APR 2018 1

ZERO ACCIDENT IS AN ACHIEVABLE GOAL!

121 SQN: 45 Years of Accident-Free Flying

Special Edition: Top 10 RSAF 1 Squadron, Emergencies! 2017 Safety 04 2 Services, 20 A Solo Trainee’s Competition 1 Safety Culture Posters Recount Inside!

What is Happening Will to Wheel 11 to my Aircraft? 23 APR 2018 | issue 95 | issue APR 2018 2 FOCUS - ISSUE 95 CONTENTS Foreword

1 Squadron, 2 Services, from Head Air Force Inspectorate 1 Safety Culture 04 As we move forward into the new work knowledge allowed them to overcome their year, our operations and training tempo challenges to what could have easily been What is Happening to my will be high as we celebrate our RSAF’s catastrophic accidents. 50th Anniversary, defend our skies against 04 On ground safety, motor transport accidents 11 Aircraft? conventional and non-conventional threats, have been on the rise and it is important that and participate in a myriad of operations we stem this rise by practising defensive and exercises both locally and overseas. To driving and riding, and always being alert Emergencies! A Solo this end, we must continue to be vigilant and when we are on the roads. In the last article, Trainee’s Recount strive for . This is realisable 20 Zero Accidents 708 SQN shares how their squadron places when our safety standards and strong strong emphasis to uphold high safety fundamentals remain enduring. 11 standards and fundamentals in each of their Will to Wheel We start this issue of FOCUS with 121 SQN transport operators, so that they are able 23 sharing the secrets of their success in to ensure a safe and accident-free journey achieving a remarkable 45 years of accident- for themselves, their passengers and other free flying, and how they are able to forge motorists on the road. a strong safety culture between both the Safety Activities Zero Accident is an achievable goal, and I RSAF and RSN personnel in the squadron. 28 am confident that we can achieve this goal This is truly an admirable effort and it is 20 by observing this one simple slogan - “Be something we can all learn and emulate in the strongest link in accident prevention”. I our daily lives. 4 PICS 1 WORD wish everyone a safe work year ahead. In the second and third articles, two of our 34 Mission Success, Safety Always! aircrew - one an experienced Qualified Flying Instructor from 130 SQN, and the other a young junior pilot from 150 SQN - Crossword Puzzle 23 35 recount their experiences when faced with uncertainties in dire emergencies, and how COL Philip Chionh their strong fundamentals in flying skills and Head Air Force Inspectorate FOCUS magazine is available on EDITORIAL BOARD these sites: Chairman Editor Internet: COL Philip Chionh CPT Wong Minghua, Donald http://mindef.sg/RSAF_Focus Members Assistant Editors Intranet: LTC Danny Koh Keng Seng ME3 Tan Tee Hoo http://webhosting.intranet.defence. LTC Chew Pang Teck Jin REC Goh Zhen Kang gov.sg/web/AirForce/AFI/index.htm ME6 Amos Yap Keng Yong Design MAJ Chai Nim Chet OVOC Pte Ltd CPT Sim Guo Ping CPT (DR) Benjamin Seah CPT(DR) Cheok Liang Jie MS Audrey Siah Yushu

FOCUS is published by Air Force Inspectorate (AFI), HQ RSAF, for accident prevention purposes. Use of information contained herein for purposes other than accident prevention, requires prior authorisation from AFI. The content of FOCUS is of an informative nature and should not be considered as directive or regulatory unless so stated. The opinions and views in this magazine are those expressed by the writers and do not reflect the official views of RSAF. The contents should not be discussed with the press or anyone outside the armed services establishment. 4 FOCUS - ISSUE 95 APR 2018 5 ARTICLE ARTICLE

1 Squadron,

2 Services, 121 SQN is the first RSAF squadron to have responsibility of ensuring the security of achieved a record 45 years of accident- Singapore’s Sea Lines of Communication free flying, whilst also being the first RSAF (SLOCs), the squadron maintains a 1 Safety Culture squadron to achieve 150,000 accident- high operational tempo across a wide free flying hours. These achievements spectrum of operations. In addition Why a strong safety culture and established were only made possible through the to her primary role of Maritime Air safety processes are important to 121 SQN collective conviction of the squadron that Surveillance, the squadron conducts anti- “Zero Accident is an Achievable Goal”, piracy patrols in the Straits of Malacca and that “Zero Accident is an indicator of and Singapore under the multilateral operational capability.” “Eyes-in-the-Sky” initiative, and airlifts in support of SAF Deployments and Introduction Humanitarian Assistance and Disaster Relief (HADR) efforts. The squadron also Established in 1973 as the first Transport stands ready around the clock to launch squadron within the then-Singapore Air Search and Locate missions in fulfillment Defence Command, 121 SQN began life as of Singapore’s international commitment the “Gannets”, operating the SH7 Skyvan. to its Flight Information Region. In 1993, with the arrival of the Fokker-50 UTA (Utility Aircraft) and Mk2S (Maritime 121 SQN has long been a forerunner in Enforcer Mk II), the Squadron rebranded integrated operations within the SAF; itself as the “Enforcers”, adopting reflected in the squadron’s vision; “1 LTA Woo Bing Zhang the Brahminy Kite as its new mascot. Family, 2 Services to fulfil 1 SAF Mission.” Today, the squadron occupies a unique Comprising pilots and aircrew specialists Operational Pilot place within the RSAF. Tasked with the from the RSAF and Tactical Aircraft 121 SQN 6 FOCUS - ISSUE 95 APR 2018 7 ARTICLE ARTICLE

