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Arresting system proves vital to stopping jets in emergencies

  • Published
  • By Staff Sgt. Kenny Holston
  • 20th Fighter
SHAW AIR FORCE BASE, S.C. --  Airmen assigned to the 20th Civil Engineer Squadron worked with Maj. Justin Lewis, 55th Fighter Squadron pilot to test an Aircraft Arresting System here, March 21.
 
Airmen inspected the arresting system as they set it up to ensure it would work correctly while Lewis postured his F-16CJ Fighting Falcon to engage the system in order to thoroughly test it for accuracy and proper function.

"These systems are required to be engaged by an aircraft annually for their certification engagement," said Tech Sgt. Mathew Craig, 20th CES NCO in charge of barrier maintenance.

Shaw operates with two types of arresting systems, the BAK-12 and the E-5, totaling eight systems throughout the flightline. These systems can be used anytime aircrew deems it unsafe to stop on their own.

During a system test, proper operation of the hydraulic brake system is checked (this is what stops the aircraft). Airmen also inspect the purchase tapes and cable for damage. In addition, Airmen ensure the AAS is synchronized properly to work in unison. An aircraft could end up being forced off the runway by the barrier if doesn't function correctly, explained Craig.

"There are multiple inflight emergencies that could cause a difficult to impossible situation for me to safely land and stop on the runway," said Lewis. "Barriers like the BAK-12 allow me to safely recover the aircraft."

If break failure or other types of inflight emergencies occur, the AAS is employed and can be engaged by an aircraft traveling at speeds of up to 184 miles per hour.

"These systems are an essential part of the flying mission, in emergency's when the pilot has lost the ability to stop or control the aircraft," said Craig.

The AAS is an asset that could potentially save a pilots life and the 30 million dollar Air Force asset which he or she operates.

"The AAS is used to most importantly save the pilot and secondly save the aircraft from damage," Craig confirmed.

Arresting cables are set up to span the runway surface and is engaged by the aircrafts arresting gear hook which hangs from the rear of the plane when in use. The cables are typically 1 to 1 1/4 inch in diameter and suspended 1 1/2 to 3 inches above the flightline surface by rubber donuts.

Arresting systems have been used by the military aviation core since the late 1920s on aircraft carriers and for land-based runways, according to boeing.com.

Lewis, who earned his commission form Texas A&M in 2003, has served as an Air Force fighter pilot for 11 years and has conducted missions abroad. While sometimes rural, airfields in those locations also operate with arresting systems.

"The majority of the airfields overseas have arresting systems like the BAK-12s at Shaw," said Lewis. "They are a necessity for fighter operations. Fighters would not be able to carry combat payloads and take off safely without the ability to engage arresting systems during emergency situations."

As Lewis shot across the arresting system cable during the system test, his jet appeared to properly engage the AAS bringing the plane to a stop.

"The test went well," said Craig. "The system performed as designed. Nothing out of the ordinary was found and the Power Production and Fire Department crews did a great job with resetting the systems and getting the AAS back in service so the runway could be re-opened."

Over the past 15 months only one pilot has had to use the AAS in a real world situation here.

The fact that there has only been one real world situation in 15 months where the AAS was needed just means the 20th Aircraft Maintenance Squadron Airmen are doing a great job with the maintenance on their aircraft, Craig explained.