Serving the community of Edwards Air Force Base California www.edwards.af.mil - www.facebook.com/EdwardsAirForceBase Public Affairs, Volume 63, Number 51 July 8, 2016 http://issuu.com/desertwings/docs/current By Kenji Thuloweit 412th Test Wing Public Affairs Testers from Edwards headed down the 215 Freeway to Perris, Califor- nia, June 14-15 to qualify a direct-deployment method for the RA-1 parachute system. The RA-1 is the military equivalent of the commercial Raider/Intruder system that is manufactured by Airborne Systems. The parachute system was designed for static line, ripcord and bottom of container (BOC) deploy- ment configurations. “When the Army did developmental test on the RA-1 at Yuma Proving Ground a few years back, they did not test BOC deployments,” said Jacob St. Germain, 418th Flight Test Squadron, Airdrop engineer. “The Air Force, in particular Guardian Angel, desired the BOC configuration to maintain the capability they had with previous parachute systems like the MC-4. Our goal was to perform an initial assessment of the BOC deployment configuration of the RA-1 system and qualify it to proceed to operational testing.” Guardian Angel is comprised of Combat Rescue Officers, pararescuemen, Survival, Evasion, Resistance, and Escape specialists dedicated to the Air Force core function of personnel recovery. The BOC modification to the RA-1 was a pocket added to the bottom of the parachute pack to stow the pilot parachute, which is deployed into the free airstream to deploy the main parachute. To initiate deployment, parachutists remove the pilot parachute by hand and deploy it off to their side, it then pulls the main chute free. Both BOC and ripcord are freefall deployment methods. In both cases, once the pilot parachute is inflated behind the parachutist, it should pull the main canopy deployment bag from its container. The suspension lines should feed out of stows on the deployment bag until fully elongated, at which point the deployment bag should open and release the main canopy. “Since the pilot parachute is deployed direct- ly into the freestream air, it should inflate more quickly and reliably than a ripcord. Most parachutists tend to prefer this method for that reason,” St. Germain said. “With the ripcord deployment method, pulling the ripcord initiates the deployment of a spring-loaded pilot parachute into the air behind the parachutist. The risk with this method is that the pilot parachute is released into the stagnant pocket of air known as the ‘burble,’ which devel- ops behind the parachutist. If the pilot parachute spring doesn't provide enough force to clear the burble, you could end up with pilot parachute hesitation malfunction. At best case this results in a significant increase in altitude loss; at worst case it could mean a cutaway.” St. Germain added that operational testing of the RA-1 in the BOC deployment configuration was scheduled to begin June 26 so the 418th FLTS had to test quickly and a C-12 Huron could not be Edwards jumpers test parachute deployment See Parachute, Page 2 Airmen from the 416th Aircraft Maintenance Squadron prepare to load an AIM-120 missile onto an F-16 Fighting Falcon in Hangar 1600 June 24. Two crews competed in the 2nd quarter weapons load competition June 24. One working on an F-22 and the other on an F-16 Fighting Falcon. The 416th Aircraft Mainte- nance Unit “Falcon” loaded one AIM-120 guided missile and one GBU-31 bomb onto their F-16. The 411th AMU loaded an AIM-120 missile and one GBU-32 bomb. The objective is to load both inert weapons onto their aircraft with speed and precision. Another weapons crew is planning to compete with the winner scheduled to be announced this week. (U.S. Air Force photo by Kenji Thuloweit) On target
Transcript
Serving the community of Edwards Air Force Base Californiawww.edwards.af.mil - www.facebook.com/EdwardsAirForceBase
Public Affairs, Volume 63, Number 51 July 8, 2016
http://issuu.com/desertwings/docs/current
By Kenji Thuloweit412th Test Wing Public Affairs
Testers from Edwards headed down the 215 Freeway to Perris, Califor-nia, June 14-15 to qualify a direct-deployment method for the RA-1 parachute system.
The RA-1 is the military equivalent of the commercial Raider/Intruder system that is manufactured by Airborne Systems. The parachute system was designed for static line, ripcord and bottom of container (BOC) deploy-ment configurations.
“When the Army did developmental test on the RA-1 at Yuma Proving Ground a few years back, they did not test BOC deployments,” said Jacob St. Germain, 418th Flight Test Squadron, Airdrop engineer. “The Air Force, in particular Guardian Angel, desired the BOC configuration to maintain the capability they had with previous parachute systems like the MC-4. Our goal was to perform an initial assessment of the BOC deployment configuration of the RA-1 system and qualify it to proceed to operational testing.”