Coordination Officers (TACCOs) and For example, on a daily basis, a “Safety sensor operators from the Republic of Prefect” is nominated. He or she is Singapore Navy (RSN), and logistical answerable directly to the Squadron partners from Singapore Technologies Executive Officer (SXO), and is empowered Aerospace Engineering (STAe), these to assist the Unit Safety Officer (USO) diverse elements have come to be forged and Safety Team in overseeing the safe together into a single, cohesive entity conduct of daily operations and tasks. The dedicated towards achieving mission Safety Prefect also provides an additional success. layer of defence against potential lapses such as expired crew currencies, The pressure to achieve mission success is or potential violations of crew duty high as many of these missions are time- periods. Additionally, the Safety Prefect critical, and a reflection of the credibility also conducts checks on all aspects of and professionalism of the Air Force domestic safety within the squadron and the Nation. Nevertheless, safety compound - anything from looking out is consistently and unyieldingly a key for potential water ponding, sounding the consideration in the squadron’s decision alert on deadfalls after a thunderstorm, making processes and has come to be RSN personnel work hand-in-hand with RSAF personnel on board the Fokker-50 to safely fufill the SAF mission. to highlighting violations of orders or part of the DNA of every Enforcer. This Standard Operating Procedures. is achieved through three key thrusts, namely: Another example of the squadron’s efforts Central to this is the Monthly Operational of experience and competency within to include every individual into the safety 1. Strong command emphasis Plan (MOP). The MOP is constantly the crew. Similarly, mission commanders conversation is the requirement for each calibrated by the squadron leadership are drawn from both pilots and TACCOs 2. Maintaining high standards and crew member to raise a personal Special to balance training requirements against based on experience and seniority. competencies Interest Item (SII) during the pre-flight operational taskings. This allows the When it comes to RSAF Safety Day (RSD), brief. Apart from helping to ensure a sense creation of capacity and helps to manage 3. One safety culture across the the squadron walks the talk on safety of personal ownership in the successful the operational tempo of the squadron. Enforcers emphasis. As a general rule, attendance accomplishment of the mission, this also In this manner, extended periods of high is mandatory. All personnel are expected gives individuals a chance to highlight any operational tempo which may result in Command Emphasis to be present with no clearing of annual potential safety hazards that they feel may burnout are avoided, and Enforcers have A strong command emphasis on safety has leaves, Off-In-Lieus, or attending of have been overlooked or marginalised. full confidence that after the hard work built a healthy and robust safety culture other programmes allowed; exceptions Perhaps even more importantly, it allows is done, they can look forward to having within the squadron. This strong safety are only granted with the CO’s approval. every individual to know that they are a the time to recharge, preventing fatigue culture is the result of interweaving safety Each RSD sees the squadron schedule critical link in the safety chain no matter from setting in, and enabling them to awareness into operational processes and a comprehensive safety program - their seniority. better balance these commitments with daily operational planning, as well as clear beginning in the morning with a thorough time that they can spend with their loved top-down emphasis on safety matters. aircraft shakedown, followed by a safety Daily Operational Planning ones. update which includes a detailed look- Building Safety Through Strong The belief that “safety is a key institutional Strong emphasis is also placed on the ahead of the squadron’s key taskings for Operational Processes enabler of mission success” is evident in squadron’s daily scheduling, which is the month and related safety emphases. the approach the squadron takes with overseen by both RSAF and RSN Flight Time is also taken to examine case- Elements of safety awareness pervade all respect to the planning and management Commanders. Attention is placed on crew studies of significant Flight Accident aspects of the squadron’s daily operational of daily operations. The numerous matching - not merely between pilots, but Incident Reports (FAIRs). STAe personnel routine, from the daily operations brief, operational taskings assigned to the within the entire crew. For example, junior are also actively involved in the RSD to the running of the operations room, squadron means that the operational aircraft captains are matched with senior programme, thus reinforcing a common and down to each mission brief. In each tempo remains high throughout the year. TACCOs, and junior TACCOs are likewise safety language and culture with our instance, the aim is to involve every single Despite this, safety remains paramount in matched with senior sensor operators to logistics partners. individual in the safety conversation. operational planning. ensure that there is an overall balance 8 FOCUS - ISSUE 95 APR 2018 9 ARTICLE ARTICLE

directives. This ensures that each aircrew and restrictive available airspace, had the is familiar with the different operational squadron had begun immediately with requirements and environment for approaches in Sudong, the risks would each mission before being allowed to have been significantly higher. assume the responsibility of serving as operational crew. The squadron does not rest on its laurels and is always looking to improve on Secondly, attention is taken to ensure existing processes. At the time of writing, that opportunities for realistic training are the squadron is conducting a review of created and exploited as far as possible. several checklists and procedures with 121 SQN personnel are able to achieve mission success safely by demanding and maintaining high standards. Emphasis is placed by the leadership the aim of simplification and streamlining on securing and spreading valuable them. dedicated training opportunities across as many personnel as far as possible. Maintaining High appreciate the individual contributions 1 Safety Culture Shared Standards and each section brings to the table as well The majority of sorties flown by 121 SQN by 2 Services and STAe as the challenges they face. Cross-sharing are operational taskings rather than Competencies Forging an integrated and cohesive is thus a critical component of each dedicated training sorties. In order to Standards and safety are well-recognised unit out of personnel from two services debrief, as is the focus on the capturing maximise training opportunities, the as twin pillars to mission success. Like poses some unique challenges. Naturally, and reviewing of lessons learnt. Being a squadron plans ahead and has developed every operational squadron in the RSAF, RSN personnel posted to 121 SQN have highly operational unit, dedicated training workarounds. For example, Maritime Air 121 SQN takes a serious view of standards. little prior exposure to aviation safety opportunities are relatively scarcer. This Surveillance (MAS) missions are often The responsibility of maintaining high matters. For instance, Foreign Object means that mistakes must be shared and planned with several supplementary crew standards is ultimately an individual one; Damage (FOD) control measures, or internalised, so as to avoid having to re- members from different sections. In this each individual is, at the end of the day, even something as seemingly simple learn these same mistakes. manner, the squadron is able to make responsible to himself and to the rest of as restrictions on movement within the use of an operational tasking to conduct his crew to ensure that he is fully prepared dispersal are foreign to them. Furthermore, Developing Sustainable Processes and incidental work-up training. In another and capable of executing his assigned the safety cultures within the two services Maximising Resources example, shorter operational missions role. do differ. The need for personnel to work are often dovetailed with dedicated Ensuring zero accidents whilst pursuing closely together in their individual areas Maintaining high standards and training sorties so that both operational mission success across a wide spectrum of expertise to achieve a larger mission competencies ensures that aircrew are and training requirements can be fulfilled of operations did not come about by means that a common safety language familiar with their operational boundaries with one flight. chance. It has been essential that the must be spoken and internalised by each and thus do not put themselves in a squadron develop sustainable processes Finally, the squadron takes a measured individual. The process of forging this situation where operational demands and maximise its resources, in order and incremental approach towards unique identity and safety culture within exceed capabilities. Within 121 SQN, this to meet operational demands while pushing the training envelope. An example the squadron is one that has taken much is sought through the maximisation of maintaining a high level of proficiency would be the process through which the time and deliberate effort to achieve. training opportunities, as well as the and standards. Tactical Arrival and Departure (TAAD) development of sustainable processes A safety culture is ultimately only as procedures were developed. Profiles were to ensure a consistent high standard of The approach taken in this respect strong as each individual’s belief in it. To first tested in the simulator. They were performance from each aircrew. is twofold. Firstly, the squadron has this end, significant effort is expended then trialled in the South China Sea, and developed a holistic and thorough towards integrating RSN personnel Complicating the challenge of attaining finally when all squadron pilots became approach towards role qualifications. As within the squadron into the larger safety and maintaining high standards is the familiar with the profiles, the conduct the squadron’s operations differ greatly culture of the RSAF. This effort begins unique composition of the squadron. The of TAADs moved to Pulau Sudong. This in their area of focus and considerations, the moment an individual joins the RSAF and RSN personnel in the squadron incremental workup approach meant that a comprehensive training roadmap squadron. The same focus on integration each have a highly specialised and unique pilots were very comfortable with TAADs has been developed, subdividing is found within the squadron’s structure role to play in the accomplishment of when they finally executed approaches individual role qualifications beyond and processes. Key appointments within mission success, and therefore it may into Sudong. With the short and narrow the prescriptions within the operating the squadron’s safety cell are held by not be easy to readily understand and runway in Sudong, along with the limited 10 FOCUS - ISSUE 95 APR 2018 11 ARTICLE ARTICLE

