mech - dodlive€¦ · mech (issn 1093-8753) is published biannually by commander, naval safety...

MECHThe Navy and Marine Corps Aviation Safety Maintenance Magazine

FLIGHT DECK AWARENESS ISSUEFALL 2019

The Basics:The Crews, the Procedures

and the References

ORM For the

Flight and Hangar Deck

Flight Deck

Stories

2

The Navy & Marine Corps Aviation Safety Maintenance MagazineFall 2019

RADM Mark Leavitt, Commander, Naval Safety CenterCAPT Roger L. Curry Jr., Deputy CommanderCMDCM Baron L. Randle, Command Master ChiefNaval Safety Center (757) 444-3520 (DSN 564) Publications Fax (757) 444-6791Report a Mishap (757) 444-2929 (DSN 564)

Mishaps cost time and resources. They take our Sailors, Marines and civilian employees away from their units and workplaces and put them in hospitals, wheelchairs and coffins. Mishaps ruin equipment and weapons. They diminish our readiness. This magazine’s goal is to help make sure that personnel can devote their time and energy to the mission. We believe there is only one way to do any task: the way that follows the rules and takes precautions against hazards. Mech (ISSN 1093-8753) is published biannually by Commander, Naval Safety Center, 375 A Street Norfolk, Va. 23511-4399, and is an authorized publication for members of the Department of Defense. Contents are not necessarily the official views of, or endorsed by, the U.S. Government, the Department of Defense, or the U.S. Navy. Photos and artwork are representative and do not necessarily show the people or equipment discussed. We reserve the right to edit all manuscripts. Reference to commercial products does not imply Navy endorsement. Unless otherwise stated, material in this magazine may be reprinted without permission; please credit the magazine and author. Mech is available for sale by the Superin-tendent of Documents, P.O. Box 979050, St Louis, MO 63197-9000, or online at: bookstore.gpo.gov. Telephone credit card orders can be made 8 a.m. to 4 p.m. Eastern time at (866) 512-1800.Periodicals postage paid at Norfolk, Va., and additional mailing office. Postmaster: Send address changes to Mech, Code 52, Naval Safety Center, 375 A Street, Norfolk, Va. 23511-4399. Send article submissions, distribution requests, comments or questions to the address above or email to: [email protected].

AFCM (AW) Pedro Gonzalez CWO5 Brian BakerCDR Rob Beaton

All [email protected] Ext. 7811

Nika Glover-Ward, Editor/Designer [email protected] Ext. 7257

MECH Staff

Maintenance Safety Programs Editorial Board

CONNECT WITH US

CONTENTS

[email protected] Ext. 7290

[email protected] Ext [email protected] Ext 7265

2 FALL 2019 | MECH MAGAZINE

Data Matters

The Workplace

The People

The Procedures24

10

8

4RADM Mark Leavitt

Mech Staff

Mech Staff

Mech Staff

Flight Deck Uniform Color Reference Guide

The Safety Environment

ORM for the Flight Deck and Hangar Deck

Flight Deck Basics

Flight Deck Stories42

40

32

30

26Mech Staff

Mech Staff

By Ted Wirginis and Denis Kormornik

Mech Staff

Authors From Around the Fleet

A Yellow Shirt’s Perspective46By LT Miguel Brooks

The guided-missile destroyer USS William P. Lawrence (DDG 110), second from left, sails with ships from the Royal Australian navy, Japan Maritime Self-Defense Force Helicopter-Destroyer JS Izumo (DDH 183), third from left, the French navy aircraft carrier FS Charles de Gaulle (R 91), right of center, and its escort ships through the Bay of Bengal during exercise La Perouse. (U.S. Navy photo)

On The Cover:

When Luck Has Everything to Do With It

Bravo Zulu50

48By AOAN Cristobal Arredondo

Mech Staff

The Flight Deck29Mech Staff

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION: (Required by 39 U.S.C 3685) 1. Title of Publication: Mech magazine. 2. Publication No: ISSN 1093-8753. 3. Date of Filing October 17, 2017. 4. Frequency of issue: Biannual. 5. No. of issues published annually: two. 6. Annual subscription price $26. 7. Complete mailing address of known office of publication: 375 A Street, Norfolk, VA. 8. Complete mailing address of headquarters of general business offices of the publisher: Same as No. 4. 9. Full Names and complete mailing address of publisher, editor, and managing editor: Publisher: Naval Safety Center, Editor, Nika Glover-Ward, — all at 375 A Street Norfolk, VA 23511. 10. Owner: United States Navy , 1530 Gilbert St #2000, Norfolk, VA 23511. 11. Known Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages, or Other Securities: None. 12. Tax Status: Has not changed during preceding 12 months. 13: Publica-tion title: See No. 1. 14. Issue Date for Circulation Date: Summer 2019. 15: Extent and Nature of Circulation. 15A. Total No. copies printed: NTE 14,000. 15B. Paid by Circulation: None. 15C. Total Paid by Dis-tribution: None. 15D. Free or Nominal Rate Distribution: NTE 14,000. 15E. Total Free or Nominal Rate Distribution: Same as 15D. 15F. Total Distribution: NTE 6,000. 15G. Copies not Distributed: 250. 15H. Total NTE 6,000. 15I. Percent Paid: None. 16. Electronic Copy Circulation: 16A. Paid Electronic Copies: None. 16B. Total Paid Print Copies + Paid Electronic Copies: None. 16C. Total Print Distribution + Paid Electronic Copies: NTE 6,000. 16D. Percent Paid: None. I certify that all information furnished on this statement of ownership is true and complete. — Nika Glover-Ward

EDITORIAL

3FALL 2019 | MECH MAGAZINE

3 | MECH MAGAZINE

10

Flight Deck Crew Introduction

40

Flight Deck Basics

Editor, Mech Magazine, Naval Safety Center

This is the first solo issue of Mech since the Summer 2015 issue.

Due to the lack of distinct article input from the fleet, we decided to merge Mech content articles into Approach. The fleet spoke and the consensus was that Sailors and Ma-rines still wanted their own mainte-nance safety magazine.

Now the plan is to print the magazine twice per year while we work on rebuilding the audience and contributors. As always, we are looking for a few good writers so please don’t hesitate to share your stories with us.

This issue focuses solely on flight

deck awareness. The last flight deck awareness issue we printed was in 2011 and we felt an update would be helpful.

As you will see, we kept most of the same pertinent flight deck awareness information and added any updates to rules and regulations that may have changed over the years.

While we do have some personal flight deck stories, this issue should serve as an overall guide to the flight deck for those who are new to the Navy and Marine Corps and as a refresher for those who are not.

If you’d like to ensure your unit gets on a permanent distribution list for

this magazine, contact our offices at 757-444-3520 to become a sub-scriber.

I hope you will find this issue useful and thought provoking. If you have any suggestions for improvements, we’d love to hear from you.

42

Flight Deck Stories

46

A Yellow Shirt’s Perspective

In “A Design for Maintaining Maritime Superiority 2.0,” former CNO Adm. John Richardson highlights the importance of data-driven decision making in maintaining the Navy’s competitive advantage. From

a safety perspective, data enables commanders to identi-fy hazards more quickly and reduce risk more effectively, ultimately preserving warfighting capability and combat lethality. As Sailors and Marines our job is warfighting. Mishaps degrade our ability to fight effectively, costing lives and resources. It is crucial that we fight back with data to not only learn from past mishaps but also to predict and prevent future ones.

Since the Naval Safety Center’s establishment in 1951, then called the Naval Aviation Safety Activity, the rate of aviation mishaps has declined dramatically. This reduction can be attributed to many programs and policy improve-

ments including the Naval Aviation Maintenance Program, NATOPS, crew rest, Aircrew Coordination Training, Crew Resource Management, and Operational Risk Management. Despite these improvements, Naval Aviation still suffers the loss of our aircrew and aircraft in preventable mishaps. One area that has raised specific concern is the significant rise in Class C mishaps since 2013. Although we have identified some of the contributing factors, there are still other un-identified factors potentially influencing mishap rates. To understand the scope of the issue, the Naval Safety Center and our Navy and Marine Corps partners are studying man-ning, experience, training, proficiency, sustainment, and equipment shortfalls to determine their effect on mishap rates. To get ahead of the mishap curve, we are combining the traditional historical event-driven trend analysis with a forward-looking probabilistic approach to identify leading

Data Matters...


FLIGHT DECK

indicators, which can signify increased mishap risk. The only way to conduct the kind of analysis required to solve these systemic issues is to have the data. This has been a challenge, and we need your help!