Guardian Angel is comprised of Combat Rescue Officers, pararescuemen, Survival, Evasion, Resistance, and Escape specialists dedicated to the Air Force core function of personnel recovery.
The BOC modification to the RA-1 was a pocket added to the bottom of the parachute pack to stow the pilot parachute, which is deployed into the free airstream to deploy the main parachute. To initiate deployment,
parachutists remove the pilot parachute by hand and deploy it off to their side, it then pulls the main chute free.
Both BOC and ripcord are freefall deployment methods. In both cases, once the pilot parachute is inflated behind the parachutist, it should pull the main canopy deployment bag from its container. The suspension lines should
feed out of stows on the deployment bag until fully elongated, at which point the deployment bag should open and release the main canopy.
“Since the pilot parachute is deployed direct-ly into the freestream air, it should inflate more quickly and reliably than a ripcord. Most parachutists tend to prefer this method for that reason,” St. Germain said.
“With the ripcord deployment method, pulling the ripcord initiates the deployment of a spring-loaded pilot parachute into the air behind the parachutist. The risk with this method is that the pilot parachute is released into the stagnant pocket of air known as the ‘burble,’ which devel-ops behind the parachutist. If the pilot parachute spring doesn't provide enough force to clear the burble, you could end up with pilot parachute hesitation malfunction. At best case this results in a significant increase in altitude loss; at worst case it could mean a cutaway.”
St. Germain added that operational testing of the RA-1 in the BOC deployment configuration was scheduled to begin June 26 so the 418th FLTS had to test quickly and a C-12 Huron could not be
Edwards jumpers test parachute deployment
See Parachute, Page 2
scheduled that fast. Twenty-two test jumps were accomplished in total from a Skydive Perris Twin Otter aircraft.
“Skydive Perris has supplied aircraft for previ-ous test programs and is very supportive of military clients. Without their support and flexibility, we could not have executed as efficiently and cost-effectively as we did.”
The first day consisted of 12 test jumps with exit altitudes at 10,500 feet to allow the parachut-ist free-fall time to perform practice touches of the BOC pilot chute before deploying it at 4,500 feet. The second day consisted of 10 test jumps where the parachutist immediately deployed his pilot chute after exiting the aircraft at 5,500 ft.
Data was collected through parachutist questionnaires, ground video and air-to-air video.
Air-to-air video was accomplished using another parachutist from the 88th Test and Evaluation Squadron with a head-mounted camera. GPS, acceleration, pressure and temperature were captured with parachutist-mounted instrumenta-tion.
“The ultimate goal for our test was to perform an initial assessment of BOC deployments with the RA-1 system. As long as the system was performing as expected and BOC deployment did not appear to cause any additional potential for malfunctions, we would qualify the system to move to operational test,” said St. Germain.
The RA-1 system with the BOC deployment method will go to operational testing by the 88th TES at Nellis Air Force Base, Nevada.
“We are planning another test of the RA-1 system in the fall with the intent of reducing the current minimum deployment altitude.”
Airmen from the 416th Aircraft Maintenance Squadron prepare to load an AIM-120 missile onto an F-16 Fighting Falcon in Hangar 1600 June 24.Two crews competed in the 2nd quarter
weapons load competition June 24. One working on an F-22 and the other on an F-16 Fighting Falcon. The 416th Aircraft Mainte-nance Unit “Falcon” loaded one AIM-120 guided missile and one GBU-31 bomb onto their F-16. The 411th AMU loaded an AIM-120 missile and one GBU-32 bomb. The objective is to load both inert weapons onto their aircraft with speed and precision. Another weapons crew is planning to compete with the winner scheduled to be announced this week. (U.S. Air Force photo by Kenji Thuloweit)
On target
2 July 8, 2016www.facebook.com/EdwardsAirForceBase
Desert Wingswww.edwards.af.mil
from Parachute, Page 1
Testers from Edwards headed down the 215 Freeway to Perris, Califor-nia, June 14-15 to qualify a direct-deployment method for the RA-1 parachute system.
The RA-1 is the military equivalent of the commercial Raider/Intruder system that is manufactured by Airborne Systems. The parachute system was designed for static line, ripcord and bottom of container (BOC) deploy-ment configurations.