RSN personnel. The Deputy Unit Safety Officer is a TACCO whilst the Deputy Life Survival Support Officer (LSSO) is a senior sensor operator. Assigning What is these appointments to RSN personnel allows them to better appreciate and understand the safety viewpoints of the RSAF, whilst allowing them to happening to bring their unique expertise and insights to the safety conversation. Deliberate focus is also placed on ensuring all my aircraft? personnel are involved in the safety processes within the squadron. Safety duties, such as the daily Safety Prefect, are drawn equally from both RSAF and RSN personnel. The Risk Assessment Matrix (RAMs) for each sortie are also completed by the most junior CPT Richmond Go member of the crew, regardless of service. Qualified Flying Instructor Conclusion 130 SQN The strong safety culture within 121 SQN has served it well for the past 45 years, allowing it to remain accident-free whilst fulfilling heavy operational demands. Nevertheless, Enforcers know that all it would take would be a single lapse in concentration or a moment of complacency for the effort of the last 45 years to be undone. The challenge for 121 SQN remains being ever ready and never complacent. Enforcers know that to accomplish this, we must continue to hold ourselves and each other accountable, and demonstrate and enforce high standards in everything that we do. Despite the increasing complexity of our operational tasks and operating environment, the Enforcers stand ready to meet the challenges ahead. Mission Success, Safety Always.

About The Author

LTA Woo Bing Zhang is an operational pilot in 121 SQN. He received his wings in 2016 and holds the appointments

of Stats Officer, deputy CO 121 SQN, LTC Jerome Tay receiving the 45 years Unit Resource Officer and accident-free flying award from CAF, MG Mervyn Tan. deputy S2 in the squadron.

12 FOCUS - ISSUE 95 APR 2018 13 ARTICLE ARTICLE

A RSAF PC-21 aircraft on final approach to land “It is crucial that we take our training seriously as it prepares us for the unexpected”

What do you do when you are presented the aircraft is flown to when the engine is it safely on the runway or if I needed to of time when it comes to emergency with an emergency wherein symptoms about to or has failed, and upon arriving make the dreadful decision to eject out handling. Any delay in deriving the root are not straightforward and do not point at the position, the pilot will assess if the of the aircraft together with my trainee. cause of the emergency and execution out clearly to you what the root cause of aircraft is able to make it onto the runway After a tense and nervous couple of of the emergency checklist action the problem is? Carrying out the wrong safely. Observing that I was deviating seconds, I was assured that the aircraft could result in dire consequences. On actions could be detrimental and may from the standard departure profile, would be able to make it safely down the the other hand, it’s equally important also lead to very different outcomes. In Air Traffic Control immediately queried runway and I begun to lower the gears not to act rashly as well. Pilots have Aug 2017, I was presented with such an me if I was ops normal. I then started to and flaps for a landing. gotten themselves into deeper trouble encounter and it has taught me many think if I should carry out the 1) Engine overreacting to a problem that isn’t The feeling I had when the landing gears valuable lessons. Mechanical Failure, or 2) Uncommanded particularly time-sensitive or critical. touched the runway tarmac was one Power Changes checklist to address the of ultimate relief, but that was not the It is inevitable that emergencies and malfunctioning aircraft, both of which The Incident end of it. After touch down, the aircraft abnormal situations such as these occur. seemed equally likely, but required It was a normal day just like any other, vibrations became more pronounced They range from life threatening and different actions. I quickly decided that I was flying an instrument sortie with than what it was in the air. The tower highly time-critical to mundane and I was not going to shut down my engine a trainee working up to his Instrument controller asked if I was able to clear the relatively trivial. Most of these scenarios but to use whatever torque the engine Flight Test. Everything was normal and we runway, but seeing that all was not well can be practised and drilled in the was producing to get me to the low key got airborne uneventfully. About a mile with the aircraft, I replied that I would be simulator to aid in the pilot’s decision- position to land the aircraft. As I was low and 1000ft upwind the aircraft started shutting the aircraft down on the runway. making process. It is thus crucial that on speed, I delayed the lowering of the vibrating severely, it was as though we The aircraft was shut down on the we take simulator training seriously as it aircraft’s flaps and gears till just prior to were sitting on a weight loss massager! runway without further abnormalities. prepares us for the unexpected as much reaching low-key, and even then I was Slightly taken aback, I immediately It was only after my trainee and I got as possible. 200ft below the desired altitude. The checked that the gears and flaps were up out of the aircraft that we realised glide was commenced upon reaching the However, not all emergencies present and the speed brake was closed as the the extent of damage the aircraft had low key position, but soon I realised that themselves as straightforward as what vibrations occurred just after the trainee sustained. We were shocked to see that the aircraft was descending more than we want them to be. It is entirely possible completed his after take-off checks, but the propeller cone was missing and a what I would have done on a normal glide. that emergencies of the same nature nothing about the gears, flaps and speed couple of propeller blades sustained The tape review later would reveal that may present entirely different symptoms brake seemed abnormal. I then checked significant damage. Should we have the aircraft was descending at a rate of to the pilots. Determining the degree of my engine instruments and noticed that stayed airborne any longer, the blades 3200ft/min instead of the usual 2500ft/ time criticality and level of seriousness the torque was fluctuating between 20%- might have broken off and the outcome min for a normal glide profile. It was at is crucial and can be especially difficult 50%. I took over controls from the trainee would have been catastrophic. this moment all my training and flying when the symptoms presented to the and proceeded to turn and track towards fundamentals instinctively kicked in. I crew are contradictory or ambiguous. the low-key position using the limited Lessons Learnt tightened my turn towards the runway and Therein lies the importance of having thrust that the engine was producing. The continually assessed if I was able to make Pilots may not always have the luxury strong fundamentals and system low-key position is a key position to which 14 FOCUS - ISSUE 95 ARTICLE

