance mission along the Afghanistan/Pakistan borders in support of Operation Enduring Freedom VII CW4 Andrew Isaac and 1LT Christian O’Leary were paired with a UH-60L. Crossing mountainous terrain at 9,500 MSL (500’ AGL) the crew noticed a strong burning smell in both cockpits. Seconds later the OIL ACCESSORY PSI Caution/warning light illuminated followed by a loud thud from the transmission area. CW4 Isaac immediately assessed the situation and determined that the aircraft needed to be landed as soon as possible. 1LT O'Leary transmitted emergency landing intentions to their UH-60L sister- ship. Simultaneously, CW4 Isaac slowed the aircraft from 110 knot free cruise toward the only suitable landing area in sight. During the aircraft descent the crew's choice for landing changed several times due to heavy snow, slopes and trees in the landing areas. On final approach, the shaft driven compressor (SDC) and clamp holding the compressor in place failed allowing oil to escape the accessory gearbox and burn. During CW4’s Isaac’s maneuvering the rear cockpit filled with enough smoke that he chose to transfer the controls to his front-seater with rapidly deteriorating visibility inside his cockpit. 1LT O'Leary adjusted the approach path to a snow covered streambed surrounded by pine trees 300 meters short of their intended landing area. 1LT O’Leary completed a whiteout landing to a 70' x 100' landing area onto a snow covered, frozen streambed with near zero visibility in his cockpit and zero visibility within the back seat cockpit. CW4 Isaacs immediately completed emergency shutdown procedures and the crew exited the aircraft without injury or further damage to their AH-64A. The entire event from onset to landing was estimated by the crew to be less than 45 seconds. CW4 Isaac and 1LT O’Leary more than likely, through crew coordination and quick thinking, prevented a class A mishap.
CW3 Jessie P. Scruggs (PC) and CPT Wendy E. Reed (PI)
1-285th, Arizona Army National Guard Task Force Desert Hawk Afghanstian
31 May 07 FOB Salerno, Afghanistan
On May 31, 2007, at approximately 0825, CW3 Jessie P. Scruggs, the pilot in command, and CPT Wendy Reed, co-pilot gunner, were conducting a MEDEVAC escort mission in support of Operation Enduring Freedom. The flight of two aircraft was returning to Forward Operating Base Salerno, Afghanistan, after picking up two patients. Without any prior indication or warning, the crew felt and heard a loud bang from the rear of the aircraft. The aircraft immediately yawed 15 to 20 degrees to the right with a 5-degree tuck of the nose. The CPG was on the controls and applied full left pedal, but without results. The CPG leveled the aircraft at 300 feet above ground level while the PC assessed the situation.
The PC called the MEDEVAC aircraft and asked them to check for any visible damage to the aircraft. When the MEDEVAC aircraft maneuvered to the rear of the AH-64D, they confirmed the entire tail rotor had separated from the aircraft and severed the stabilator in half.
The PC took the flight controls and initiated a roll-on landing attempt at approximately 100 knots. While on short final, the PC determined the lane alignment and approach attitude were inadequate, forcing the pilots to execute a go around. On the second attempt, the CPG manipulated the power levers while the PC flew the aircraft. Neither crewmember lost their focus and touched down at approximately 95 knots. The power levers were retarded to the off position and lateral control of the aircraft was lost due to rotor decay. Control and stopping was accomplished by the use of differential toe braking. The aircraft drifted to the left into a ditch and rolled left until the left rocket pod contacted the ground. The aircraft then rolled to the right until the right rocket pod contacted the ground, keeping the Apache upright. During the entire landing sequence, the PC controlled the aircraft using only the brakes. Braking efficiency was further complicated because the runway surface was composed of small gravel and dirt. The aircraft came to rest with less than 200 feet of useable runway remaining.
A successful outcome was achieved only through the use of exemplary crew coordination techniques and emergency procedures. The PC and CPG maintained a perfect crew coordination relationship throughout this incident. Both crewmembers showed mature, level-headed airmanship. Faced with an emergency requiring immediate action, the pilots safely landed the aircraft, preventing serious injury to themselves and a Class A aircraft loss. For this, both crewmembers are awarded the Army Broken Wing Award. Congratulations!