“When the Army did developmental test on the RA-1 at Yuma Proving Ground a few years back, they did not test BOC deployments,” said Jacob St. Germain, 418th Flight Test Squadron, Airdrop engineer. “The Air Force, in particular Guardian Angel, desired the BOC configuration to maintain the capability they had with previous parachute systems like the MC-4. Our goal was to perform an initial assessment of the BOC deployment configuration of the RA-1 system and qualify it to proceed to operational testing.”
Guardian Angel is comprised of Combat Rescue Officers, pararescuemen, Survival, Evasion, Resistance, and Escape specialists dedicated to the Air Force core function of personnel recovery.
The BOC modification to the RA-1 was a pocket added to the bottom of the parachute pack to stow the pilot parachute, which is deployed into the free airstream to deploy the main parachute. To initiate deployment,
parachutists remove the pilot parachute by hand and deploy it off to their side, it then pulls the main chute free.
Both BOC and ripcord are freefall deployment methods. In both cases, once the pilot parachute is inflated behind the parachutist, it should pull the main canopy deployment bag from its container. The suspension lines should
feed out of stows on the deployment bag until fully elongated, at which point the deployment bag should open and release the main canopy.
“Since the pilot parachute is deployed direct-ly into the freestream air, it should inflate more quickly and reliably than a ripcord. Most parachutists tend to prefer this method for that reason,” St. Germain said.
“With the ripcord deployment method, pulling the ripcord initiates the deployment of a spring-loaded pilot parachute into the air behind the parachutist. The risk with this method is that the pilot parachute is released into the stagnant pocket of air known as the ‘burble,’ which devel-ops behind the parachutist. If the pilot parachute spring doesn't provide enough force to clear the burble, you could end up with pilot parachute hesitation malfunction. At best case this results in a significant increase in altitude loss; at worst case it could mean a cutaway.”
St. Germain added that operational testing of the RA-1 in the BOC deployment configuration was scheduled to begin June 26 so the 418th FLTS had to test quickly and a C-12 Huron could not be
See Parachute, Page 2
scheduled that fast. Twenty-two test jumps were accomplished in total from a Skydive Perris Twin Otter aircraft.
“Skydive Perris has supplied aircraft for previ-ous test programs and is very supportive of military clients. Without their support and flexibility, we could not have executed as efficiently and cost-effectively as we did.”
The first day consisted of 12 test jumps with exit altitudes at 10,500 feet to allow the parachut-ist free-fall time to perform practice touches of the BOC pilot chute before deploying it at 4,500 feet. The second day consisted of 10 test jumps where the parachutist immediately deployed his pilot chute after exiting the aircraft at 5,500 ft.
Data was collected through parachutist questionnaires, ground video and air-to-air video.
Air-to-air video was accomplished using another parachutist from the 88th Test and Evaluation Squadron with a head-mounted camera. GPS, acceleration, pressure and temperature were captured with parachutist-mounted instrumenta-tion.
“The ultimate goal for our test was to perform an initial assessment of BOC deployments with the RA-1 system. As long as the system was performing as expected and BOC deployment did not appear to cause any additional potential for malfunctions, we would qualify the system to move to operational test,” said St. Germain.
The RA-1 system with the BOC deployment method will go to operational testing by the 88th TES at Nellis Air Force Base, Nevada.
“We are planning another test of the RA-1 system in the fall with the intent of reducing the current minimum deployment altitude.”
Testers qualify direct-deployment methodThe 412th Test Wing Safety Office will present
its annual motorcycle safety briefing at the Airman Family Readiness Center Extender Room in Building 5620, Thursday at 8:30 a.m. and 2:30 p.m.
This briefing will meet the requirements of AFI 91-207, The US Air Force Traffic Safety Program, and is a mandatory formation for military person-nel who operate a street motorcycle on and/or off duty. Air Force civilian personnel whose official position descriptions require them to operate a motorcycle in the course of their duties are also required to attend. Attendees shoule be sure to sign in, as attendance will be taken and course credit will be validated from the attendance roster.
Civilian motorcycle safety representatives, appointed by their commander to manage the Unit's Motorcycle Safety Program, are highly encouraged to attend and all other civilian motor-cyclists may attend (must take annual leave) with supervisors' approval.
For any further questions, call the 412th Test Wing Safety Office at 661-277-SAFE (7233).
Col. Scott Cain (left), 412th Operations Group commander, hands the 416th Flight Test Squadron guidon to Lt. Col. Chris Keithley during a change of com-mand ceremony June 24. Keithley takes over from Lt. Col. Darren Wees.
Keithley comes to the 416th just down the road from the 461st Flight Test Squadron where he served as director of operations. He is a senior pilot with more than 2,000 flight hours in 35 different types of aircraft. Keithley is also a distinguished graduate of the U.S. Air Force Test Pilot School here.
