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Civil Air Patrol
US Air Force Auxiliary
PCR Re-Focus - Safety
Lt.Col. Alex Kay, PCR/SE
Acknowledgments
PCR would like to thank the following people in helping to prepare this PowerPoint.:
• Col Hahn - NVWG/CC• Lt. Col. Church- NVWG• Capt. Lucia – NVWG/SE• Edited by Lt.Col. G.C. Minnich, WAWG/SE• August 2012
Overview
Reason for Re-examinationCosts to CAPBackground FactsExisting Paradigm and RegsHangar RashWorn/Blown TiresFootwear Discussion
Reason for Review- CAP NHQ Focus on Safety Issues- PCR/CC Focus on Prevention- Everyone should want to make this “0”
-- Chiefly:Hangar RashBlown Aircraft Tires
General Costs to CAP- Injuries or risk of injuries- Maintenance Fees- Time- Loss of Use
-- Missions-- Proficiency flying-- Orientation flights-- Etc.
- Loss of credibility- Poor professional image
The Facts
For FY 12 the Region has reported the following:
1 Blown tire on landing.1 Flat Spot found after landing.4 Hanger Rash.2 Flat Tires.4 Bird Strikes.4 Aircraft Damaged During Landings.
The Facts
Changes in the rules for reporting safety have led to an increase in the number of reported safetymishaps.
This does not necessarily mean that more mishapsoccurred, but rather more are the result of newreporting requirements.
More of the Facts
What can we take away from this?
Any lessons to be learned?
Existing Paradigm
Regarding Aircraft and Flight Operations
- Pilot gets CAPF 5 checkout- Pilot gets CAPF 91 checkout (missions)- Pilot gets Biennial FAA review- Pilots and ops get various inspections
SAV, SUI, CI, etc. - Initial and recurring ground handling video- Annual ORM, Monthly Safety, etc.
What do the CAP Regs Say
CAP 60-1, CAP Flight ManagementPara 2-1
m. Sterile Cockpitn. Use of cockpit checklists mandatoryp. Crosswind componentr. Ground handling video
What do the CAP Regs SayPara 2-2
d. Duty day for pilots 14 hrs, 10 hrs rest between flightsh. No touching of controls below 1,000 ft for non-PICi. Taxi speed and ground aircraft separation
Para 2-4e. Standardized CAP aircraft info filef. Flight discrepancies and ground record
What do the CAP Regs SayPara 2-6
c. Commanders may require additional flight checks
Para 2-7g. CAP members may be assessed damages due to negligent operations
Caveat
Fortunately, we have many excellent pilots in This region and hangar-rash and blown tiresare infrequent.
However
Although infrequent, we must be vigilant to ensure they remain low-threat.
Hangar Rash
Wikipedia says it best…
Hangar rash is an aviation term that refers tominor incidents involving damage to aircraftthat typically originate due to improper groundhandling in and around a hangar, other aircraftor objects on the ground.
Most Frequent Causes“Hangar Rash” most often attributed to 1 or moreof the following:
- Sloppy Technique- Ignorance- Complacency- Arrogance- Fatigue
Even our best pilots are human and fall victimto these from time to time.
Most Frequent Causes
Accidents/incidents are to be expected, but ALLpilots should strive to be knowledgeable,proficient, alert, conscientious, etc. Give yourself“a check-up from the neck up.”
Remember to check egos at the door!
PIC AND AIR CREWHangar Rash Possible Solutions
- All crew members and passengers should be briefed, present, and participating at extractions and insertions- When humanly possible, use of 3-5 people, minimum, to extract an aircraft from a hangar, or to insert an aircraft into a hangar.
1 – Nose gear2 – One for each wing tip2 – One for each strut (optional)
PIC AND AIR CREWHangar Rash Solutions – cont.
- MSO, Assistant MSO, or Activity Safety Officer will be present at extraction or insertion whenever possible.- Pilots will get Hangar Rash warning during pre departure from the MSO, ASO, or FRO- FROs and MSOs will spend at least a few minutes on this subject before all flights- Light, laminated, “Hangar Rash Caution” placard to hang over yoke after all flights and stowed before all flights (recommended)
PIC AND AIR CREWHangar Rash Solutions – cont.- Announce Hangar Rash warning at all times when announcing Sterile Cockpit times- Ensure guidelines for main, and left and right landing gear, painted on hangar floors and adjacent taxiways- Have fixed rear chocks anchored in hangars for the make/model of the aircraft that will be stored there.
Options for CommandersHangar Rash Solutions – cont.- Hangar door padding- Hangar door marking tape- Wingtip padding/foam covers with “REMOVE BEFORE FLIGHT” streamers- Follow checklists on ground and in the air -- Even the best memories fail on occasion- Require CAPF 5 and 91 re-checks even if no incident when “attitude” issues cause leadership to be concerned. -- Flying CAP planes is a privilege, not a right
Options for Commanders
Hangar Rash Solutions – cont.
- Consider making ground handling video quarterly refresher requirement- Consider quarterly “Hangar Rash” PowerPoint as refresher requirement- Offer the “offender” pilot and their commander the opportunity to give a series of presentations to all CAP units within 50 miles, even those with with just cadets
Options for Commanders
Hangar Rash Solutions – cont.
- If you are going to use cadets for push back have cadets take the Ground Handling Course that is online- Have cadets view this PPT before they help.
Worn/Blown Tires
Blown tires and excessive wear can be causedby defect, technique, light, heat, cold, or time.
There have been some incidents of these inthis region.
Options for CommandersWorn Tires…These are obvious…
But what about the less obvious?
Photos above fromhttp://www.avweb.com/news/maint/193372-1.html
Photo to the right fromhttp://www.goodyearaviation.com/resources/pdf/aircraftmanual.pdfThis last source is AWESOME on aircraft tires.
Pilots Should Know
- Follow the checklists! CAPF 71 & POH- Inspect tires during preflight -- Roll aircraft 1 foot to see under tires too- Inspect tires after landing -- Roll aircraft 1 foot again to check under- Wear lighter boots (more on this in a minute)
- Position seat and rudder distance properly -- Feet on lower rudder pedals, not brakes- Ground aircraft with excessive tire wear
Pilots Should Know (cont.) Worn Tires Solutions – cont.
- Pilots might have to replace tires at their own expense if obvious excessive wear is not addressed during pre-flight- The pilot and their commander may have an opportunity to excel with lectures at other units in their area- Have training material made that discusses what warning signs to look for in tires
Notes on FootwearSome popular boot styles, Jump and Tactical.
Notes on FootwearThere may be a link between boot styles and wear on aircraft tires. Very rigid leather combator jump boots might contribute to the lack ofsensation on the rudder/brake pedals leading to the unintentional braking.
There is no direct evidence for this, only anecdotal evidence. More research should bedone to determine if there is a causal link orthat such a link be ruled out.
Summary
Reason for Re-examinationCosts to CAPBackground FactsExisting Paradigm and RegsHangar RashWorn/Blown TiresFootwear Discussion