Mech RAdm. Denis T. Schwaab, Commander, Naval Safety Center Col. D.D. Bergman, Deputy Commander Capt. J.J. Fleming, Chief of Staff Capt. K.G. Craig, Director, Aviation Safety Programs In This Issue Something Wasn't Quite Right (Murphy's Law) 13 14 16 7 A FOD Hazard By PR2 William R. McClure Editor: Russell L. Marcoux Copy & Technical Editor: Cdr. J.W. Coggeshall, USN Art Director: Robert Trotter Purposes and Policies. Mech is published bimonthly by the Naval Safety Center and is distributed to naval aeronautical organizations on the basis of one copy per 10 readers. It presents a broad spectrum of aviation maintenance matters on such topics as maintenancecaused mishaps/errors, personnel/material hazards, management/ safety programs, etc., as well as aviation ground safety in general. Material presented is informational and not to be considered as regulatory or directive in nature. Reference to commercial products does not imply Navy endorsement. Material relative to mishaps may not be construed as incriminating under Article 31, UCMJ. OPNAVINST 3750 series refers. Photos. Official Navy or as credited. Correspondence. Articles and other contributions are welcome. The right to make editorial changes to manuscripts to improve presentation without altering the intended meaning is reserved. Editorial Staff. 804-444-7689/Autovon 564-7689 Mech (ISSN 0025-6471) is published bimonthly by Commander, Naval Safety Center, Norfolk, Va. The Secretary of the Navy has determined that this publication is necessary in the transaction of business required by law of the Department of the Navy Funds for printing this publication have been approved by the Navy Publications and Printing Policy Committee. Mech is for sale by Superintendent of Documents, US Government Printing Office, Washington, D.C. 20402 Second-class postage paid at Norfolk, Va. and at additional mailing offices. POSTMASTER Send address changes to Mech Magazine, Naval Safety Center, NAS Norfolk, VA 23511-5796. Quality A Matter of Life By AMCS(AW) Bill Adamson PH1 Robert Forsmark THE quality of work is like the quality of life; the more you put into it, the bigger your dividends. Lives depend on the performance of daily, continuous, high-quality work by maintenance personnel. Without a high standard, extra time and effort may be needed to re-do a job because poor workmanship didn't get it done right the first time. Quality assurance division personnel do not have a corner on the market when it comes to ensuring that quality prevails. Each worker must also ensure that the daily quality of his work blends with the effort of others to get the job done correctly. Quality results from a combined team effort to get it right the first time, every time. The Navy spent a lot of money and time training each of us in our particular specialty, and each of the specialties are needed to keep the planes flying. Each specialty plays a role in ensuring that inspections, corrosion control, training, and paper work are done correctly. Proper paper work is just as important as the job itself. The combined effort has a higher quality value than the sum of each individual's effort. It is the team effort that makes the difference. The next time you go to an aircraft just to do a routine job like tighten one little nut and bolt, keep in mind that the air crew folks are depending on you to do a quality job. Strive to elevate quality in your work environment through example. The Ford Motor Company is not the only organization that should go by the motto, "Quality is Job One." AMCS(AW) Bill Adamson, USNR-TAR, is assigned to the QA division of VP 62, NAS Jacksonville, Fla. AVIATION MAINTENANCE AND MATERIAL DIVISION Capt. W.C. Purcell, USN MAINTENANCE MANAGEMENT It Happens Too Often By AZC(AW) J.A. Brock During July 1987, eight aviation ground mishaps that injured personnel were reported. All mishaps were listed as Class C. The principal cause was not following procedures. An AMSAN was conducting daily and turnaround inspections inside the aircraft cabin. His flashlight failed, so he proceeded toward a source of light. He stepped into an open external cargo access hole. The left side of his head and neck struck the deck edge of the aircraft as he fell. The fall resulted in injury to his left ear and ruptured arteries in his neck. These injuries would never had happened if the person who opened the access panel had secured it before leaving the aircraft. An AZAN had his right little finger caught between the forward canopy rail and the canopy. Why? While standing on the step over the port engine of an aircraft in the hangar, holding on to the forward canopy rail with his right hand, he reached down and behind with his left hand to activate the forward canopy closing system. He should have used