The 416th FLTS oversees developmental test and evaluation at Edwards AFB for the F-16 Fighting Falcon. The squadron conducts program management, flight operations and test engineering for the Global Power Combined Test Force, over-seeing the continuous modernization of the F-16. Additionally, the 416th FLTS provides training for other squadrons around the Air Force in high angle of attack departure recognition, avoidance and recoveries. (U.S. Air Force photo by Chris Okula)
Senior Airman found guilty in court martial
On June 2, a 412th Security Forces Squadron Airman was found guilty of being absent without leave in violation of the UCMJ, Article 86, and making seven false official statements, in violation of the UCMJ, Article 107. He was sentenced to a reduction in rank (from E-4 to E-3) and to be discharged from the Air Force with a bad conduct discharge.
New leader for 416th FLTS
3 July 8, 2016www.facebook.com/EdwardsAirForceBase
Desert Wingswww.edwards.af.mil
Testers from Edwards headed down the 215 Freeway to Perris, Califor-nia, June 14-15 to qualify a direct-deployment method for the RA-1 parachute system.
The RA-1 is the military equivalent of the commercial Raider/Intruder system that is manufactured by Airborne Systems. The parachute system was designed for static line, ripcord and bottom of container (BOC) deploy-ment configurations.
“When the Army did developmental test on the RA-1 at Yuma Proving Ground a few years back, they did not test BOC deployments,” said Jacob St. Germain, 418th Flight Test Squadron, Airdrop engineer. “The Air Force, in particular Guardian Angel, desired the BOC configuration to maintain the capability they had with previous parachute systems like the MC-4. Our goal was to perform an initial assessment of the BOC deployment configuration of the RA-1 system and qualify it to proceed to operational testing.”
Guardian Angel is comprised of Combat Rescue Officers, pararescuemen, Survival, Evasion, Resistance, and Escape specialists dedicated to the Air Force core function of personnel recovery.
The BOC modification to the RA-1 was a pocket added to the bottom of the parachute pack to stow the pilot parachute, which is deployed into the free airstream to deploy the main parachute. To initiate deployment,
parachutists remove the pilot parachute by hand and deploy it off to their side, it then pulls the main chute free.
Both BOC and ripcord are freefall deployment methods. In both cases, once the pilot parachute is inflated behind the parachutist, it should pull the main canopy deployment bag from its container. The suspension lines should
feed out of stows on the deployment bag until fully elongated, at which point the deployment bag should open and release the main canopy.
“Since the pilot parachute is deployed direct-ly into the freestream air, it should inflate more quickly and reliably than a ripcord. Most parachutists tend to prefer this method for that reason,” St. Germain said.
“With the ripcord deployment method, pulling the ripcord initiates the deployment of a spring-loaded pilot parachute into the air behind the parachutist. The risk with this method is that the pilot parachute is released into the stagnant pocket of air known as the ‘burble,’ which devel-ops behind the parachutist. If the pilot parachute spring doesn't provide enough force to clear the burble, you could end up with pilot parachute hesitation malfunction. At best case this results in a significant increase in altitude loss; at worst case it could mean a cutaway.”
St. Germain added that operational testing of the RA-1 in the BOC deployment configuration was scheduled to begin June 26 so the 418th FLTS had to test quickly and a C-12 Huron could not be
scheduled that fast. Twenty-two test jumps were accomplished in total from a Skydive Perris Twin Otter aircraft.
“Skydive Perris has supplied aircraft for previ-ous test programs and is very supportive of military clients. Without their support and flexibility, we could not have executed as efficiently and cost-effectively as we did.”
The first day consisted of 12 test jumps with exit altitudes at 10,500 feet to allow the parachut-ist free-fall time to perform practice touches of the BOC pilot chute before deploying it at 4,500 feet. The second day consisted of 10 test jumps where the parachutist immediately deployed his pilot chute after exiting the aircraft at 5,500 ft.
Data was collected through parachutist questionnaires, ground video and air-to-air video.
Air-to-air video was accomplished using another parachutist from the 88th Test and Evaluation Squadron with a head-mounted camera. GPS, acceleration, pressure and temperature were captured with parachutist-mounted instrumenta-tion.
“The ultimate goal for our test was to perform an initial assessment of BOC deployments with the RA-1 system. As long as the system was performing as expected and BOC deployment did not appear to cause any additional potential for malfunctions, we would qualify the system to move to operational test,” said St. Germain.
