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JANUARY FEBRUARY 1975 Ditor~ R~L NATIONAL DEFENCE HEAD~UARTERS 5 DIRECTORATE of FLIGHT SAFETY ~~~ ,01~ ., Ornmen T~ ~ Col R

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JANUARY FEBRUARY 1975 Ditor~ R~L NATIONAL DEFENCE HEAD~UARTERS 5 DIRECTORATE of FLIGHT SAFETY ~~~ ,01~ ., Ornmen T~ ~ Col R JANUARY FEBRUARY 1975 DiToR~ r~L NATIONAL DEFENCE HEAD~UARTERS 5 DIRECTORATE OF FLIGHT SAFETY ~~~ ,01~ ., ornmen t~ ~ COl R . D. SCHULTZ ~ ~3Vti DIRECTQR OF FLIGHT SAFETY Would you believe an added cause factor assessment MAJ F.K . lAWIaR ICOI F. G. VIIIENEUVE on an aircrafit incident that reads Personnel - Other Netdion ~d aedlrsis IevesttpoNae oea pnvnNee Personnel/Clerk Admin/Judgement . Well it's true . A CF 104 pilot found that the left tip tank yas cap cover was missing when he returned from a training trip . The investiyation revealed that the cap was lost in fliyht . Both pilots stated that on the external check the caps were definitely secure . Further checking at the unit revealed that twelve caps had Flying Time is Precious-Don't Waste It badly worn male dzus fasteners which could cause the loss 2 rationalization of a cap. All the worn fasteners were replaced and an Each time the financial belt tightens one of the areas usually affected instruction was issued from NDHQ calling for a check on is the flying time allotted to air training and operations . An immediate and the dzus fastener condition before each flight . However, the 5 good show often emotiondl res~onsef is that o ur operational capability will be degraded message containing the direction arrived at the base while and fliyht safety will be cor~ipromised . the S q uadron was awa Y on exercise . A clerk filed the 8 on the dials Such a reaction message and rt was not received by the Squadron, Sure is understancfable when well established values are enough, shortly after another CF 104 lost a tip tank cap chancfcd but are we being as honest with ourselves and the system as we because of a worn dzus fastener . When one remembers that 9 treat your engine like a friend should be? The answer is not simple nor are there any absolutes. There are the difference between an incident and an accident is a so many variables that each situation has to be assessed objectively in difference of degree and not kind the old adage thai "fliyht 10 aeromedevac relation to our collective experience with that weapons system, its role and safety is everybody's business" certainly holds true . the exf~ertise of the people involved . Provided we do our homework well at all levels anci recognize that the 12 helicopte~s and weather variables are constantly chanying then we should be able to counter any Most military personnel take some form of first~aid training adverse effect on o F~eration a I std~ ~ n dards and flight safety . The most during their careers but very rarely have to use it . This 16 vs 880 important factor in this exercise is a constant awareness that while Head- account of an incident that happened recently in a U .S . quarters assiqns the tasks and Commands set the basic standards, it is at the Naval aircraft highlights the importance of first-aid training sc 1 uadron level that the fl y in y ti ~rr~-e allotted will or will not be effectively for aircrew . 18 pressing ti~e attack C~ utilized . In fact, it is the individtial pilot, or crew, who carry the greatest "During descent from 17,000 ft in a C-9B, responsibility for getting the maximum benefit out of each and every sortie . the crew chief complained about feeling ill and 20 keep it clean By our own arguments each minute is important so there can be no went on 100 percent oxygen . Passing 12,000 ft he cfuestion of wasting time on ur~productive flying. This means that we can no suffered conuulsions, The aircraft commander, 23 gen from 210 lonr.i er afford t o d o so~ m e of those things that arc~ .> takcn> for granted in tirnes assisted by a fliyht attendant, removed the crew of relative F~lent y n o r c~a~ n wc allow pilots or crews to dt.cide when tht.y can chief from his seat and placed him in the forward relax . Our capat~ility and credibility depend on flying records reflecting how entrance way. At that time it appeared that he had 24 letters qood we are - not how ood we should be . stopped, breathing, His mouth was forced open, a g chest massaye beyun, and oxygen administered ,y~,ua,D `~r ~~cc..wrt after which normal breathing resumed . An emergency was declared and an , uneventful approach and landing was completed . Editor Maj. F. K. Lawlor The aircraft was met by an ambulance which took Art and layout J. A. Dubord the