knowledge, coupled with a good emergency handling framework. These will aid in determining the most appropriate response, which will lead to the safe recovery of the crew and the aircraft. The decision to eject has always been easy when it comes to simulator training or emergency discussion. When presented with a simulated scenario in such cases, I seldom hesitate to make the decision to eject. As I recalled the whole incident, I must admit that the thought of ejecting did come across my mind but I was very quick to put that thought away. There was this reluctance in pulling the handle and

should the need arise, I wonder how far I would allow op 10 P osters the situation to develop before deciding to get out of the aircraft. We must always bear in mind that hesitation in ejecting could result in a fatal accident. Conclusion The phrase “All aircrew are to be vigilant especially during critical phases of flight” may sound like a broken record to many of us, but yet it is not to ompetitio n T be taken lightly. This hair-raising experience has re-emphasised the point on always keeping my vigilance up, knowing what options are available should the need arise. Flying is inherently a risky business and we should not make it any more so by being the “weakest link”. Know your stuff, take training seriously, be strong in your fundamentals, and never ever let your guard down. Fly safe. C afet y P oster

About The Author

CPT Richmond Go S 2017 RSAF is a Qualified Flying Instructor (QFI) in 130 SQN. He completed his Flying Instructor Course in Nov 2016 and has been instructing on the PC-21 since. He holds a Diploma in Biomedical The damaged propeller from CPT Go’s PC-21 aircraft Sciences (Pharmaceutical Science) from Republic Polytechnic.

osters P 10 op T n ompetitio C oster P y afet S 2017 RSAF

RSAF 2017 Safety Poster Competition Top 10 Posters

osters P 10 op T n ompetitio C oster P y afet S 2017 RSAF

RSAF 2017 Safety Poster Competition Top 10 Posters 20 FOCUS - ISSUE 95 APR 2018 21 ARTICLE ARTICLE

Emergencies! A Solo Trainee’s RECOUNT

LTA Bryan Ong Pilot 150 SQN

It was a typical flying training day, good the right throttle to IDLE. I then referred weather with blue skies and light winds. to the emergency checklist while holding I was eager to take to the skies to fly my and lowered the landing gear handle. In third solo flight on the M-346. But little an instant, the hydraulic caution became did I know that this day in Apr 2017 was a warning, warranting the immediate shut going to be the most eventful flight so far down of my right engine. I carried out in my young RSAF career. my Boldface actions without hesitation, reaching out to the Engine Mode switch I took off at 1052am for a General and selected it to the STOP position, Handling sortie. Upon raising the landing shutting down the engine. Shutting gear handle after takeoff, I noticed the down my right engine meant I no longer landing gear handle light remained had nose wheel steering capability and illuminated longer than usual and I braking system was supplied via alternate immediately reduced the power setting means, the left hydraulic system. This to maintain below the gear limiting meant that directional control on landing speed. Suspecting an undercarriage was going to be an issue. malfunction, I declared an emergency and transmitted my intentions to proceed At this point, my cover solo was 40nm to the designated holding area to await away, carrying out his mission in the a visual inspection without delay. Did I operating area. He contacted me on the do something wrong? Were my checks common frequency to find out what incomplete? Those were the thoughts had happened and proceeded to join up running through my head as I commenced with me for the visual inspection. I had my turn towards the holding area. I was never been so relieved to see another in the midst of informing the Squadron aircraft flying beside me. It provided a Executive OfficerS ( XO) of my landing calming presence from all the madness gear malfunction when the situation was of the unlikely emergencies that I was compounded with a hydraulic problem. experiencing. Luckily, the visual inspection The Right Hydraulic Hot caution light had showed no anomalies with the landing illuminated and I instinctively retarded gears and we proceeded to recover via 22 FOCUS - ISSUE 95 APR 2018 23 ARTICLE ARTICLE

