Flying Safety: 10 rules for safe, low-level flight

Have you ever noticed the alarming number of major accidents that have occurred to USAFE tactical aircraft on low-level missions? One of our tactical aircrews has, and he decided to jot down his ideas on the problem and share them with the rest of us. He is Captain Thomas E. Boyle of the 25th Tactical Reconnaissance Wing at Chambley AB, France. His ideas are sound ones designed to meet the threats of low-level flying.

A look at the records shows that the threat is a real one. Since January 1963, we have had nine accidents that might have been prevented by adherence to this checklist. And in those nine accidents we have killed eight aircrew members. Their mistakes--pressing on in marginal weather, low-altitude trail aerobatics, non-use of navigational aids, IMC climbs in unknown terrain...and the list goes on. In addition to the accidents there have been numerous incidents with the same overtones. Reading the accounts of some of these near-misses is a frightening experience.

These "ten rules" should assist USAFE outfits in performing low-level missions. Used together with applicable regulations, good maps, informative briefings and mixed with good common sense, they will go a long way in lessening the low-level threat. A well-prepared aircrew flying a reliable aircraft should always be able to accomplish that mission "on the deck."

1. PLAN EVERY LOW-LEVEL FLIGHT METICULOUSLY

Use current charts. Fly the routes in the direction prescribed. Flying them backwards ups the mid-air rate. Do not fly against a target of opportunity at low-level. Memorize the target run. Plan the flight; fly the plan.

2. DO NOT CONTINUE A LOW-LEVEL FLIGHT IN MARGINAL WEATHER

The greatest danger occurs in marginal weather over rolling, hilly terrain. (Everyone is careful when hills become mountains.) If it were solid soup, you would have already gone home. When it's marginal, there is a tendency to press on with the hope that the weather will improve. Flying low-level around hills in marginal weather is like Russian roulette; most of the time you win. But losing is a disaster.

3. FLY LOW OR SLOW, NEVER LOW AND SLOW

There is safety in speed as well as altitude. Higher speeds will give you the option to zoom in an emergency. Don't box yourself into a tense situation with neither speed nor altitude.

4. BE ALERT FOR THE UNEXPECTED

Have your maps ready before descent. Keep folding to a minimum. It's better to have a few maps and number them. Be alert for runaway trim. Watch out for uncharted towers and their guy wires. River valleys are often crossed by invisible cables. There are many glider fields in Europe: even a near-miss can be dangerous to a glider, or to a light Army aircraft. Fly with your helmet visor down whenever conditions permit. Impact with a bird shattered the windshield of an F-4C. The visor saved the pilot's eyesight. The gold-plated visor is also excellent for reducing haze.

5. PLAN ESCAPE ROUTES

Check the terrain on both sides of each leg and decide ahead of time which way to turn if the horizon disappears.

6. DO NOT TURN ON TIME ALONE IN THE HILLS OR MOUNTAINS

Normally, if you fail to identify a turning point, you would turn on ETA. Not in the hills or mountains. This faux pas could lead you up a box canyon if you were deceived by a similar checkpoint. This possibility was a suspected cause of an accident in USAFE last year. You must be positive of the turning point when flying around mountains or hills.

7. MONITOR THE ALTIMETER

Altimeters have been noted by USAFE aircrews to be wrong by as much as 2000 feet. Always get a target area altimeter setting from the forecaster. If you get another one in the target area, ask him if it's a QNH or a QFE. If you have a radar altimeter, crosscheck it.

8. CLIMB, IF YOU BECOME DISORIENTED

Plot a nav aid near each leg in case you have to climb for orientation. USAFE Reg. 50-7A requires you to plot nav aids for your entire low-level route and then use them to assure accurate navigation. If you cannot climb to 1500 feet above the ground in VMC conditions, then start your 180 immediately.

9. CHECK THE NOTAMS

Some parachuting areas are reserved for continuous use, some by Notam only. Hundreds of Frenchmen skydive at their local airports on weekends and holidays from early spring to the late fall. This is one reason why low-level flights are prohibited over France on Saturday afternoons, Sundays and holidays. French holidays are listed in the FLIP planning, Section II, German holidays are listed in USAFE Regulation 50-7. (Seems like the holidays of all countries in the USAFE area should be in one publication.) Know the drop zones in your local area. Avoid gunnery and artillery ranges unless you are doing the shooting.

10. LEAVE LOW-LEVEL ACROBATICS TO THE THUNDERBIRDS

Even they practice for weeks at altitude before they slowly lower their routine. Low-level flight requires more attention to details than the high-level version. Be professional.

(Editor's Note: The USAFE regulations cited in this article have been superseded by the AFCENT Low Flying Handbook--and the bases no longer exist--but the advice here is still pertinent a generation later to all types of flying. As they say. "Plus ca change, plus c'est la meme chose.")

CAPT THOMAS E. BOYLE

25 TRWg

USAFE AIRSCOOP, Nov/Dec 1965