the handhold provided for his right hand. An ATAN and another maintenanceman were assigned to install a rotor blade droop stop. They didn't ensure the droop stop was installed correctly. The rotor blade dropped down and hit the ATAN on the head. He was treated at the base hospital and placed on SIQ for two days. Luckily, he was wearing a cranial when the incident happened. The remaining five mishaps reported had a variety of causes. A sergeant was supervising a maintenance task associated with an aft cargo door. The aft cargo door fell and hit the sergeant on the head. The mishap occurred due to a lack of a warning in the maintenance manual. An AMS2 was spray painting while straddling the top of a portable ladder. He was wearing a cranial, with respirator and goggles. He missed a step on the ladder while descending and fell about 4 feet. He landed with his left leg extended. The cause was momentary inattention and complacency. An AE1 reached forward and down outside the aircraft to physically verify that the forward air stairs were closed. He felt a sharp pain in his lower back. This mishap was caused by inadequate precaution and assuming an unsafe posture. An LSE told an airman to get the chains and chocks for a recovering helicopter. In his haste, the airman did not consider the rotor downwash or wet flight deck. He slipped and fell, fracturing his wrist. He was treated and released the same day. He has since been readmitted for further treatment. A civilian contract worker was sweeping under a TA-4J in a hangar. He kicked the chock out from behind the right main mount, in which a non-RFI (dummy) strut had been installed. As the chock moved, the dummy strut collapsed and the MLG moved rearward. The aircraft fell, coming to rest on its right wing tip. The worker sustained cuts to his left arm and hand and was hospitalized for possible cut tendons. The drag link attach pin had not been installed properly and was listed as the most probable cause. The eight aviation ground mishaps cost $8,630 in lost workdays. Any mishap is a blatant reminder that supervisors should supervise, inspectors should inspect, and a job should be done correctly, even if it does take a little bit longer. Ol' Mac The Aviation Safety Specialistl By AT1 (AW) David Jordan Aviation Safety Specialist NAS Norfolk, Va. Many people have heard about this new subspecialty, but few really know much about it. This article explains how to get this NEC, the duties of those who have this NEC, and what they are expected to do to further the cause of aviation safety. NEC 8301 is the code assigned to the Aviation Safety Specialist. To qualify you must be an E-6 to E-9 in the aviation community (not eligible are those holding a designation of AC, AG or AK). Like all other NECs, certain training must be accomplished before you can gain this designation. These courses are mandatory: *FASOTRAGRULANT/FASOTRAGRUPAC are on a first-come, first-served basis. Dates and locations are contained in CNET Notice 5100.) After completing this training and the Aviation Safety Petty Officer PQS (NAVEDTRA 3218), your command can submit a NAVPERS 1212/1 to NMPC stating that the courses have been completed and the command recommends you be assigned NEC 8301. Official notification that you have been awarded this subspecialty will come from NMPC. The Aviation Safety Specialist has a variety of responsibilities. He assists in the operation and management of the unit's safety program. He investigates and analyzes mishaps and accidents, identifies and eliminates those areas with a potential for mishaps and accidents, and collects data to ascertain mishap trends. He also recommends methods to eliminate or decrease the frequency of mishaps. He conducts daily inspections on hangar decks, flight lines, flight decks, support equipment and in maintenance spaces to identify and isolate hazards to life, health and equipment. He conducts safety education campaigns, organizes and directs the activity's safety committee, and ensures compliance with NAVOSH Standards. The Aviation Safety Specialist is a well-trained professional who can be a most valuable asset to your safety program, your command and the Navy. The Aviation Safety Specialist By CWO3 Tim Delabar This is a supplement to the Aviation Safety Specialist article written by AT1 Jordan. As of October 1, 1987, CNET (Chief, Naval Education and Training) took over the Naval Safety School in Bloomington, Ind. CNET plans no major changes to the school or the way it conducts its normal dayto-day business. Just remember that the old NAVSEA notice is now CNET Notice 5100 for FY-88. Here's the Fiscal 1988 schedule of required courses to acquire an NEC 8301 subspeciality designation: Class No. OSH-210 NAVOSH Standards for General Location Dates |