When you see a safety issue, report it. Reporting mishaps is obvious, but we also need to report near-misses and close calls. Many times, the difference between a near-miss and a mishap is “seconds or inches.” Get your safety chain of command involved, and prompt them to conduct a proper investigation. If you are conducting the investigation, put the effort into discovering the “why” and not just recalling “what” happened. If you are writing a HAZREP or near-miss, include as much detail as possible. Accurate and complete data allows the types of analyses that enhance our ability to prevent mishaps, save lives and preserve fleet combat readiness. As we move from a culture of compli-

ance to a culture of excellence, remember that I am your advocate and I’m counting on you to “get left of the bang.” As we face great power competition, we must maintain our competitive advantage and keep the United States Navy the greatest Navy in the world. Help us help the Fleet!

RADM Mark Leavitt, Commander, Naval Safety Center

Photo Courtesy of Pixabay


FLIGHT DECK

Foreword...The flight deck of an aircraft carrier is one of the most dangerous places in the world, and the lessons of our past are filled with tragic events that prove it. In recent years, many improve-ments in flight deck equipment, firefighting gear and personal-protective devices have made this workplace cleaner, better and safer, but Sailors still can be at risk.

Honor, Courage and Commitment to Flight Deck Awareness

BY MECH STAFF


FLIGHT DECK

Sailors and Marines are working hard each day in the unforgiving and dangerous environment that ex-ists on the flight deck. Fortunately, we have a pretty

good safety record aboard our ships. In part, that success is because of engaged leaders who make Operational Risk Management (ORM) a part of everyday operations.

In this seventh edition of the Flight Deck Awareness Guide, we have taken the liberty to expand the information available on ORM. Successful mission completion means identifying and assessing hazards, making appropriate decisions based on the assessed risk, implementing con-trols to manage that risk and supervising to ensure risk is minimized.

We also provide an introductory look at the time-critical risk management process, using a mnemonic called A, B, C and D. The flight deck is a dynamic place, and we don’t always have time for a deliberate or in-depth ORM assessment. We

needed a method to quickly assess and mitigate risk, so we developed this easy memory tool to use ORM on-the-fly.

We don’t have to, and can’t afford to, relive the lessons learned from the fires aboard USS Forrestal, USS Enter-prise, USS Oriskany or more recent shipboard mishaps.

This guide alone won’t keep you from being sucked into an intake, blown down the deck or knocked over the side. You must be aware of the dangers, which the guide pro-vides, but you also must take your personal safety seriously, acting accordingly. Question unsafe practices and work together to mitigate risks and prevent mishaps.

We’re doing a good job on duty, but we’d be remiss not to mention that our success on duty is a result of ORM, en-gaged leaders and good safety programs. Take those same lessons learned at work home with you when you drive your car, ride your motorcycle or work around the house. We can be successful at work and at home.

Photo Courtesy of Navy.mil


FLIGHT DECK

The Workplace...Aboard a deployed aircraft carrier, the flight

deck serves as the workplace for nearly a thousand Sailors. Although fraught with

danger, it is a place of beauty, skill, and timing.Many writers have called the activity that takes

place on the flight deck a “ballet.” When it comes to timing and interaction, the comparison is apt, but keep in mind that some of the other “dancers” are lethal, multi-ton aircraft that, at times, travel more than 100 mph. The dance floor is a hot, steel deck that can be measured in acres and contains hun-

dreds of hazards.George C. Wilson—author of “Super-

carrier”— said, “An aircraft carrier’s flight deck is a million accidents

waiting to happen.” He’s right, but Sailors armed with the knowledge of places to avoid, things to look for and sounds to be aware of are more able to manage risk.

The flight deck is filled with activity: aircraft taxiing, engines starting, people running, whis-tles blowing and sirens wailing. It is so busy that

everyone must maintain situational awareness at all times and be aware of their surroundings.

More than a hundred jobs happen -- aircraft launching and recovering; catapults operating; mechanics performing maintenance; people re-spotting and parking aircraft; “grapes” refueling airplanes, and helos; and Sailors moving supplies and ordnance.

Each flight deck task has the potential to end in a mishap. Our Sailors must get their work done, and they must do their jobs despite the danger. The flight deck is our office, but it unfortunately has been a place for us to die as well. Aviation Sailors must know the flight deck rules.

Understanding flight deck markings, learning how to maneuver about the deck and recognizing hand signals are critical. It takes the work of many to accomplish any single mission and the ability to communicate is vital. We must know, understand, recognize and follow all safety signs and signals. Everyone must work together to control hazards on the flight deck.


BY MECH STAFF


FLIGHT DECK

LEFT: Sailors place the aircraft barricade ramps on the flight deck aboard the USS Ronald Reagan (CVN 76) during certifications. (Photo by Mass Com-munication Specialist 2nd Class Janweb B. Lagazo)

BELOW: Aviation Boatswain’s Mate (Handling) 2nd Class Christopher Settle, directs an EA-18G Growler assigned to Electronic Attack Squadron (VAQ) 133 toward a catapult on the flight deck of the aircraft carrier USS John C. Stennis (CVN 74) in the Red Sea. (Photo by Mass Communication Specialist 3rd Class Skyler Okerman)

Sailors aboard the aircraft carrier USS Dwight D. Eisen-hower (CVN 69) scrub the flight deck after a counter-measure washdown during an underway in the Atlantic Ocean. (Photo by Mass Communication Specialist 1st Class Tony D. Curtis)

LEFT: Personnel Specialist 3rd Class Tashmarie Johnson, acts as nozzleman on the flight deck of the Arleigh Burke-class guided-missile destroyer USS Lassen (DDG 82) as part of a crash and salvage drill during a sustainment exercise. (Photo by Mass Communication Specialist 3rd Class Katie Cox)


FLIGHT DECK

Yellow Jerseys

The People...

Aircraft Handling Officer –Exercises overall supervision of embarked aircraft and

assists the Air Boss in conducting flight operations. The handler is in charge of the Air Department Training Team (ADTT).

Flight Deck Officer –Is responsible for safe and timely operations, train-

ing of personnel, readiness of aircraft handling support equipment, overall maintenance and material condition of the flight deck.

Catapult Officer (Shooter) –Is directly responsible to the Air Boss, via the handler,

for the safe and efficient operation of launch equipment, and for the crew’s performance during launches. He has the ultimate responsibility for the safety in launching of all aircraft from the catapults. Shooters wear a green helmet with three orange stripes and a yellow vest.

Aircraft Crash and Salvage Officer (Air Bos’n) –Supervises crash crews and fire parties in handling air-

craft emergencies during flight operations and general quarters. The Air Bos’n ensures the readiness of assigned personnel, firefighting and salvage equipment. The crash and salvage officer is responsible for the overall training of air department and air wing’s flight deck personnel in aircraft firefighting and crash and salvage operations.

Arresting Gear Officer (AGO or The Hook) –Responsible to the Air Boss via the handler for the safe

and efficient operation of the recovery equipment and crew during recovery operations. The AGO must understand and comply with aircraft recovery bulletins, CV NATOPS and NavAir operating instructions. The AGO also enforces operational precautions. The AGO wears a green helmet with three green stripes and a yellow vest.

Plane Directors –Provide visual signals to pilots in guiding aircraft.

Various people make up the rainbow of jerseys that oc-cupy the flight deck. These service members ensure the day-to-day operations on the flight deck run as

smoothly as possible. To do that, they must exercise team-work and have the ability to pay attention to the little details.

Air Officer (Air Boss or Boss) –The air department head responsible to the ship’s com-

manding officer. He supervises and directs primary flight control operations, aircraft-launch-and-recovery equipment

(ALRE), aviation fuel systems, aircraft handling on the flight deck and hangar deck, aircraft firefighting and crash, salvage and rescue operations.

Assistant Air Officer (Mini Boss) –Aids the Air Boss by making sure that his plans, orders,

and instructions are carried out. The Mini Boss acts as the assistant department head. He also functions as the air de-partment training coordinator.

BY MECH STAFF


FLIGHT DECK

ABOVE: Capt. Robert Hawthorne, the air boss, and Master Chief Avia-tion Boatswain’s Mate Aristotle Villahermosa, the air department leading chief petty officer, observe the launch of an F-35B Lightning II aircraft assigned to the “Wake Island Avengers” of Marine Fighter Attack Squad-ron (VMFA) 211 on the flight deck of the Wasp-class amphibious assault ship USS Essex (LHD 2). (Photo by Mass Communication Specialist 2nd Class Irwin Sampaga)

BELOW: Lt. Eric Nuckoles, left, and Lt. Peter Emig stand watch as arresting gear officers as a C-2A Greyhound from the Rawhides of Fleet Logistics Support Squadron (VRC) 40 prepares to land on the flight deck of the Nimitz-class aircraft carrier USS Abraham Lincoln (CVN 72). (Pho-to by Mass Communication Specialist 3rd Class Jeff Sherman)

ABOVE: Lt. Adam Hall runs across the flight deck during a crash and salvage drill aboard the aircraft carrier USS Theodore Roosevelt (CVN 71). (Photo by Mass Communication Specialist 3rd Class Victoria Foley)

BELOW: Lt. Christi Morressi, a shooter aboard the aircraft carrier USS Theodore Roosevelt (CVN 71), signals an F/A-18F Super Hornet assigned to the Black Knights of Strike Fighter Squadron (VFA) 154 to launch from the flight deck. (Photo by Mass Communication Specialist 3rd Class Erick A. Parsons/Released)


FLIGHT DECK

Boatswain’s Mate 2nd Class Jeremy Boling serves as the safety petty officer aboard the guided missile destroyer USS Donald Cook (DDG 75) during a replenishment-at-sea with the Military Sealift Command fleet replenishment oiler USNS John Lenthall (T-AO-189). (Photo by Mass Commu-nication Specialist 2nd Class Karolina A. Oseguer)

Safety Officer and Crew –Responsible for the overall safety of flight deck oper-

ations. They make sure all activities are in accordance with procedures.