a single engine straight-in approach to the runway in use. On recovery, my cover solo advised that the emergency brake handle was available in the event WILL TO WHEEL of an unlikely brakes malfunction. I could not wait to land the aircraft and set my foot on firm ground. Flying the approach down with my aim point set on the numbers, I felt relieved that the flight was going PTE Reuben Tong to be over. However, the emergency was not over yet. Transport Operator As the wheels settled onto the runway, I applied the 708 SQN brakes but the Brakes Computer Degraded caution illuminated and there were no signs of deceleration. Recalling what my cover solo said, I intuitively pulled the emergency brake handle, and only then did the jet start to decelerate. With no nose wheel steering and a faulty brake system, I only had the use of the rudders for directional control but only at higher speeds. I applied left rudder smoothly to keep the aircraft as straight as possible. However, as the aircraft started decelerating below 60knots, the nose began to veer to the right edge of the runway and I applied full left rudder application. All I could do was apply more braking and pray that I would not exit the runway. Thankfully enough, the huge rudder on the M-346 did not disappoint. I heaved a massive sigh of relief as the nose started to track back towards the center of the runway. I managed to bring the jet to a complete stop on the runway Introduction key events. However, there has always and the salvage team assisted me in egressing from been a fine art involved in balancing the the aircraft. It’s 6 AM. While most are asleep, the delivery of prompt service and safety considerations. With that in mind, the Thinking back on the incident, I realised that I would Transport Operators (TOs) of 708 SQN TOs of 708 SQN place a strong emphasis not have been able to remain calm and composed are conducting the final checks on on safety in all of their details. throughout the emergency if not for the realistic their vehicles before moving out. They training that I had undergone. Multiple simulator conduct their Before-Operation Checks diligently, knowing that the safety of Identifying and sessions on emergency handling, emergency managing watch areas discussions during the daily ops brief and the various About The their passengers and other road users Flight Accident Incident Report/Ground Accident are at stake. An hour later, the first The inherent nature of driving is Incident Report sharing certainly helped prepare Author vehicle moves off from Changi Air Base unpredictable. TOs have to be us adequately to handle emergencies. As soon as Motor Transport (MT) Line, ready to prepared to deal with careless drivers, I had realised there was something amiss, the first LTA Bryan Ong is a pilot ferry airbase personnel around the base. unfavourable weather conditions, and thought that came to mind was to “Fly the aircraft” undergoing Fighter Lead-In While many use the ferry, few realise the ever-changing road conditions, among first. This was something ingrained in us the very Course in 150 SQN, Cazaux, amount of care and preparation involved other things. Hence, there has always first time we were exposed to emergency handling. France. He graduated from in delivering this safe and reliable been a need to train our TOs in the art of The extremely dynamic nature of flying calls for us the RSAF Fighter Wings service. TOs work tirelessly behind defensive driving. the scenes, providing timely logistical to always stay grounded in our fundamentals. With Course in 2018 and has The ability to drive defensively is the support for training operations and strong fundamentals, coupled with realistic training, clocked more than 125 hallmark of a responsible TO. This vital I was able to maintain my composure and translate hours on the M-346. my training into action.

Transport Operators (TOs) undergoing emergency brake training. TOs are trained regularly on relevant emergency drills.

24 FOCUS - ISSUE 95 APR 2018 25 ARTICLE ARTICLE

skill is emphasized within 708 SQN. TOs This serves to remind TOs of common risk The serviceman’s level of fatigue is also minimised any risks that the serviceman are taught the basic ‘two-second’ rule, areas during their details and common taken into consideration by the GTFL might encounter. Unauthorised driving whereby they regulate their distance from mistakes committed by other TOs, so as when planning out details. 708 SQN’s may cause lapses in safety, such as TOs the vehicle in front of them by identifying to improve their awareness of potential management also vets and clears the driving vehicles that they have not been a landmark and ensuring that they pass safety pitfalls. The USO also works closely details in advance, to ensure that they trained to drive. On larger platforms it at least two-seconds after the vehicle with the Command Safety Officer (CSO) do not clash with base-wide operations. like the 5-Ton MAN truck, this can cause in front does. Our TOs are also trained and Base Safety Officer (BSO) to share higher risk to surrounding motorists. to handle situations specific to the unit. about driving incidents with the TOs. Adherence to Having a transport leader to authorise For instance, when we supported the Safety concerns raised by the TOs of guidelines the trip ensures that the driver does Singapore Airshow, our TOs were trained Ground Transport Flight (GTF) are first not undertake unnecessary risks, and GTF follows the directives from the to drive in total darkness at Changi brought up during the Base Principal has a psychological effect on the TO to Supply and Transport Administration Coastal Road during night details. We Staff Group Meeting by the USO, who will drive safely. The transport leader will Manual (STAM) diligently. These are a set also turned on the vehicles’ high beam subsequently inform the BSO for follow- also take measures to mitigate medium of directives that all MT Lines follow to to cope with the reduced visibility of the up actions. or high risks, as stipulated in the Motor maintain high standards and safety. The area and prevent the vehicle from running Transport Risk Assessment Checklist GTFL also briefs TOs on new changes off the road. In addition, there are many (MT RAC) that he has to countersign on. Managing fatigue to the STAM and Transport LOGNET to heavy vehicles that travel in the areas While it is important for TOs to be well- ensure they are kept up to date with around Changi Air Base. Hence, our TOs equipped to handle the hazards of the safety regulations. Management of TOs have also been briefed on how to drive road, there comes a point where a TO It is also important to allow new TOs defensively when around such vehicles. This includes the Before-Operation is rendered unfit for his detail due to to become accustomed to driving and The aforementioned two-second rule is Check (BOC) and After-Operation fatigue. Hence, it is important for TOs to operating their vehicles. GTF facilitates further increased to four seconds if the Check, which is an in-depth checklist be alert while on details. GTF also places this in a number of ways. Firstly, newly vehicle in front is an oversized vehicle. of items to be reviewed before and a strong emphasis on factoring in rest posted-in TOs are assigned a category This also applies in the event of inclement after the vehicle is used for the day times for our TOs during their details. status (CAT status), based on their weather, as vehicles would need a longer respectively. This prevents vehicles with For every consecutive hour of driving, driving experience. A new TO is given braking distance. faults from being used, and is vital in the serviceman rests for ten minutes. This the CAT status of D, which signifies that ensuring the safety of the driver and his To increase Safety Awareness, the Unit allows him to be mentally rejuvenated and he is new and inexperienced, and may passengers. If a vehicle is found to be Safety Officer (USO) also monitors facilitates the execution of a safe detail. also be unfamiliar with road conditions in unsatisfactory condition during the locations that are visited regularly by in general. A CAT D driver will thus The Ground Transport Flight Lead (GTFL) BOC, another vehicle is used instead. TOs. He will brief the TOs on potential only operate on details when a Vehicle will also conduct a physical check on This reduces the likelihood of vehicles hazards, such as road works and previous Commander is present. This is to ensure all the TOs every morning. In the event breaking down while out on detail, which accident sites, in the Start-Of-Day Brief that someone is on hand to guide the that a TO is unwell, he will alert the will affect other road users and pose a (SODB) and monthly RSAF Safety Day new TO, should he have any doubts. GTFL and the GTFL will assign another danger to the TO and his passengers. In (RSD) to better prepare them on these Vehicle Commanders help to look out suitable TO for the detail. In addition, the airbases, TOs would also check for loose hazards. This is especially important as for unsafe road situations, and guide the serviceman’s mental state is also affected items, and make sure that they do not there are regular construction works in TO on proper road procedure. Vehicle by the number of hours of sleep he has potentially end up as Foreign Object the area surrounding Changi Air Base Commanders can help to point out the had the night prior. If he has less than Debris (FOD) on the runway. Ambulance (East). The USO will also highlight any nuances of driving that particular vehicle 6 hours of rest, a transport leader will TOs also conduct their BOC in tandem changes to existing routes. This is crucial platform, and correct any bad driving then assess the serviceman and instruct with the duty medic in order to check on as construction work can transform a habits the driver might have. CAT D TOs him on whether or not to proceed with the condition of the medical equipment. previously straight road to a winding road are also not allowed to ferry personnel; his detail on a case-by-case basis. This with many blind spots, in short notice. The The authorisation of details is also this reduces the extent of potential is done to ensure that they are all well USO also shares any Ground Accident essential in ensuring safety. It generates damage in the event of an accident. rested and do not jeopardise the safety of Incident Report (GAIR) from other bases accountability for the detail and ensures their passengers. Transport leaders and When a CAT D TO has met the necessary with the squadron, in addition to the that a Commander has vetted through supervisors also do a final check on their requirements and upgraded to CAT C, Army Transport Message for the month. all the risk areas and has actively men before they move off for a detail. he will be able to drive unaccompanied 26 FOCUS - ISSUE 95 APRJAN 2018 27 ARTICLE ARTICLE