crewmember to the hospital," DDDS 7 Graphic Arts Flight Comrnenl is produced by the NDHQ Diracto " ---- rate of Fliqhr Safety . The contents do no1 neces " ' , ~a~~t DFS produces a variety of posters which are usually sarily reflect official policy ond unless ofherwise , distributed via the monthly FSO Info Kit . The ideas for stated should not be construed as repulations, L posters come from many sources but there is always a need orders or diredives . Contributions, comments and for new material, li you have any sugyestions which we criticism are welcome ; the promotion of fliyht safety might use for our regular posters or in the is best served by disseminating ideas ond on-the- iob experience . Send submissions to: Editor, Flight COL R . D. SCHUITZ RotortipslTiedowns series please send them alony . You're Comment, NDHQ~DFS, Ottawa, Ontario, K 1 A OK2 . DIRECTOR OF FLIGHT SAFETY closer to the action than we are so help spread the good Telephone: Area Code (613) 995-7037 . Subscrip- word around . tion orders should be diraded to Information Conoda, Ottawa, C>ntario, K1A 059 . Annual sub- scription rote is 51 .50 for Canoda and 52 .50 for other couatries . Remittonce should be mode pay- able to the Receiver General of Canada . HIGNELL PRINTING LIMITED, WI~INIPEG 02GX12486~2080 RATIOtiAL17.A1~101 LOGIC .~.,~ ) ,~~nr r~~~~ i li c t , /IHIAI A Wiu 'w4/ / rOSNl~ .i1~~ . V 111~VA( !Ni1 IhSrk ~ G~.~ Iw ; dIM pl IHiS i'f V ~ SIIVhNG ~ AI, ?I~ r'dji 'Nf :,g > rAl' Or a ;r,~ 1^ .r.AriGlu rlr".'. YEJ CNANGE IFVEI ~ ~~~~ .n0ahi5t~'IV " ~.~r)I~rtN~~'~~~ ::FY01 + ~ 1075 0~ b'~ T r, 1\Ci V tt tr t OOts ~~ taf DF4U ~~. ..* . \ iu~irt~s surrnri ro~v~<noH uvn~ ., a :~~aHGf iC ~H~ i - r,, q;D~~tiON MIIHOU YE~ "°~' 1' ;J NU 4V11f''~ ~ . ti'Ft> , ~4leoi6 " . .ir AND OR L' Y!U'~ir1YFN1 ., ~Gfuu1NCU ~~ / Z V Y I ~,~il~ ~ NO ?~ ~l V Follow the logic V + used by MSDB 44AMi n- Oi~~~s~nM ~YES Rf1AiN CyANGfME1HpD Dflflt ilr(} '`"~"r°s'"°^.r~,~N~,,,~ G~}() to determine M° , . , what, how :, I 3 and when to inspect . Yt1 . :~ ~ ~;~r~ "r'~:,e t!~' ~~:<~'.~.., :~7~ 54-, ~, ,~'e''-i '~9t~^, ~.,_ "',~ .~ r~i~ ~ ~c.4.~ Capt B_l. Meindl AMDU fFB Trenton ~a~ a~ . Suppuse yuu uwncd a ileet ot ~0 ainraf~t, what total tlyin~ huurs. maintcnance actiun wauld vuu take tu ensure th ;rt vuur ~lnothc+r appruach mav be tu accept the inspection 1 ~eu f >le alun t,~ with .vuur invcstntent--did not fall uut uf tltc: parameters su~~estedrr by~. the ~manufal'turer ; 11~- fur a -ve ;rr ur T` suv sun Si1P sl.v' Yuu rui;:}tt cunsidcr inspcctiun at rcgular intervals su thnt twu while accumulating rnaintenance datct, lhen rall upun an ri~ D ~;rnv lhint' was deteriuratint; it could be re 1 ~laced cn re { ~aired urgartization I~tuwn as Maintenancc Svstcms Ucvclopm<<~ r hefurc it raused trouble. Ilovvever, since the purpuse u1~ your Brartch to RrtTlO ;~'`,-a LILf' .vuur ins P cclic+ii s~. stcnt. fleet is to transport car~u and passengers ~~ou will lusc rnunev MSllB is a Br~nch uf the !1laint~n~n~e Lm~iucerirt~ if tiuur air~lanes1 are not u P erational, so the 9 uestiun arises : 'fe~hnulugy Division ~i AMUI` ;rnd has ;rs une ui~ its tasks the .o "I luw utten shuuld this aircrait he inspected'' " Yuu would "Rationalir:rtiun" ++f~ ;rll C;fnadian l~url:cs ;~ircrull 1laintcnurtcL want to inspect uften enou~Jt so that the safctv ul flikht is Schedulcs . "Ratiunaliz;rtiun" is bcst dcsrrihcd a5 a as~ured but .vuu would not want tu uver ins p ect because c:umhrehensive rc~vicw uf un ~ircraft rnaintenanl`c schedule prufits would clwindle . lt is possible to set two extremes and with a vicu~ tu providin~ an uptimurn inspcrticur prul ;ranr . .g , sumcwhere in between is the ideal inspectiun frequcncy . but tahing intu ~ceuuni the ;urcr;rft's scrvic~e role an~ upcrating 1 ltow is ii dc~termine~? experience. l~he end prurJuet is a tr~uintenance packape wlti~h , E uptimizes safctv uf tli~;ht in aircr;rft use and effe~~tivhness uf PlviN(~ MUUHS SWCf_ 145t 1NS~tCTION t -f-- 1 , m~inten ;utre eif~E~rt . z~ eo a~, ,Do ieo teo Tlte r;itic~n ;iliz;rtion pruccss is rrlalivrlv simplc' in thcurv ~ I I I I I I hut lun~, un eflurt which is cx P ended in tftrer m;rin areu, : This graph displays the statistical trends for unserviceabilities encountered between major inspections on a typical aircraft . a . Plunnint; : Note that immediately following the inspection the defects are high Iline 1) decreasing rapidly from 0 to 20 hours. Line 2 shows h . Uata ~;rthenn~~ ancl an ;rl~ sis: ;rnd the cyclic trend as the aircraft flies to and from supplementary inspections, while line 3 indicates that the overall defect rate is still ~ .
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