Air Transport Officer (ATO) –Coordinates the loading, unloading and movement of

all air cargo and passengers.

Landing Signal Officer (LSO) –Ensures that each aircraft remains within safe

parameters during landing approach through radio communications and light signals. LSOs are stationed portside aft. They initiate the wave-off of aircraft that

are outside the safe-landing envelope.

Squadron Plane Inspectors (Troubleshooters) –

Identified by the black-and-white checkerboard pat-tern on the front and back of their jerseys with squadron designator and green helmet. They are responsible for safety and inspection of aircraft.

Medical –They provide immediate medical assistance and

treatment to any flight deck personnel casualties. A large red cross on the front and back of their jerseys identifies them.

White Jerseys


FLIGHT DECK

ABOVE: Squadron plane inspectors and troubleshooters transport compressed air to a waiting aircraft during flight operations aboard the Nimitz-class aircraft carrier USS Theodore Roosevelt (CVN 71). (Photo by Mass Communication Specialist 3rd Class Nathan Laird) LEFT: Capt. Michael C. Manazir, commanding officer of the aircraft carrier USS Nimitz (CVN 68) mans the landing signal officer position to observe the approach of Capt. Bret Batchelder, commander of Carrier Air Wing (CVW) 11, on his 1,000th carrier arrested landing. (Photo by Mass Communication Specialist 2nd Class Matthew A. Hepburn)

Medical team Sailors transport a mannequin during a medical evacua-tion drill on the flight deck of the aircraft carrier USS Theodore Roosevelt (CVN 71). (Photo by Mass Com-munication Specialist 3rd Class Anthony J. Rivera)


FLIGHT DECK

Aircraft Handling and Chock Crewmen –The blueshirts handle and secure all aircraft with wheel

chocks and chains. They operate the handling equipment, to includes aircraft-starting units on the flight deck.

Elevator Operators (EOs) –Operate the carrier’s aircraft elevators, which move

aircraft to and from the flight and hangar deck. They wear white cranials.

Blue JerseysThe People...

Aviation Boatswain’s Mate (Han-dling) 2nd Class Bradley Lefler, left, instructs Airman Jeffery Aidoo, on locking down chains for a F/A-18F Super Hornet, assigned to the “Gun-slingers” of Strike Fighter Squadron (VFA) 105, aboard the aircraft carrier USS Dwight D. Eisenhower (CVN 69). (Photo by Mass Communications Specialist Seaman Tyler Miller)

Aviation Boatswain’s Mate (Handling) Airman Jere-my Martinez operates an elevator control panel aboard the amphibious assault ship USS Kearsarge (LHD 3) during a vertical replenish-ment (VERTREP) with the Military Sealift Command, USNS Alan Shepard (T-AKE 3). (Photo by Mass Commu-nication Specialist Seaman Apprentice Ryre Arciaga)


FLIGHT DECK

Crash and Salvage –This flight deck “fire department” fights

aircraft fires and rescues personnel on the flight deck. They operate all mobile firefight-ing and crash-and-salvage equipment.

Ordnance Officer –Responsible for the movement, handling

and loading of aircraft ordnance. Their jersey has a black stripe and “Safety” on the front and back.

CAG Arm and De-arm Team –Ordnance personnel assigned to the

carrier air wing for arming and de-arming weapons.

Ordnance Handlers –The “BB Stackers” move, load and unload

ordnance on aircraft. Their jerseys have black stripes and their squadron designator on the front and back.

Red Jerseys

Sailors assigned to the Arleigh Burke-class guided-missile destroyer USS Benfold (DDG 65) man an aqueous film forming foam hose during a crash and salvage drill on the flight deck. (Photo by Mass Communication Spe-cialist 2nd Class Anna Van Nuys)

Petty Officer 3rd Class Emma Cruz cleans the barrels of an M61A2 gun of an F/A-18F Super Hornet. (Photo by Petty Officer 3rd Class Andrew J. Sneeringer)

Aviation Ordnanceman 1st Class Sandra Polk, right, reads from an inspec-tion sheet as Aviation Ordnanceman 3rd Class Ben Monroe, left, and Avia-tion Ordnanceman 2nd Class Matt Gamble inspect a GBU-54 bomb on the flight deck of the Wasp-class amphibious assault ship USS Kearsarge (LHD 3). (Photo by Mass Communication Specialist 3rd Class Kaitlyn E. Eads)

Sailors assigned to the Fighting Checkmates of Strike Fighter Squadron (VFA) 211 remove ordnance from an F/A-18F Super Hornet on the flight deck aboard the Nimitz-class aircraft carrier USS Harry S. Truman (CVN 75). (Photo by Mass Communication Specialist Seaman Maxwell Higgins)


FLIGHT DECK

Aviation Fuel Crews –Known as “grapes” because of

their jersey color, purple shirts fuel and de-fuel aircraft from stations strategically located around the flight and hangar deck. The “grapes” also supply automotive gasoline, lubricating oil to the catapults and fuel to the jet-engine test cell.

Purple Jerseys

Aviation Boatswain’s Mate (Fuels) Airman R. O. Faltz checks fuel for sediments aboard the aircraft carrier USS Harry S. Truman (CVN 75). (Photo by Mass Communication Specialist Seaman J. A. Mateo)

Aviation Boatswain’s Mate (Fuels) Airman Jadyn Schrack refuels an F/A-18 Super Hornet on the flight deck of the Nimitz-class aircraft carrier USS Harry S. Truman (CVN 75). (Photo by Mass Communication Specialist 3rd Class Rebekah A. Watkins)


FLIGHT DECK

ABOVE: Aviation Boatswain’s Mate (Fuels) Airman Apprentice Collin McQueen prepares to fuel aircraft aboard the amphibious assault ship USS Boxer (LHD 4). (Photo by Mass Communication Specialist Seaman Conor Minto)

LEFT: Aviation Boatswain’s Mate (Fuels) Airman Domingo Bareng checks the continuity of a JP-5 fuel nozzle while performing routine maintenance aboard the amphibious assault ship USS Makin Island (LHD 8). (Photo by Mass Communication Specialist 2nd Class Lawrence Davis)


FLIGHT DECK

Catapult Safety Observer –Directly represents the launching offi-

cer. Ensures people follow launch proce-dures and precautions.

Topside Safety Petty Officer (TSPO) –Ensures that holdbacks and repeat-

able-release assemblies are installed, and that the aircraft’s launch bar is seated in the shuttle spreader. For bridle aircraft, the TSPO makes sure the bridle is engaged with the spreader and the aircraft’s tow fit-tings. They are the last people to exit from under the aircraft.

Holdback Personnel –Installs holdbacks and repeatable-re-

lease assemblies. They install tension rings and bars and holdback assemblies. They also verify position.

Centerdeck Operator –Communicates with catapult control,

relaying aircraft type, gross weight, side number and capacity selection valve set-tings for the launching officer.

Jet-Blast Deflector (JBD) Operator –

Raises and lowers the jet blast deflec-tors for each aircraft. The JBD prevents jet blast from hitting personnel and aircraft aft of the catapult launching area.

Weight Board Operator –Verifies the aircraft gross weight with

the aircrew as a final check before launch. Each plane requires a different catapult capacity selector valve (CSV) setting based on aircraft weight.