out challenging areas to look out for during the orientation, and ‘watch areas’ at the destination. In an effort to ensure that TOs do not forget essential TOs performing their Skid-Pan training. TOs are required to undergo continual training to ensure safety procedures, continual training is conducted for that they can handle adverse road conditions. them. This refreshes their memory on how to handle adverse weather conditions. For instance, they are refreshed on the Emergency Brake Drill, which trains and ferry personnel as he is deemed to precautions to ensure that risk levels are them on how to adequately control the vehicle should have sufficient driving experience. Upon minimised even further. This includes they skid while applying the emergency brake. Skid reaching a high CAT status of B and above, briefing the driver on expected weather Pan training allows TOs to know how to handle the TOs are eligible to become ambulance TOs. and traffic conditions, such as accidents vehicle when faced with wet roads. TOs have to This is due to the demanding requirements on the highway. For instance, if the USO undergo refreshers for skid-pan training every 6 of transporting casualties. Ambulance TOs has informed GTF that there will be heavy months, as they encounter poor weather frequently. must drive safely while delivering prompt showers in the afternoon, details in the service, as it could be a life-or-death afternoon may be shifted earlier or later to Conclusion situation. If a CAT B driver has exceptional avoid the inclement weather. If the TO is The nature of driving is inherently unpredictable driving skills, he may be chosen by a unfamiliar with the detail route, he is first and dangerous. Hence, safety has to be practised at transport leader to become a TO Guide briefed on the route via the use of a route every opportunity. For the TOs of 708 SQN, safety is (TOG) to guide the next generation of TOs. card. Relevant landmarks that the driver can a concerted effort, and is not just a one-off practice. A TOG is a senior TO who holds a CAT status use to determine where to turn are pointed They understand that their performance and safety of B and above, and is assigned to train out to him. In addition, an experienced TO affects not just them, but their passengers and other new TOs on the proper driving procedures. Guide (TOG) is also assigned to guide him motorists as well. Hence, a high standard of safety has Experienced CAT B TOs are promoted on his detail. to be upheld as the consequences for a breach are to CAT A, where they may be tasked to dire. Even for the most mundane of operations, such drive VIP Details. They are also deemed Additional Training as base ferries, they are ever vigilant as they know experienced enough to be assigned to The TOs of 708 SQN are also expected that the safety of everyone aboard their vehicle lies more challenging details and vehicle types, to know how to drive different vehicles in their hands. such as 40-seater coaches. for various operational requirements. As In addition, a driving assessment is each vehicle has its unique handling, the conducted by a seasoned transport leader TOs undergo a 2-hour-long familiarisation whenever a driver’s status is upgraded. course for every vehicle platform they are This ensures that their level of competency expected to drive. It includes one hour of in handling vehicles is up to mark, and theory, where the driver learns about the that they practise safe driving habits. The vehicle in-depth, and one hour of hands- assessment takes place on the public road on driving. They begin driving in the safety About The surrounding the camp, where the assessor of the camp, and when they are confident observes how the TO manoeuvres around enough, begin driving on the public road. Author common areas that are visited for details. The Familiarisation ends with an assessment PTE Reuben Tong is In the event that their assessor deems their by the Transport Leader to ensure the TO is a Transport Operator driving to be unsatisfactory, the driver will able to drive the vehicle proficiently. by vocation and is the not be upgraded and will instead be sent TOs are also brought on Orientation drives Flight Training I/C and for several refresher trainings to improve to know the routes from Changi Air Base, a qualified Transport his driving. He will only be upgraded if which includes West and East, to common Operator Guide. He his standard of driving meets up to the destinations outside of camp. This reduces is from the Ground expectations of the assessor. the likelihood of getting lost during future A new TO being oriented by a TO Guide on new routes, Transport Flight in 708 Even then, 708 SQN undertakes additional details. TO Guides are also able to point and potential road hazards. SQN, Changi Air Base. 28 FOCUS - ISSUE 95 APR 2018 29

RSAF Annual Safety Conference 2018 RSAF ANNUAL Safety Award Winners for WY17/18

Conference 2018 ACCIDENT-FREE FLYING YEARS OUTSTANDING UNIT SAFETY OFFICERS COMMAND/ RANK/NAME UNIT UNIT YEARS FORMATION

121 SQN 45 HQ RSAF MR CHOO JIA HAO AFSC

CPT CHESTER CHOW STANDARDS SQN 42 ADOC 113 SQN TONG PENG 122 SQN 41 ACC CPT SAMUEL YEO 145 SQN 124 SQN 31 PC CPT ERNEST BEK OTC 149 SQN 31 MAJ SZE SEE MING APGC 206 SQN 143 SQN 28 STAN Guest Speaker HAEL UC ME4 DARREN GOH 801 SQN LG (Ret) BEY SOO KHIANG ME8 FRANCIS CHEONG 150 SQN 28

