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

Reason for Re-examination Costs to CAP Background Facts Existing Paradigm and Regs Hangar Rash Worn/Blown Tires Footwear Discussion

- CAP NHQ Focus on Safety Issues - PCR/CC Focus on Prevention - Everyone should want to make this “0” -- Chiefly: Hangar Rash Blown Aircraft Tires

- Injuries or risk of injuries - Maintenance Fees - Time - Loss of Use -- Missions -- Proficiency flying -- Orientation flights -- Etc. - Loss of credibility - Poor professional image

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.

Changes in the rules for reporting safety have led to an increase in the number of reported safety mishaps. This does not necessarily mean that more mishaps occurred, but rather more are the result of new reporting requirements.

What can we take away from this? Any lessons to be learned?

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.

CAP 60-1, CAP Flight Management Para 2-1 m. Sterile Cockpit n. Use of cockpit checklists mandatory p. Crosswind component r. Ground handling video

Para 2-2 d. Duty day for pilots 14 hrs, 10 hrs rest between flights h. No touching of controls below 1,000 ft for non-PIC i. Taxi speed and ground aircraft separation Para 2-4 e. Standardized CAP aircraft info file f. Flight discrepancies and ground record

Para 2-6 c. Commanders may require additional flight checks Para 2-7 g. CAP members may be assessed damages due to negligent operations

Fortunately, we have many excellent pilots in This region and hangar-rash and blown tires are infrequent. However Although infrequent, we must be vigilant to ensure they remain low-threat.

Wikipedia says it best… Hangar rash is an aviation term that refers to minor incidents involving damage to aircraft that typically originate due to improper ground handling in and around a hangar, other aircraft or objects on the ground.

“Hangar Rash” most often attributed to 1 or more of the following: - Sloppy Technique - Ignorance - Complacency - Arrogance - Fatigue Even our best pilots are human and fall victim to these from time to time.

Accidents/incidents are to be expected, but ALL pilots 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!

Hangar 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 gear 2 – One for each wing tip 2 – One for each strut (optional)

Hangar 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)

Hangar 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.

Hangar 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

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

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.

Blown tires and excessive wear can be caused by defect, technique, light, heat, cold, or time. There have been some incidents of these in this region.

Worn Tires…These are obvious… But what about the less obvious? Photos above from Photo to the right from This last source is AWESOME on aircraft tires.

- 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

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

Some popular boot styles, Jump and Tactical.

There may be a link between boot styles and wear on aircraft tires. Very rigid leather combat or jump boots might contribute to the lack of sensation on the rudder/brake pedals leading to the unintentional braking. There is no direct evidence for this, only anecdotal evidence. More research should be done to determine if there is a causal link or that such a link be ruled out.

Reason for Re-examination Costs to CAP Background Facts Existing Paradigm and Regs Hangar Rash Worn/Blown Tires Footwear Discussion