Green JerseysCatapults

ABOVE: Catapult safety observers give the go ahead for an F/A-18F Super Hornet assigned to the “Death Rattlers” of Strike Fighter Squadron VFA-154 to launch from one of the four steam driven catapults aboard the Nimitz-class aircraft carrier USS John C. Stennis (CVN 74). (Photo by Mass Communication Specialist 3rd Class Philip Morrill)BELOW: Aviation Boatswain’s Mate (Equipment) Airman Branden Brown stands ready to move the arresting gear wire back into place on the flight deck of the Nim-itz-class aircraft carrier USS Abraham Lincoln (CVN 72). (Photo by Mass Communi-cation Specialist 3rd Class Jeff Sherman)


FLIGHT DECK

Aviation Boatswain’s Mate (Equipment) 3rd Class Matthew Young performs a maintenance check on a holdback bar before flight operations on the flight deck of the nuclear-powered aircraft carrier USS Nimitz (CVN 68). (Photo by Mass Communication Specialist 3rd Class Gretchen M. Roth)

A Sailor assigned to catapults aboard the Nimitz-class aircraft carrier USS Theodore Roosevelt (CVN 71) controls the jet blast deflectors. (Photo by Mass Communication Specialist Seaman Anthony Hopkins II)

A weight board operator displays the weight of an aircraft on the flight deck of the nuclear-powered aircraft carrier USS Carl Vinson (CVN 70). (Photo by Mass Communication Specialist 2nd Class Adrian White)


FLIGHT DECK

Topside Petty Officer (TPO) –Supervises the arrest-

ing-gear topside crew. Re-sponsible to the arresting gear officer for ensuring topside arresting-gear equipment is in good working order.

Deck Edge Operator –Retracts the arresting gear

after recovery of each aircraft. Stationed in the catwalk.

Hook Runners –Ensure cross-deck pendant

and purchase cable have been disengaged from the aircraft tail hook and, when the landing area is clear, they give retract signal to the deck edge opera-tor.

Deck Checkers –Ensure the landing area is

FOD free, the wire is in posi-tion for aircraft recovery, and all personnel are clear of the landing area.

Green JerseysArresting

Aviation Boatswain’s Mate (Equipment) 2nd Class Andrew Pope and Aviation Boatswain’s Mate (Equipment) Airman Alex Cormier, both topside safety petty officers, supervise the launch of aircraft aboard the Nimitz-class aircraft carrier USS Carl Vinson (CVN 70). (Photo by Mass Communication Specialist Seaman Rosa A. Arzola)


FLIGHT DECK

Aviation Boatswain’s Mate (Equipment) 2nd Class Amanda Bell operates the deck edge control panel during catapault testing on the aircraft carrier USS Dwight D. Eisenhower’s (CVN 69) flight deck. (Photo by Mass Com-munication Specialist Seaman Apprentice Josh-ua Murray)

Logistics Specialist 3rd Class Jaryn Jackson, front, and Logistics Specialist Seaman Joseph Gawerecki prepare to hook cargo onto an approaching MH-60S Sea Hawk helicopter assigned to the Indians of Helicopter Sea Combat Squadron (HSC) 6 on the flight deck of the aircraft carrier USS Theodore Roosevelt (CVN 71) during a replenishment-at-sea. (Photo by Mass Communication Specialist 3rd Class Alex Perlman)

Sailors retrieve a holdback bar follow-ing the launch of an F/A-18E Super Hornet assigned to Strike Fighter Squadron (VFA) 195 aboard USS Ron-ald Reagan (CVN 76). (Photo by Mass Communication Specialist 2nd Class Tyra M. Campbell/Released)


FLIGHT DECK

Green Jerseys

Others

Aircraft Maintenance Crew –

Maintain the aircraft. Their jerseys are marked with a squadron designator and black stripe on the front and back.

Helicopter LSE (Landing Signal Enlisted) –

Directs the takeoff and landing of all helicopters with visual hand signals. The LSE wears a red helmet.

Photographers –Capture images and video

flight operations for documen-tation and media requests.

Aviation Machinist’s Mate 2nd Class Jared Sones, left, speaks with Aviation Machinist’s Mate 2nd Class Bailey Harper, from Macon, Georgia, while conducting maintenance on an MH-60S Sea Hawk helicopter assigned to Helicopter Sea Combat Squadron (HSC) 14 on the flight deck of the aircraft carrier USS John C. Stennis (CVN 74) in the Indian Ocean. (Photo by Mass Communica-tion Specialist 3rd Class Grant G. Grady)

ABOVE: An LSE signals an HH-60H Sea-hawk on the flight deck of the Nimitz-class aircraft carrier USS Harry S. Truman (CVN 75). (Photo by Photographers Mate Airman Ryan O’Connor)

RIGHT: Interior Communications Electrician Seaman Adam Mason operates the camera in the integrated launch and recovery tele-vision system room aboard the Nimitz-class aircraft carrier USS Ronald Reagan (CVN 76). (U.S. Navy photo by Mass Communica-tion Specialist 2nd Class Kenneth Abbate)


FLIGHT DECK

BrownJerseys

Plane Captains—Ensure aircraft are inspect-

ed and serviced before and after each flight. They are responsible for the cleanliness and general condition of the aircraft. They also supervise ground-starting procedures. Their jerseys are marked with their squadron designator on the front and back.

Plane captains as-signed to the aircraft carrier USS Harry S. Truman (CVN 75) stand by to chain an aircraft so that it can be serviced and readied for another launch. (Photo by Mass Communica-tion Specialist 2nd Class Kilho Park)

Plane captains assigned to the Wolf Pack of Helicopter Maritime Strike Squadron (HSM) 75 wait to chain down an MH-60R Seahawk helicopter on the flight deck of the aircraft carrier USS Nimitz (CVN 68). (Photo by Mass Communication Specialist 3rd Class Jess Lewis)


FLIGHT DECK

The Procedures...No one shall enter the landing area to effect equip-

ment repairs, or for any other reason, until the deck is “fouled” and until positive clearance has

been obtained from the Arresting Gear Officer. If crossing the landing area is absolutely necessary during flight opera-tions, the following procedures shall be followed:

1. Personnel shall stay clear of the foul line, and shall check the aircraft in the pattern.

2. If the pattern is clear, the individual shall get the Ar-resting Gear Officer’s attention and indicate desire to cross by pointing across the deck.

3. The Arresting Gear Officer shall check the pattern. If

the pattern is not clear, no response will be seen from him. The Arresting Gear Officer is busy and will continue with his duties.

4. If pattern is clear, the Arresting Gear Officer will point at the individual and then swing arm in a horizontal motion to point to the other side of the landing area. A green wand will be used to give permission to cross at night.

5. After receiving clearance, the individual shall run straight across the deck, staying at least 10 feet aft of the No. 1 wire. This will prevent tripping over the wire sup-ports or being struck by the No. 1 wire during the wire retraction.

Rules for crossing the landing area (LA) are critical for safe maintenance and operations on the flight deck.

References For Carrier Flight Deck QualificationBasic Airman

Basic Military RequirementsInterior Communication Electrician, Vol 1

Aviation Ordnanceman 3, 2 & 1Aviation Boastwain’s Mate H 3 & 2

U.S. Navy Aircraft Firefighting and Rescue Manual NA 00-80R-14NATOPSU.S. Navy Aircraft Crash and Salvage Operations Manual (Afloat) NA 00-80R-19, NATOPS

Aircraft Signals Manual NA 00-80T-113, NATOPSCV Flight/Hangar Deck Manual NA 00-80T-120, NATOPSAircraft Securing and Handling Procedures NA 17-1-537

Firefighting Vehicle A/S32P-25 NA 19-25-574Visual Landing Aids General Service Bulletin No. 8 NAWC Aircraft Division Lakehurst-4.8.10.3 (Rev. L)

NAVEDTRA for Damage Controlman 3 & 2Helicopter Operating Procedures for Air-Capable Ships NWP 3-04.1

Naval Search and Rescue (SAR) Manual Air-Capable Ship, Aviation-Facilities Bulletin No. 1H NWP 3-50.1 (Rev. A)Operational Risk Management OPNAVINST 3500.39

Navy Safety and Occupational Health Program Manual for Forces Afloat Ships Information Book OPNAVINST 5100.19E


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ORM 5-Step Process1. Identify Hazards

a. Look at the hazards on the flight deck (intakes,exhausts, “head knockers,” open deckwells, etc.).

b. Look for what could cause a hazard (planes turningand taxiing, people too close to deck edge,

sharp objects, trip hazards, etc.).2. Assess Hazards

a. What degree of risk exists: critical (death),serious (severe injury), moderate (minor injury)

or minor (minimal impact)?b. What probablility exists: likely, probable, may

occur or unlikely?3. Make Risk Decisions

a. Develop controls to minimize risk (steps to taketo avoid injury, death or damage to aircraft and

equipment).b. Determine residual risk (reassess risk with your

controls).c. Make risk decision.

4. Implement Controlsa. Use established controls (follow your plan to

reduce risk).b. Communicate these controls to the lowest level:

Who will do what, where and by when.5. Supervise

a. Enforce standards and controlsb. Remain alert for changes and the need to modify

controls.c. Take corrective action when necessary.


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Flight Deck Uniform Color Reference


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1

3

3

2

4

4

2

The Flight Deck...


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1

3

3

2

4

4

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Graphic by Harland Robinson

Photos courtesy of Navy.mil

This section describes the knowledge, equipment and procedures that control risks and prevent mishaps.