“Remember, zero “In order for us to AIR GRADING CENTRE 28 AFTC ME5 WONG JIN YUAN AETI accident is an remain relevant 140 SQN 26 MAJ CHEE endless journey and and stay ahead, it is FTC FTC GUANGMING, DANNY not a destination. imperative that we 145 SQN 25 Because once continue to strive OUTSTANDING UNIT SAFETY WARRIORS we think we for excellence and 127 SQN 22 have arrived, COMMAND/ be innovative in the RANK/NAME UNIT complacency will way we do things.” 142 SQN 21 FORMATION set in, and we ME3 LAZAROO 112 SQN 18 HQ RSAF AFSC CAF open ourselves to STEPHEN FRANCIS accidents.” ME1 BENJAMIN TAN 126 SQN 14 ADOC 203 SQN MG MERVYN TAN ZAI HAO PEACE VANGUARD 14 ACC SSG YANG CHENG YU 122 SQN TRIALS SQN 14 2WO MANIVANNAN PC 126 SQN 119 SQN 13 S/O PERUMAL ME3 TAN WEI CHUAN 125 SQN DETACHMENT 12 APGC 808 SQN “Professionalism, PAUL OAKEY TRAINING CENTRE 12 ME2 CATHERINE HONG UC 811 SQN Boldness and BEE LING 111 SQN 11 ME3 CHEW KIA JEOW, AFTC AETI Resilience are three PATRICK HAO HAFI 116 SQN 11 ME2 NG SIEW MING qualities that I COL KELVIN FAN COL PHILIP CHIONH FTC FTC 130 SQN 11 GAIUS

believe are key to “If we are critical “We must UAV TRAINING SCHOOL 11 with ourselves constantly ZERO ACCIDENT IN MOTOR TRANSPORT our success thus and expect high remind ourselves 125 SQN 9 standards from that safety is HQ RSAF 123 SQN 8 far, and will help us others, together an outcome of ACC we will be able having strong PEACE CARVIN V 8 UC forge ahead safely.” to guard against fundamentals at APGC SBAB complacency.” the system, team 120 SQN 7 and individual levels.” PEACE CARVIN II 7 GOOD ACHIEVEMENT IN MOTOR TRANSPORT

PEACE PRAIRIE 1 APGC (PLAB) 30 FOCUS - ISSUE 95 APR 2018 31

Signing of the RSAF COs’ CONFERENCE 2018 RSAF Safety Policy 27, 29 Mar 2018 The RSAF COs’ Conference 2018 was held at Temasek Club on 27 and 29 Mar 2018. The conference, organised by AFI, provided a central platform for our RSAF leadership to reinforce the work plan imperatives and safety focus to all COs and Dy COs. It also allowed the COs and Dy COs to cross share amongst themselves and provided them the opportunity to engage the senior RSAF management on the strategic direction for the work year ahead.

Signing of the RSAF Safety Policy by CAF and Command Commanders at the RSAF Annual Safety Conference 2018. (Left to right: LTC Quek Seoh Hiong, COL Kevin Goh, BG Gan Siow Huang, MG Mervyn Tan, BG Tommy Tan, BG Jonathan Tan, COL Gaurav Keerthi)

CAF Safety Award

The aircrew posing a photo with CAF after receiving their CAF Safety Awards. (Left to right: LTA Cheong Kah Fai, LTA Chan Weijie Colin, MG Mervyn Tan, LTC Jonavan Ang, MAJ Boey Kam Weng) HFAS Course 26 Feb-2 Mar 2018 On 5 Mar 2018, LTC Jonavan Ang, MAJ Boey Kam Weng, LTA Chan Weijie Colin and LTA Cheong Kah AFI successfully coordinated Fai from 145 SQN, were part of a flight of 4-ship training mission in the South China Sea. and managed the Local Human During the flight, DRACO 1, comprising LTA Chan and MAJ Boey, felt restriction when moving the Factors in Aviation Safety (HFAS) throttle. Subsequently, the crew observed that the engine was not responding to the throttle setting. Course from 26 Feb to 2 Mar DRACO 1 immediately headed for Singapore with DRACO 4, comprising LTC Ang and LTA Cheong, as 2018. The specially tailored course chase. A ‘MAYDAY’ was declared and upon attaining the required emergency parameters to land in was conducted by lecturers from Changi Airport, DRACO 1 attempted to shut down the engine as per the emergency checklist actions Defence Conseil International (DCI) but to no avail. After consultation with the SXO, DRACO 1 proceeded to position for a landing into at Air Force Training Command. 29 Sudong due consideration for populace and the availability of the hookwire arresting system. DRACO RSAF personnel and 1 TNI-AU officer 1 held overhead Sudong for approximately 40 minutes until the engine flamed out before executing a attended the course. Topics such flameout approach and landed the jet safely. as Human Factors in Automation, The aircrew’s composure and professional handling of the emergency, excellent CRM from the chase Communication, Threat and Error aircrew and sound judgement had resulted in the successful recovery of the aircraft. For their actions Management were covered by the and professionalism in the successful recovery of the malfunctioning F-16D+, the team was awarded highly experienced lecturers who the CAF Safety Award. shared their insightful experiences. 32 FOCUS - ISSUE 95 APR 2018 33

