Gramps from Yesteryear: January-February 1997

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Gramps from Yesteryear: January-February 1997

Gramps from Yesteryear: January-February 1997

Grampaw Pettibone Says...
Leapin’ lizards! The division leader sees smoke comin’ from a wingman’s aircraft and doesn’t tell him about it! Why not? He thought the pilot had already confirmed the fire. Believe Ole Gramps: ’tis better to be overly cautious than under informed.
Even more surprisin’ is that the pilot in trouble goes through the boldface steps of his NATOPS checklist, gets a positive indication that the fire does exist, and yet continues to look for more signs of fire for another minute or so. Finally, he activates the fire extinguisher. Who knows how much damage could have been prevented with prompt actuation of the fire extinguisher? NATOPS sez: if fire indications exist after pushing the left or right fire light and the light continues, activate the fire extinguisher. Seconds count in any aircraft, especially the high-performance types. Thank the Lord, man and machine made it down OK.

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Leapin’ lizards! The division leader sees smoke comin’ from a wingman’s aircraft and doesn’t tell him about it! Why not? He thought the pilot had already confirmed the fire. Believe Ole Gramps: ’tis better to be overly cautious than under informed. Even more surprisin’ is that the pilot in trouble goes through the boldface steps of his NATOPS checklist, gets a positive indication that the fire does exist, and yet continues to look for more signs of fire for another minute or so. Finally, he activates the fire extinguisher. Who knows how much damage could have been prevented with prompt actuation of the fire extinguisher? NATOPS sez: if fire indications exist after pushing the left or right fire light and the light continues, activate the fire extinguisher. Seconds count in any aircraft, especially the high-performance types. Thank the Lord, man and machine made it down OK.

Grampaw Pettibone Says... Leapin’ lizards! The division leader sees smoke comin’ from a wingman’s aircraft and doesn’t tell him about it! Why not? He thought the pilot had already confirmed the fire. Believe Ole Gramps: ’tis better to be overly cautious than under informed. Even more surprisin’ is that the pilot in trouble goes through the boldface steps of his NATOPS checklist, gets a positive indication that the fire does exist, and yet continues to look for more signs of fire for another minute or so. Finally, he activates the fire extinguisher. Who knows how much damage could have been prevented with prompt actuation of the fire extinguisher? NATOPS sez: if fire indications exist after pushing the left or right fire light and the light continues, activate the fire extinguisher. Seconds count in any aircraft, especially the high-performance types. Thank the Lord, man and machine made it down OK.

Gramps from Yesteryear: January-February 1997

A division of four F/A-18Cs was en route to the air-to-ground working area when the second section leader’s left engine fire light came on. The pilot informed the division leader, who saw a thin stream of smoke emanating from the Hornet but didn’t advise the pilot. The pilot in trouble informed the leader he did not need assistance and that he and his wingman would return to base in section. As the F/A-18s turned toward home, the wingman saw trickles of smoke coming from the Hornet. The smoke increased and then flames streamed momentarily from the bottom of the aircraft near the auxiliary power unit. The pilot secured the left throttle and pushed the fire light in accordance with Naval Air Training and Operating Procedures Standardization (NATOPS). The light stayed on, confirming that a fire did exist. The pilot continued to look for other indications of the fire and noted the exhaust gas temperature spiked (at maximum) on his instruments. This occurred about one minute after the fire began. At this point, the pilot activated the left engine fire extinguisher. The situation did not worsen, and the flight continued to a safe recovery at home plate.

Post-flight examination revealed that the airframe-mounted accessory drive aft power transmission shaft had failed. The fire started as a result of the flailing of the broken shaft which, ruptured a fuel line, causing severe fire and heat damage to the engine compartment.