FOD (Foreign Object Damage) WalkdownsWalkdowns are held before, during and after flight

operations. Squadron, air wing and ship’s company air-de-partment personnel participate by forming a line across the width of the flight deck, and slowly walk from bow to stern. The purpose is to search out loose objects on the deck that, if ingested into aircraft engines, would result in costly repairs. Flight deck crews have been seriously injured by FOD that has been blown by jet blast. FOD is a major safety concern on all flight decks.

Flight Deck Fire and Firefighting Symbols“Fire, fire, fire on the flight deck!” Those sobering words

and your immediate response can make the difference between minor damage and a catastrophe or between injury and death. Keep this fact in mind because you may be the first person on the scene. Will you be prepared? The firefighting-agent symbols illustrated next are painted at various locations on the wheel stop coaming on the edges of the flight deck. You’ll see other firefighting-apparatus symbols on the island structure. Study these symbols when you walk the flight deck. Get familiar with the location, op-

erating procedures and intended purpose of all flight deck firefighting equipment.

AFFF Station MarkingsAn 18-inch wide green strip is painted up and over the

deckedge wheel stop coaming. A white, 3-inch-high “AFFF” is painted in the center of the stripe. At loca-tions where coaming is not installed, the stowage location is marked by a green, 18-inch square painted on the flight deck with white “AFFF” letters painted in the center of the square.

AFFF is the primary extinguishing agent for aircraft fires on all Navy air-capa-ble ships. Operating a typical flight deck AFFF station is simple.

• First – Locate the activation button and the telephone (they are painted green).

• Second – Make sure the firefighting crew has pulled out all the fire hose from the storage box.

The Safety Environment...

Photos Courtesy of Navy.mil


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• Third – Push the button. This will activate the system and charge the hose. Note: Hard, non-collapsible hoses may be charged while on the hose reel.

• Fourth – Get on the telephone. This is how you will communicate with the pumping station that supplies the agent to the AFFF station and how you talk with damage control central. Talk to the people at the pumping station if you have any problems or when it’s time to secure the AFFF station. Note: You do not have to use the telephone before turning on the hose.

CO2 Bottle Stowage MarkingA red, 12-inch-wide stripe is painted up and over the

deck edge wheel stop coaming, and a white, 3-inch “CO2” designation is painted in the center of three stripes. Where coaming is not installed, the deck edge is marked with a white 18-inch-diameter circle with a red, 5-inch-

The Safety Environment...

high “CO2” designation centered in the circle.

Purple K Powder (PKP) Stowage MarkingA red, 12-inch wide stripe is painted up and over the

deck edge wheel stop coaming, and a white 3-inch high “PKP” is painted on the center of the stripe. Where coam-

ing is not installed, a white 18-inch-di-ameter circle is painted on the flight deck to mark the stowage

location. A red, five-inch high “PKP” designation is centered in the circle.

Salt-Water Station MarkingA red, 18-inch

wide stripe is painted up and over the deck edge wheel stop coam-ing, and a yellow, 3-inch-high “W” painted in the cen-ter. Where coam-ing is not installed,

the station is marked by a red triangle, 18 inches per side, painted on the flight deck. A yellow “W” is centered inside the triangle.

HALON MarkingThe HALON agent is found only in the P-25 mobile fire-

fighting and rescue vehicle.


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ORM for the Flight and Hangar Deck

BY TED WIRGINIS AND DENIS KOMORNIK


Did you ever notice how we almost seamlessly launch, recover and move aircraft and people all over the flight deck? Did you ever wonder how we do this?

Simply put, it’s because we have very dedicated profession-als doing their jobs. However, whether we realize it or not, the success of those individuals who are just “doing their job” hinges upon thorough application of Operational Risk Management on three levels—in depth, when our leader-ship and acquisition folks provide the equipment, training and guidance for flight deck operations; deliberate, when we plan and brief for the events or operations of the day; and time critical, when we actually apply the risk controls or use the resources provided to us for getting the job done.

We depict the levels in a shaded gradient (figure 1)

because there are no definitive lines between the levels. Rather there is a flow from one level to the next, dependent upon the time available, which obviously decreases as we get closer to the point of execution of an event. On the flight deck we spend most of the time doing the job—that means managing risk and resources at the time-critical level.

Why is it important to understand the three levels of ORM? Because each level plays a role in improving our chance of completing the mission successfully. In particu-lar, the controls developed at each level are resources we can tap into to accomplish our job or mission during its execution. These resources make it easier to do our job and help catch errors that might be detrimental to task or mis-sion success. Beyond the equipment itself and our fellow shipmates, there are other resources we can tap to help mitigate the risks associated with the hazards of the flight deck. These can be broadly categorized into the following


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Figure 1

Figure 2



blocks (Figure 2):• Policies, procedures, and routines such as general or-ders, statements of purpose and guides. These resources speed up decision making and increase predictability through standardized operations.• Checklists and job aids such as instructions and maintenance instruction manuals. These resources decrease potential for error and improve coordination.• Automation such as alarms, warning lights, auto door locks, autopilots and seat-belt warn-ings provide another opportu-nity to reduce risk by providing faster interpretation of infor-mation, process of information, provide warnings and distribute the workload.• Briefings and external resources transfer situational awareness from a supervisor, shipmate, briefer or crew-

member. Briefs establish expectations and improve situa-tional awareness.• Knowledge, skills and techniques such as training, prac-


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Figure 3


tice and drills. These resources are brought by the indi-vidual to the task or mission. In addition to helping us do a particular task, knowledge and skills improve situation-al awareness and ability to make informed decisions.

We can draw on the resources created as controls during the in-depth and deliberate levels of risk manage-ment to help us execute the task or mission at the time critical level. Those in a leadership position are respon-sible for making sure the resources are available to those who will be doing the tasks. Bottom line, it is essential to continuously review available resources and make sure they are current, effective and relevant.

This is a critical component of managing risk effec-tively. It is important to think of ORM not as an added program, but as an integral part of warfighting, of doing the job. To win or to succeed, we need to think, plan and perform better than our enemy. We need to understand the threats and hazards we face; the things that stand in the way of the successful accomplishment of our mis-sions. We need to execute, sometimes under extreme stress, and we need to do it as a team. We prepare to go into battle by developing tactics and procedures to counter our adversaries, and then we hone the skills nec-

essary to execute them.So, how does ORM fit into our daily lives when most of

the time we’re told what to do, when to do it, and that we better hurry up and do it? That’s when time-critical risk management is applied.

Recall the five-step process of ORM (Figure 3). This is the fundamental process used to anticipate hazards and develop controls to mitigate the associated risks prior to doing the job, when you have time to plan and find the right answers. Time and experience has shown that it works exceptionally well for the in-depth and delib-erate levels, but was a challenge, at best, to apply at the time-critical level. To help fill this time-critical gap, a new tool was developed—one that is easy to remember and use when we are doing our job—the mnemonicA B C D.

A – Assess the situationB – Balance your resourcesC – Communicate your intentionsD – Do and DebriefThis is not a new ORM process, but a simple tool to

help us manage the resources at our disposal in order to mitigate risks. Figure 4 illustrates the relationship


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Figure 4


between the five-step ORM process and ABCD.

Time-Critical Risk Management (TCRM)Let’s take a closer look at ABCD and how it applies to

our time on the flight or hangar deck. As a yellow shirt, purple shirt, brown shirt, aviator or any other “shirt,” we use risk management, but maybe not all the time. Maybe we need to develop our skill sets to improve how we use risk management.

What do we need to do our job better? How can the use of time-critical risk management help us and our team on the flight deck?

Example: You’re headed to the flight deck to perform routine maintenance on your squadron’s aircraft. Before heading out, ASSESS the situation (we will use this exam-

ple throughout our closer look at ABCD):What’s different today?What is going on?Where are you?What will affect your ability to complete the task?Where on the flight deck will you come out?Are launch and recovery operations in progress?What are the current weather conditions (sea state, rain,

sun, day, night, fog, ice (you name it, we’ve seen it))? Are you prepared for it?

Are you fatigued (you know you’re tired; you’ve been working 12 hours; how attentive are you; will your reaction time be different)?BALANCE your resources

What resources do you need to get the job done?


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cause delay? What could be done to achieve success in the future with fewer problems? As a leader, do you foster open communication to identify hazards?

We all have a responsibility to use risk management as a tool to improve our mission readiness and ensure mission successes, especially as we face daily changes in tasking, personnel, equipment or the operating environment. As a final thought, remember that regardless of the level at which you are applying risk management, the four prin-ciples are the essential underlying concepts. Now, take a minute to review the scenarios provided and facilitate discussion within your work center on how to improve your management of risk.