The RA-1 system with the BOC deployment method will go to operational testing by the 88th TES at Nellis Air Force Base, Nevada.
“We are planning another test of the RA-1 system in the fall with the intent of reducing the current minimum deployment altitude.”
Edwards celebrates America’s birthday
Airmen from the 416th Aircraft Maintenance Squadron prepare to load an AIM-120 missile onto an F-16 Fighting Falcon in Hangar 1600 June 24.Two crews competed in the 2nd quarter
weapons load competition June 24. One working on an F-22 and the other on an F-16 Fighting Falcon. The 416th Aircraft Mainte-nance Unit “Falcon” loaded one AIM-120 guided missile and one GBU-31 bomb onto their F-16. The 411th AMU loaded an AIM-120 missile and one GBU-32 bomb. The objective is to load both inert weapons onto their aircraft with speed and precision. Another
If I tell you about a road trip I’m planning, where I’m going, what I hope to see, and how I’m going to travel, you’ll be left wondering why I’m going in the first place. Similarly, when you start talking to other people about innovation, especially other innovators, one of the first questions they’ll ask is not what are you innovating, or how are you innovating, but why are you innovating. What is your pur-pose, the reason behind what you’re trying to do? If you’re not clear on why you’re innovating, then you’ll have trouble determining what to innovate and how to innovate. More importantly, you’ll have trouble staying motivated when that great idea starts to look more and more like hard work, because the fact is, innovation requires us to give our best effort and work hard. So here is our answer to “Why Innovate?”
Our freedom and the sovereignty of our nation is secured by men and women who put their lives on the line to defend us against those who seek our destruction. We believe they deserve the most advanced, reliable, and effective war-winning capabilities delivered to the field in the shortest time. Our adversaries are determined and the threats are relentless. We must be
agile and responsive in order to meet the needs of today's warfighter and exploit tomor-row's opportunities. We won't let red tape and bureaucracy defeat us. As airmen we are partners with the warfighter and we innovate to remain at the forefront of test and evaluation. We innovate to invent new capabilities; we innovate to execute our mission efficiently; we innovate to apply knowledge to new frontiers, and we innovate to explore the possibili-ties of tomorrow because the greatest threat to the warfighter is airmen who accept the status quo.
Does this cause resonate with you? Do you believe what we believe? Are you inspired to act? If so, we want to hear from you. We want to know if you identify as an innovator and we want to partner with you. Shoot us an email and tell us a little bit about yourself. What are you passionate about, what unique knowledge, skills, and abilities do you possess, what is your vision for the future of T&E? Email: [email protected]; or [email protected].
Why innovate? To explore the possibilities of tomorrow
weapons crew is planning to compete with the winner scheduled to be announced this week. (U.S. Air Force photo by Kenji Thuloweit)
240240Pie eating, cotton candy and firewords were just a small part of the event as approximately 2,000 Team Edwards members gathered at Wings Field and Roberts Field to celebrate the nation’s 240th birthday during Summer Bash Monday. The celebration also featured live music, food, carnival rides and many other attractions. (U.S. Air Force photos by Joseph Pol Gocong)
Edwards celebrates America’s birthday
4 July 8, 2016www.facebook.com/EdwardsAirForceBase
On July 9, 1965 the tilt-wing XC-142A vertical/short takeoff and landing
aircraft arrived for Category II testing following a two-day flight from the
Ling-Temco-Vought plant in Dallas, Texas. The flight was the first long distance hop of a V/STOL aircraft. The XC-142A was an experimental four-engine propeller transport in
which the engines and wings tilted in flight to transition between vertical
and horizontal flight. (Edwards History Office file photo)
This week in Edwards Flight Test History
Sliced it!Trent Duncan (left) and Oscar Soto of Duran Construction cut a piece of concrete from the walkway at Muroc Lake Golf Course. The contractors began work Tuesday to repair the parking lot for the golf course, the parking lot for Building 5601 (Lodg-ing), and Crossfield Road. The repairs are expected to take approxi-mately three weeks. Access and parking for the Golf Course will remain open although will be limited to half of the parking lot. The parking lot for Building 5601 will be closed, but alternate parking will be provided behind the building. (U.S. Air Force photo by Christopher Ball)
Testers from Edwards headed down the 215 Freeway to Perris, Califor-nia, June 14-15 to qualify a direct-deployment method for the RA-1 parachute system.