Outstanding Safety Award Outstanding Safety Award On 20 Oct 2017, ME2 Navin Nair (809 SQN), ME2 Tan Wei Kiat (819 SQN), and ME2 Elengeswaran On 4 Dec 2017, ME2 Alvin Soh from PC II was part (819 SQN)detected a burning smell coming from of a team that was in charge of loading GBU-12 the Zonal Uninterrupted Power Supply (UPS) room Live Bombs onto the F-16 aircraft for Exercise while they were performing a maintenance system FORGING SABRE 17. During the loading, ME2 Soh check. discovered that the arming wire was not routed through the arming wire guide eyelet. The incorrect The crew, who were also qualified as Fire Piquet, routing may have caused the arming wire to break quickly distributed their roles in response to the during the bomb release, resulting in the tail fuse to situation. ME2 Tan performed the system shutdown, malfunction. His professionalism and vigilance in the while ME2 Nair and ME2 Elengeswaran located the discovery of the incorrectly routed tail fuse arming source of the smoke. After confirming the source of wire ensured the safe conduct of the live loading the smoke to be from the battery of the UPS, the operations, and enabled the team to address the crew quickly proceeded to evacuate all personnel defect with no impact to the live drop mission. from the building. Just as they were about to initiate In recognition of his contribution to the mission the evacuation process, the fire alarm automatically effectiveness during the exercise, ME2 Alvin Soh detected the smoke and sounded the alarm. The was awarded the Outstanding Safety Award. crew then proceeded to ensure that all personnel ME2 Elengeswaran and ME2 Tan Wei Kiat from the building were evacuated before activating (Not in the picture: ME2 Navin Nair) the response team to conduct their necessary assessments and follow up actions. The vigilance of the crew for noticing the burning smell prior to the automatic fire alarm detecting the smoke, prompt and decisive actions thereafter prevented further damages to the building, and ensured that no personnel were injured in the incident. In recognition of their Outstanding Safety Award exemplary response in handling the emergency, the crew were awarded the Outstanding Safety Award. On 22 Feb 2018, ME2 Clarance Tan and ME1 Lee Cheng Peng from PV detachment were performing a before-flight servicing task on the AH-64D aircraft in Arizona, USA. Outstanding Safety Award While performing the servicing, ME1 Lee noticed a flyaway kit On 29 Nov 2017, while performing a storage bay of a US Army AH-64 Before-Flight (BF) servicing on an taxying out was dislodged in the S-70B aircraft, ME1 Toh Wei Xiang from open position. The US Army AH- 123 SQN observed through a very small 64D was from the 1-285th unit access hole that the left pitch control that co-shared the dispersal with pushrod’s attachment bolt was fitted the RSAF detachment. Without in an incorrect orientation, where the hesitation, ME1 Lee alerted ME2 bolt head was facing downwards to Tan to attract the attention of the ME2 Clarance Tan and ME1 Lee Cheng Peng the ground instead of up. The bolt is US Army pilot in the aircraft. ME2 part of the flight controls assembly, Tan quickly positioned himself in a safe spot and alerted the incident aircraft pilot of their observation. The and is used for yaw control movement US Army pilot stopped the aircraft after acknowledging ME2 Tan’s intention and gave positive clearance directly linked to the cyclic, could have for ME2 Tan to approach the aircraft to secure the opened flyaway kit storage bay. After securing it, EM 2 potentially resulted in a total loss of Tan conducted a visual check to ascertain that there were no visible damage to the aircraft. The US Army directional controls or jammed flight pilot later taxied back to the parking slot for the US Army launch crew to conduct further checks. controls. The BF servicing and Daily Inspection checks do not require for Despite staying focus on their task, ME2 Tan and ME1 Lee continued to remain vigilant and exhibited strong these control rods to be inspected, and it was ME1 Toh’s vigilance and exceptional diligence in finding situation awareness in noticing the opened flyaway kit storage bay of the US Army AH-64D aircraft. They what was beyond the scope of his checklist that help prevented a potentially catastrophic incident. For his demonstrated exemplary effort of a safety-conscious airman by going the extra mile to prevent a potential professionalism and exceptional diligence, ME1 Toh was awarded the Outstanding Safety Award. airborne accident, and were awarded the Outstanding Safety Award. 34 FOCUS - ISSUE 95 APR 2018 35 win! 4 pics 1 word What word can you derive from the 4 pics? crossword S$30 NTUC FairPrice Vouchers

talk to us Email your answers with your Rank/ We welcome your feedback, Name, NRIC, Unit and Contact details 1 2 contributions of safety- to AFI (ME3 Tan Tee related stories, Hoo) before cartoons, 2 Jul 2018. All suggestions, experiences or correct entries concepts you will be balloted could share. and 3 winners Email us at will receive apb_pub@ S$30 worth of defence.gov.sg with your full NTUC FairPrice 3 4 name, NRIC, vouchers each. and contact N A F O L D A number. The crossword puzzle is open to all SAF S M E N U E T personnel except Across Down The images used personnel from AFI on this page are 4. They conduct their Before-Operation 1. ….it allows every individual to feel and members of the licensed under CC Checks ______, knowing that the that they are a ______link in the safety of their passengers… safety chain no matter their seniority. by 2.0, and links FOCUS Editorial Board. 7. We must always bear in mind that 2. …few realise the amount of care and can be accessed ______in ejecting could result in a ______involved in delivering this via the digital fatal accident. safe and reliable service. version of this FOCUS #94 9. It provided a calming presence from all 3. The extremely dynamic nature of issue. the madness of the unlikely flying calls for us to always stay winners emergencies that I was ______. ground in our ______. 1. “Construction_Mad 11. The nature of driving is inherently 5. Therein lies the importance of by Mohammad PTE Aaron Ng ______and dangerous. having strong fundamentals and M.Ammar” Jian Xin 16. Any delay in deriving the root cause system ______, coupled with… 2. “Earth core by Samuel 206 SQN of the emergency and execution of the 6. Carrying out the wrong actions could Mann” emergency ______action could be ______and may also lead to 5 6 3. “Structures (2) by REC Poh Zhen result… very different outcomes. DeAnna C.” Yang Andre 17. The serviceman’s level of ______is 8. On recovery, my cover solo advised 4. “Warlayirti Artists, ATD also taken into consideration by the that the ______brake handle Balgo, WA by Tor GTFL when planning out details. was available in the event of an Lindstrand” ME2 Thong Han 18. In an effort to ensure that TOs do not unlikely brakes malfunction. 5. “Resolutions. by mt Qi forget ______safety procedures, 10. Despite this, safety remains 23” 808 SQN continual training is conducted for ______in operational planning. them. 12. …coupled with realistic training, I was 6. “books by pongo 19. Pilots may not always have the luxury able to maintain my ______and 2007” of ______when it comes to translate my training into action. 7. “Notepad Art by emergency handling. 13. I managed to bring the jet to a Stephen Dann” 20. In every instance, the aim is to involve complete stop on the runaway 8. “Clipboards by Abbey every single individual in the ______and the salvage team ______me 7 8 Hendrickson” conversation. in egressing from the aircraft. Permission granted 14. A strong command emphasis on safety has built a ______and by LOTUM GmbH robust safety culture within the O E T L A H C to publish 4 Pics 1 squadron. Word in FOCUS. 15. Standards and safety are well- S I C U G K B recognised as twin pillars to

______success.

” klist c ”Che i and ” ls a ment a Fund “ 34: Page to Answers 36 FOCUS - ISSUE 95