During night carrier qualifications (CQ) operations, the ship successfully recovered an aircraft on the No.3 wire. Upon recovery, No. 3 wire was retracted, and the fast eddie (shuttle cover) was dislodged. This created a gap where the cross-deck pendant (CDP) No. 3 became wedged under fast eddie and lodged underneath catapult 3 spreader. A “foul

Aviation Electronics Technician 1st Class Matthew Kopp, right and Aviation Electronics Technician 2nd Class Marcus Lucas inspect an F/A-18E Super Hornet assigned to the “Tomcatters” of Strike Fighter Attack Squadron (VFA) 31 on the flight deck of the aircraft carrier USS Theo-dore Roosevelt (CVN 71). Photo by Mass Communication Specialist 3rd Class Erick A. Parsons.

SCENARIO 1

What resources do you need to work in today’s environ-ment?What resources are actually available?What are your options?How do you use them?What resources do you have available?Do you have the proper PPE (cranial, hearing protec-tion, flight deck boots)?Do you have the tools required to perform the task at hand?Do you have the correct publications, checklists, etc.?Are you following proper procedures?Do you have the necessary personnel to perform the task?

COMMUNICATE your intentions and risksWho needs to know?Who can help?Who can provide backup? Revise if necessary.To whom did you communicate your intentions regard-

ing getting the maintenance completed?Does your supervisor or team know what you are doing?If the job requires more personnel, do you press on or call for assistance?Is it a new job? Are experienced personnel back at the work center? Do you ask for assistance or simply press on … in a hurry?Think about the job and your skill set…if it feels wrong…it is wrong—stop! Communicate your concerns up the chain. Reassess the situation…don’t take risks for which you’re not prepared.

DO and DEBRIEFCarry out the plan.The maintenance was performed as required and you

met the launch (mission success). However, it is now time to ask some questions (debrief).

• Did actions produce mission success and reduce risk?• Did you properly assess the situation? When coming up

on deck, did you almost get blown down from jet exhaust? Did you cross foul-deck lines or safe shot lines? Did you have all required PPE? Were you prepared for the weather? Why did the job take longer than expected?

• Did you balance your resources? Did you have the required tools and personnel? As you review the event, did you really use all the right resources to get the job done effectively?

• Did you communicate what you were planning to do? Did you let the supervisor know about any issues or haz-ards that might affect job completion? Did communications


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Boatswain’s Mate 1st Class Robertus Sulistiono directs a U.S. Coast Guard MH-60T Jayhawk, assigned to U.S. Coast Guard Air Station Kodiak, before landing on the flight deck of the Arleigh Burke-class guided-missile destroyer USS Kidd (DDG 100) while participating in Exercise Northern Edge 2019. (Photo by Mass Communication Specialist 1st Class Ryan J. Batchelder)

deck” was announced by the Air Boss and other appropriate personnel. Because of miscommunica-tion between personnel, flight deck crewmembers removed CDP 4 instead of CDP No. 3. Below deck, arresting gear engine No. 3 was set to 10,000 lbs—the standard engine setting for out of service gear engines.

However, the No. 3 engine still had the CDP at-tached. The next aircraft in the landing pattern was an FA-18F, which required an arresting gear engine setting of 44,000 lbs. The Super Hornet engaged CDP No.3, which partially slowed the aircraft until it failed. The aircraft departed the flight deck well below flying speed, and the aircrew ejected. Six flight deck crewmembers were injured by the parted CDP and extended purchase cable. Two flight deck crewmembers received permanent partial disabili-ties because of their injuries. TCRM procedures that could have averted this mishap:

A – Assess the situation. Night CQ and a problem with the No. 3 CDP and aircraft to recov-er. Why is the flight deck crew removing CDP No. 4 instead of No. 3 and no one asking why they are performing this action? Who is directing No. 3 en-gine to be set at 10,000 lbs?

B – Balance your resources. Check the ca-ble…is it good or does it need to be removed? What equipment is available? Personnel availability? Gauges should be monitored and if they seem to be set wrong why isn’t anyone stating so? Is there an established NATOPS procedure or SOP that should be followed?

C – Communicate risks and intentions. Notify appropriate personnel. All personnel need to continue to ask questions when an out of the norm event occurs until resolved.

D – Do and Debrief to improve. Execute mission and document lessons learned. This in-cident resulted in a Class “A” mishap with loss of equipment and injury to crew. When completing operations, debrief as a team.

What needs to change to prevent further occur-rences?

ORM lessons learned:• Lack of situational awareness resulted in mission

degradation, failure and tragedy. Every person found to be at fault in this mishap missed the opportuni-


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mission execution. One person can make a difference.

An aircraft being towed in the hangar bay of an aircraft carrier hit a piece of ground support equipment (GSE) that was under the starboard wing of the aircraft. The move crew knew the GSE was under the aircraft but erroneously deter-mined that they had enough lateral clearance to move the jet without first moving the equipment. The stator was deflected (trailing edge down) before the aircraft was moved.

The crew began the move, and the aircraft hit the GSE, causing damage to the underside of the starboard stator. The director failed to clear the immediate area of obstructions before allowing the aircraft to be moved. In addition, the tail safety and the starboard chock walker did not notify the director of any unsafe condition.

TCRM procedures that could have averted this mishap:

Sailors lower flight deck nets in preparation for flight quarters aboard the guided-missile destroyer USS Roosevelt (DDG 80). Photo by Mass Com-munication Specialist 2nd Class Austin Ingram.

SCENARIO 2

ty to act on one or more critical pieces of information that could have prevented this mishap. Those individual acts of omission resulted in the breakdown of communication. This sequence of events clearly illustrates how critically important every person involved in flight deck operations is to mission success.

• Another common thread concerns complacency. Flight operations on an aircraft carrier are one of the most dynamic and challenging work environments. Yet, in spite of this, if we do the same thing repeatedly, we can become compla-cent. It can lead to overconfidence and a lack of attention to detail. At that point, we are simply going through the mo-tions instead of being actively engaged and focused on what we are doing.

• An experienced operator suspected the arresting gear was not configured correctly but did not stop flight oper-ations to confirm the topside configuration matched the arresting-gear engine settings. This act of omission may imply something about the command climate with regards to complacency and understanding roles and responsibilities in


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Master Chief Damage Controlman Danielle Gilbert, left, observes as Aviation Machinist’s Mate 3rd Class Kevin Taylor, center, and Aviation Machin-ist’s Mate Airman Jhavon Graves handle a fire hose during damage control training aboard the Wasp-class amphibious assault ship USS Kearsarge (LHD 3). (Photo by Mass Communication Specialist 2nd Class Ryre Arciaga)

A – Assess the situation. Aircraft move in hangar bay. GSE equipment in area. Crew with lack of situational awareness with no one focusing on the move in tight quar-ters. Crew was unaware of the impact the aircraft’s configu-ration would have on the move.

B – Balance Resources. SOPs for aircraft moves and required crew. Are we performing this move on the fly with inexperienced or unqualified personnel? Why not find someone to move GSE equipment?

C – Communicate risks and intentions. Did the Aircraft Director and crew brief before the move, to include utilization of established methods (voice, whistles, etc.)? Was the team aware of their responsibility to alert the di-rector of any issues that would result in mission failure?

D – Do and Debrief to improve. Execute mission

and document lessons learned. Document lessons learned for future reference to include space allowance, day or night, sea state, experience of personnel, etc...remember you will transfer and someone behind you will perform the same evolutions…why let them make the same mistakes?

ORM lessons learned:This is a perfect example of an age-old hazard with

aircraft moves. This mishap could have been prevented by maintaining strict adherence to safety precautions, shipboard SOPs and hangar-deck NATOPS procedures. In other words, use sound risk managment practices. The bottom-line lesson learned is everyone must recognize the value and responsibility of providing input before, during and after aircraft spotting.


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Flight Deck Basics...

1. Wear all seven items of flight deck gear:a. Flight deck helmet (cranial) which consists of a front-plate shell with (at a minimum) a 3-inch by 6-inch white reflective strip on front and a back plate with a 6-inch by 6-inch white reflective strip. Make sure the shells are connected to the liner and the sound attenuators.b. Use double hearing protection.c. Goggles: Always use clean, clear lenses. Make sure the goggles are attached to the cranial. Tinted lenses are used for day operations only.d. MK-1 float coat: The fabric should be in good condition. The jacket must stay buttoned. Every day, check its over-all condition, make sure the inflator assembly, light and whistle all work. Ensure daily PMS is completed.

e. Flight deck boots: Must be steel-toed, with nonslip soles and without any holes.f. Flight deck jersey: Must be the right color and long sleeved. Keep the sleeves rolled down.g. Authorized fire-retardant gloves: Always wear gloves in good condition.

2. Keep your eye on anyone you think might be setting themselves up for an accident. Help your peers avoid that potential danger.3. Lend a hand when an aircraft “push back” is called away. Caution—watch wheels, intakes and ordnance.4. Clean up immediately any mess under and around air-craft. This will help stop foreign object damage (FOD) and will help keep the deck skid-proof.5. Take part in all flight deck drills and FOD walkdowns.6. Seek out a yellow shirt and ask for assistance if you are unsure of a situation.7. Avoid walking in front of jet intakes or behind jet exhaust, especially if you aren’t sure whether the aircraft’s engines are turning. This is very important both day and night.