The RA-1 is the military equivalent of the commercial Raider/Intruder system that is manufactured by Airborne Systems. The parachute system was designed for static line, ripcord and bottom of container (BOC) deploy-ment configurations.
“When the Army did developmental test on the RA-1 at Yuma Proving Ground a few years back, they did not test BOC deployments,” said Jacob St. Germain, 418th Flight Test Squadron, Airdrop engineer. “The Air Force, in particular Guardian Angel, desired the BOC configuration to maintain the capability they had with previous parachute systems like the MC-4. Our goal was to perform an initial assessment of the BOC deployment configuration of the RA-1 system and qualify it to proceed to operational testing.”
Guardian Angel is comprised of Combat Rescue Officers, pararescuemen, Survival, Evasion, Resistance, and Escape specialists dedicated to the Air Force core function of personnel recovery.
The BOC modification to the RA-1 was a pocket added to the bottom of the parachute pack to stow the pilot parachute, which is deployed into the free airstream to deploy the main parachute. To initiate deployment,
parachutists remove the pilot parachute by hand and deploy it off to their side, it then pulls the main chute free.
Both BOC and ripcord are freefall deployment methods. In both cases, once the pilot parachute is inflated behind the parachutist, it should pull the main canopy deployment bag from its container. The suspension lines should
feed out of stows on the deployment bag until fully elongated, at which point the deployment bag should open and release the main canopy.
“Since the pilot parachute is deployed direct-ly into the freestream air, it should inflate more quickly and reliably than a ripcord. Most parachutists tend to prefer this method for that reason,” St. Germain said.
“With the ripcord deployment method, pulling the ripcord initiates the deployment of a spring-loaded pilot parachute into the air behind the parachutist. The risk with this method is that the pilot parachute is released into the stagnant pocket of air known as the ‘burble,’ which devel-ops behind the parachutist. If the pilot parachute spring doesn't provide enough force to clear the burble, you could end up with pilot parachute hesitation malfunction. At best case this results in a significant increase in altitude loss; at worst case it could mean a cutaway.”
St. Germain added that operational testing of the RA-1 in the BOC deployment configuration was scheduled to begin June 26 so the 418th FLTS had to test quickly and a C-12 Huron could not be
scheduled that fast. Twenty-two test jumps were accomplished in total from a Skydive Perris Twin Otter aircraft.
“Skydive Perris has supplied aircraft for previ-ous test programs and is very supportive of military clients. Without their support and flexibility, we could not have executed as efficiently and cost-effectively as we did.”
The first day consisted of 12 test jumps with exit altitudes at 10,500 feet to allow the parachut-ist free-fall time to perform practice touches of the BOC pilot chute before deploying it at 4,500 feet. The second day consisted of 10 test jumps where the parachutist immediately deployed his pilot chute after exiting the aircraft at 5,500 ft.
Data was collected through parachutist questionnaires, ground video and air-to-air video.
Air-to-air video was accomplished using another parachutist from the 88th Test and Evaluation Squadron with a head-mounted camera. GPS, acceleration, pressure and temperature were captured with parachutist-mounted instrumenta-tion.
“The ultimate goal for our test was to perform an initial assessment of BOC deployments with the RA-1 system. As long as the system was performing as expected and BOC deployment did not appear to cause any additional potential for malfunctions, we would qualify the system to move to operational test,” said St. Germain.
The RA-1 system with the BOC deployment method will go to operational testing by the 88th TES at Nellis Air Force Base, Nevada.
“We are planning another test of the RA-1 system in the fall with the intent of reducing the current minimum deployment altitude.”
The 412th Test Wing Safety Office will present its annual motorcycle safety briefing at the Airman Family Readiness Center Extender Room in Building 5620, Thursday at 8:30 a.m. and 2:30 p.m.
This briefing will meet the requirements of AFI 91-207, The US Air Force Traffic Safety Program, and is a mandatory formation for military person-nel who operate a street motorcycle on and/or off duty. Air Force civilian personnel whose official position descriptions require them to operate a motorcycle in the course of their duties are also required to attend. Attendees shoule be sure to sign in, as attendance will be taken and course credit will be validated from the attendance roster.
Civilian motorcycle safety representatives, appointed by their commander to manage the Unit's Motorcycle Safety Program, are highly encouraged to attend and all other civilian motor-cyclists may attend (must take annual leave) with supervisors' approval.
For any further questions, call the 412th Test Wing Safety Office at 661-277-SAFE (7233).
The Desert Wings staff is seeking volunteer writers. Instruction is available. For more information call 277-6082
