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Mr. Lewis asked that the information be repeated, which was done. His acknowledgment was the last communication from the aircraft.
F-86L Flight. At 1420 that afternoon F-86L, 55-3662, piloted by Captain William E. Meckem, and F-86L, 52-9993, piloted by First Lieutenant Howard T. Anderson, took off from the Cheyenne Municipal Airport as a flight of two. Both pilots were members of the 187th Fighter Interceptor Squadron, Wyoming Air National Guard. which is based on the Cheyenne Joint-use airport. The unit performs an air defense mission using the F-86L, an all-weather single-place Jet interceptor.
The purpose of the flight was a tactical evaluation for Lt. Anderson, given by Captain Meckem who was also a full—time training supervisor for the squadron. Briefly, the tactical evaluation is performed pursuant to COMO (Continental Air Command) directives and intends to permit an evaluation of pilot proficiency relative to combat-readiness standards. It is given semiannually and incorporates the various ground and flight training curricula necessary in the all-weather intercept. mission. Accordingly, prior to the flight, Lt. Anderson demonstrated to Captain Meckem Satisfactory knowledge of the F-86L aircraft and its systems and the regu— latory materials governing the Squadron's air defense mission. He also conducted a briefing of the flight portion of the evaluation covering its various requirements. These included a scramble from a simulated advanced state of readiness, a maximum performance without afterburner climb to high altitude, all-weather type C. C. I. intercepts, a simulated instrument penetration, and ILS low approach. The flight portion also included, if remaining fuel permitted, a simulated flameout pattern following the ILS approach.
Because of the all-weather nature of the flight, after takeoff Lt. Anderson flew his aircraft principally by reference to instruments while Captain Meckem flew as safety observer, positioning his aircraft behind, slightly below, and to the right of Lt. Anderson. At this time it was Captain Meckem's responsibility as safety pilot for the flight to look out for other aircraft and avoid collision. This responsibility is according to appropriate Civil Air Regulations and Air Force directives. According to their testimony, this was clearly understood by both pilots.
Weather conditions at this time and at the time of the accident were: High thin cirrus; visibility 90 miles.
About 1500, after the intercept phase was finished, Lt. Anderson called Cheyenne tower and requested a practice VFR-VOR Jet penetration and 11.3 low approach.[1] The tower cleared the flight as requested, advising it to maintain VFE at all times, to report leaving the VCR outbound at 20,000 feet, and when leaving the outer marker inbound to the ILS runway. The reports were made. it 1517, about 200 feet over the middle marker and at approximately 160 knots, Lt. Anderson finished the ILS and reported "on the go" to the tower. He continued down the runway and as the aircraft accelerated retracted speed brakes, gear, and flaps. At this time the simulated instrument flight portion of the mission ended and Lt. Anderson returned to visual flight. Captain Meckem remained in the safety-observer position as chase pilot. Each of the pilots said that at this time he watched for other aircraft but saw none.
- ↑ The penetration is an instrument procedure to transition jet fighters from high altitude to the instrument landing system. Lou approach meant the plane would not land after the ILS but would go around, passing over the landing runway" The ILS at Cheyenne is from east to west, the runway is 26, 260 degrees.