DO’sPhoto Courtesy of Navy.mil


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DON’Ts1. Don’t walk onto the flight deck during flight operations if you dont work there.2. Don’t walk onto the deck during flight operations without wearing proper flight deck gear.3. Don’t wear jewelry such as neck chains or bracelets while on the flight deck or in the work center.4. Don’t have sleeves or goggles up during flight operations.5. Don’t walk close to aircraft with engines turning. Stay at least 25 feet away from all intakes and propellers. Avoid jet exhaust by at least 150 feet when possible.6. Don’t walk through propeller arcs even if the prop is not turning. Always walk around them.7. Don’t work on or pass beneath a moving aircraft. Don’t pass beneath drop-tanks or air-refueling stores on parked aircraft.

8. Don’t place yourself on the outboard side of a taxiing plane or one being towed to or from the bow.9. Don’t walk onto the flight deck via the bow catwalks or via the port catwalk during flight operations.10. Don’t turn your back to the landing area during recovery.11. Don’t cross behind jet-blast deflectors while aircraft are at high-power settings and ready for catapult launch.12. Don’t sit on the flight deck.13. Don’t try to stand up if blown down by jet exhaust. Grab a pad eye or any immovable object and hold on.14. Don’t place yourself near arresting gear wires during air-craft recovery or when gear maintenance is being done.15. Don’t leave power cables lying on deck. Always stow them.16. Don’t stand in front of mobile firefighting equipment.17. Don’t cross elevator stanchions while they are raised.18. Don’t stand in front of a jet-starting unit’s (huffer’s) exhaust.19. Don’t loiter on the flight deck. If you do not have work to do, stay below.20. Don’t walk under tailhooks.

Sailors assigned to the amphibious assault ship USS Bataan (LHD 5), remove chocks and chains from an AV-8B Harrier assigned to the Tigers, of Marine Attack Squadron (VMA) 542, before take off. (Photo by Mass Communi-cation Specialist 3rd Class Alan L. Robertson)

8. Assume an aircraft’s engines are turning if you see some-one in the cockpit.9. Avoid an aircraft’s moveable surfaces while the engines are turning.10. Always enter the flight deck from behind the starboard side of the island.11. Keep trainees an arm’s length away or closer to the per-

son assigned to train you.12. Stand clear of safe-park and safe-shot lines when flight operations are in progress.13. Notify flight deck control immediately if you misplace a tool, wand or object.14. Know the plan for the cycle. Know the flow of traffic by watching aircraft directors.


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Flight Deck Stories...

Off the coast of Japan, the sea was calm and the weather was perfect. Homeport was less than a week away and this was the final day

of f ly-off to conclude the fall patrol aboard USS Ronald Reagan (CVN 76). As a seasoned Aviation Electrician’s Mate, with three patrols of experience

in carrier operations, I was tasked to final check an F/A-18E Super Hornet before launch. This aircraft was my “last ride,” and would be the last launch of my naval career.

I was aft of the island (in the junk yard) walking along the starboard scuppers towards my aircraft. At this time, another aircraft was being taxied in. The taxi director instructed the aircraft to turn and come up on power to avoid becoming stuck in the wires. The other f light deck personnel in the area noticed

BY AEAN CHARLES NYAMWEYA

Unscheduled Swim Call


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the turning aircraft and braced themselves, but I did not. As the turning aircraft’s jet exhaust swept across me, I was unable to either brace or catch myself and I was blown into the deck edge safety netting. For-tunately, two final checkers were close enough to notice me losing my balance and immediately ran towards the deck edge. Although I am certain they were expecting to see a splash sixty feet below, they found me only three feet below the deck and helped me out of the safety netting. They escorted me off the f light deck and I reported to medical. I was evaluated and returned to full duty with only a bruised hip and a hurt ego.

So why did I almost participate in an unscheduled swim call during f ly-off? I had plenty of experience on the f light deck, and nearing the last f light ops of cruise and of my career, I got complacent. If I had just kept my head on a swivel and maintained high situational awareness as I had for the previous six months, this never would have happened. The f light deck is an unforgiving environment, and I count my-self lucky that the one time I let down my guard I just ended up in the deck edge netting and not overboard in the Pacific Ocean.Editor’s Note: AO1 Marilyn Williams contributed to this article.

BY AO2 ALEXANDRIA SCOGGINS

When Complacency is on the Agenda

Tailored Ship’s Training Availability (TSTA) had finally come to an end, and our port call also came to an end too soon. Pulling back out on

USS Abraham Lincoln (CVN-72) for an additional 10 days didn’t sound too bad, but none of us were that excited about it. As usual, the f light schedule and routine maintenance were to be expected in an F/A-18E squadron, and the focus needed to be back on deck.

On this particular day, I realized that no matter how many ship detachments I’ve embarked on, or how many maintenance evolutions I’ve completed, focus and concentration are the most important ele-ments to successfully performing these duties safe-ly. Being a Collateral Duty Inspector (CDI) for the ordnance shop comes with a bit of responsibility, and being deployed on a ship increases the risks associat-ed with these responsibilities tremendously.

The f light schedule was beginning its nightly cyclic operations and was being taken care of by my night shift Quality Assurance Safety Officer (QASO). Being the night shift CDI, I took a team of workers to start on a routine maintenance evolution in the hangar bay. I was supervising a gun removal from aircraft 304.

In the midst of preparing the gear for the gun

removal, I took a couple minutes to myself to analyze the rest of the maintenance that needed to get done on this aircraft. As I was still looking through my note pad and thinking ahead on the next plan of ac-tion, I realized one worker was loosening the mount-ing bolts of the gun. Next thing I knew, the gun fell from inside the top of the aircraft to the bottom of the gun skid that was sitting right below it.

After the initial shock of “What just happened,” I realized I made a grave mistake. I didn’t verify that the hoist was intact prior to connecting it to the gun. I immediately ran to get my supervisor and Gunner to explain what just occurred.

I admit, I made this mistake due to my lack of fo-cus, communication, and quality assurance, which all lead to complacency. Luckily, none of my shipmates were injured. Mistakes are bound to happen with complacency leaning on a maintainer’s shoulders. I had the lives of my shipmates in my hands, and to think that I could have caused harm to them brings this lesson home to me, especially since this could have caused a fatality.

It’s because of mistakes like these that Naval avia-tion has its publications “written in blood.” Facing a disciplinary review board and having to answer the tough questions such as “do you believe this was a complacent act?” really makes you question whether complacency is in your daily agenda. It’s time to cre-ate a culture in which complacency becomes a thing of the past.


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Hospital Corpsman 1st Class Robert Stillwell, washes out the eyes of Aviation Maintenance Administrationman 3rd Class Phil Young. (Photo by Senior Chief Mass Communication Specialist Daniel Sanford).

It was another normal day for me aboard the USS Ron-ald Reagan (CVN 76). I had been up on the flight deck for most of the day, so I was definitely starting to get

tired. As I was heading back down below decks, I was asked to take two buckets of hazardous material (HAZMAT) to the disposal area. One of the buckets had hydraulic fluid and the other had JP-5. Since I was looking forward to grabbing some chow and getting some rest, I wanted to quickly take care of this task so I could finish up for the day. The place where I was taking the HAZMAT required me to go down a ladder, so I thought I would save a little time and take both buckets at the same time. As it turns out, this is easier said than done.

When I approached the ladder, I decided that the best way to get both buckets down was to place one in front of me and the other above and behind me as I went down the steps. As I started down the ladder, the front bucket had the hydraulic fluid and the back bucket had the JP-5. I thought to myself, “This was going to work out great; I will be done in no time!” What I had not considered was how I was going to get down the ladder without one hand free to hold the ladder rail as I descended. After I took my first step down, the ship shifted and I had to steady myself. As I did, the front bucket that held the hydraulic fluid bumped into the railing and splashed. I took a second to make sure I was steady before I continued, but what I did not see was that there was now hydraulic fluid on the next step down. As soon as put my foot down on the next step, it slid right out from under me and I tumbled down the rest of the steps to the bottom of the ladderwell.

This would not have been so bad if I had only been carrying one bucket, but since I was carrying two, the other bucket of JP-5 hit the steps behind me as I fell and covered the left side of my body and face. My eyes instantly began to burn as I started to process what had just happened. Lucki-ly, there was someone just around the corner who heard me fall and he immediately took me to an emergency eyewash station. After flushing my eyes for about 15 minutes, I was escorted down to ship’s medical. The doctor had me wash my eyes for an additional 20 minutes. With the eyewash complete, I was directed to go take a shower because my skin was starting to burn from the JP-5 exposure. Once I had the chance to clean up and change clothes, I was taken

BY AN BROC JOHNSON

When a Simple Task Gets Dangerousback to medical for a full evaluation. The doctor said I would be fine so I returned to my rack for the night.

The next morning when I woke up my eyes were still very sensitive and I had trouble opening my left eye. I went back to medical and they flushed my left eye again, but this time with saline. I was told that after five bags of saline, the last of the fuel had finally been removed from my left eye. Since I still had a lot of sensitivity in my left eye, the doctor di-lated it and put me on sick leave for the rest of the day, but assured me that there would not be any long term damage to my eyes.

This experience taught me a lot about doing things the right way. If I had only taken a few extra seconds and made two trips down the ladder, I would not have almost blinded myself. Fortunately, I kept my vision and only received mi-nor chemical burns, but my story should serve as a warning to others not to make the same mistake that I did. Anytime you are transporting HAZMAT, you should always have the proper protective equipment, and never cut corners. When going up or down a ladder, you should always leave one hand for the railing. If you take the time to do things right the first time, you will get more done and keep yourself safe while doing them.


FLIGHT DECK

A Sailor directs aircraft on the flight deck of the Nimitz-class aircraft carrier USS Abraham Lincoln (CVN 72). (Photo by Mass Communication Specialist 3rd Class Jeremiah Bartelt)


FLIGHT DECK

AAnyone who has worked the flight deck knows the inherent danger that goes along with working on “the roof.”

Hundreds of personnel wearing different colored shirts perform their jobs without regard to what is going on around them. There is pressure to get the mission done, so we put our jobs above everything else. We do not always see what will be best for the team; we see what we expect to see, when we expect to see it. However, a team moving together

in harmony works better than one that does not work well together. When a person or a group does their own thing, the team suffers. Communication is key in all flight deck operations.

From a yellow shirt’s perspective, we often tell squadron personnel to wrap up what they’re doing in order to move an aircraft without understanding that waiting two minutes may prevent that move. There are times when a trouble-shooter or squadron representative thinks a fix will be quick, and information sharing is key in situations like this. The squadron rep may not know that it is better to move the aircraft to a place where they can work uninterrupted.

A Yellow Shirt’s Perspective...

BY LT MAGUEL L . BROOKS



FLIGHT DECK

Situational awareness is critical at all times; history shows us how unforgiving a flight deck can be. Momentary lapses in judgement have proven fatal on the flight deck. In fact, we lost a Sailor working on the flight deck in 2018 on board a ship conducting carrier qualifications.

Operating at sea is not becoming any more forgiving. People working on the flight deck must be aware of every-thing around them at all times, especially as the Joint Strike Fighter (JSF) joins fleet squadrons. Persistent consider-ation must be given to all aircraft and Ground Support Equipment (GSE). JSF will bring much larger GSE and an aircraft that will be more sensitive to bumps, scratches and crunches. A bump or scratch on a JSF could be a Class A Mishap by itself.

Crunch data from 2011 to present (Figure 1) is not accurate because data often is not reported through Web Enabled Safety System (WESS). When a crunch occurs on a ship, a squadron must submit a WESS report in addition to the ship’s Air Department report that will be submitted to the Type Commander (TYCOM). The data sent to the TY-COM, often does not get to WESS although both reports are required. The numbers below are shipboard crunches. This pains me as a yellow shirt because crunches are preventable with one extra move.

Figure 1 When a crunch happens at a shore facility the squadron

must submit a report in WESS. The problem is that not all crunches are reported, and many are reported incorrectly. Accurate event reporting of crunch events helps identify shortfalls in training and manning, which directly impacts fleet readiness. When reporting, the five ‘W’s’ and one ‘H’ are key. Who, What, Where, When, Why and How using accurate data will allow correct evaluation of personnel and training to occur.

Tie down chains present an additional hazard on the flight deck, creating trips and falls. People often fail to notice tie down chains, and if you’re not paying attention to your surroundings, tie downs can change your day. As the sun sets and the night sets in, tie down chains really be-

come unnoticeable. Not a day goes by when someone does not trip or stumble because of a tie down chain. Usually the Sailor or Marine has something in their hands, which has blocked their vision, or they’re distracted and not paying attention.

As Sailors and Marines walk around the flight deck, shot lines and foul lines are taken for granted due to a loss of situational awareness. Often, an aircraft coming in to land has to be waved off because of someone leisurely walking through the landing area (LA). The Sailor or Marine prob-ably did not intend to walk in the LA, but the loss of situa-tional awareness for that split second has ramifications for all. The aircraft on short final may have a problem that, if it landed, could have been handled on deck. The aircraft now is an airborne issue because it was waved off.

Night foul line incursions are too common. The flight deck is especially dark back aft and personnel on the flight deck should exercise extreme caution when transiting on deck. Without fail, a wave off will occur when a Sailor or Marine crosses from starboard to port or vice versa without permission. When asked, the individual always thought the Arresting Gear Officer (AGO) granted them permission, or they did not see the AGO. The AGO will use a green wand at night to give you permission to cross the LA. The AGO will point for you to cross in the daytime.

Catapult crews face their biggest challenge when shoot-ing no-loads. The catapult crew will have a minimum of five safeties in a roped off area ensuring clearance for the cat.

The tower will also announce on the 5MC to stand clear of whatever catapult is being fired while shooting no-loads. Sailors and Marines who are in a hurry seem to miss the 5MC call or the crew on the deck announcing not to enter.

Our Sailors and Marines are passionate about their jobs, but there are significant consequences when an injury occurs. One mistake can significantly affect the ship’s ability to complete the mission.

Flight deck safety and awareness starts and ends with the individual Sailor or Marine. A flight deck familiariza-tion is mandatory before Sailors and Marines can work on the flight deck.

If you have questions, check in with Flight Deck Control. The Aircraft Handling Officer (ACHO) and his team are the experts on flight deck safety and awareness.

LT Maguel Brooks is the Naval Safety Center Aviation Facilities Branch Head.

2011-152012-112013-062014-162015-10

2016-152017-122018-122019-01

Crunches, by year:


FLIGHT DECK

As an aviation ordnanceman I began my work day the same as I did most other days. I arrived at work, checked over my float coat, cranial, gloves and tool

pouch, then headed up to the flight deck. This day, though, I failed to scan the more basic portions of my flight deck uniform, specifically, items like my flight deck pants, jersey and steel-toed boots. Since I wear these items every day on and off the flight deck, I had never paid much attention to them. However, on this particular day, one of these items made all the difference.

As I left for the flight deck, my supervisors informed me that the plan for the day was to upload ordnance onto two of our aircraft as soon as they recovered aboard the ship. Once I arrived on the flight deck from the starboard side catwalk, I took a second to enjoy the weather. It was another beautiful day at sea. The nice weather was not long lived, as the ship steamed directly into inclement weather. Before I knew it, rain was coming down sideways, and I was getting soaked. My first thought was that I needed to take shelter, and an F/A-18 Super Hornet was conveniently nearby.

Without a second thought, I ran toward the Super Hor-net and found shelter underneath the port wing. I found that the trailing edge was not enough to keep me dry, so I moved further forward under the wing, which placed me right next to the port main mount. As I hurried to take shelter, I did not notice that this particular aircraft was con-nected to a tow tractor and was about to be moved. A flight deck Chief noticed me under the wing and motioned for me to clear the area since the aircraft was about to be moved. Instead of moving back the way I came, I moved forward toward the tow tractor and out from under the leading edge of the wing. As soon as I started to move, I realized that I was stuck. Something on my float coat was caught on the inboard fuel tank of the aircraft and I was not going any-where. With my adrenaline rising, I jerked myself forward, which freed my float coat, but my inertia and the fuel and rain water caused my footing to slip and I lost my balance. I landed on my back with my left foot sliding out right in front of the port main mount tire – just as the aircraft be-gan to move.

As the port tire rolled forward, it pinned my left foot to the flight deck. I immediately began to scream to get the attention of the move crew. Fortunately, the steel toe of my left boot acted as a chock and slowed the aircraft almost to a halt, which allowed me a precious second or two to get the

When Luck Has Everything to Do With ItBY AOAN CRISTOBAL ARREDONDO


BRAVO ZULU

attention of the move crew. Upon realizing what had oc-curred, the move director immediately signaled the tractor driver to stop and back the aircraft up.

Despite all the noise surrounding me on the flight deck, all I could hear was the sound of my boot as it strained under the weight of a fully loaded Super Hornet as it rolled backward and freed my foot. I quickly stood up and backed out of the way, but I did not have any time to think about what just happened due to the severe pain in my left foot. I realized that I was barely able to support my own weight, and I was escorted five decks below to the ship’s medical department.

Once below, I could think a bit more clearly, and I was most concerned about what my foot would look like once I took my boot off. All I could imagine was seeing all my severed toes fall out of my boot as it was removed. Thank-fully, once I removed my boot for the doctor to examine, all my toes were still attached. The doctor X-rayed the foot and told me I had two broken toes and a small fracture on my foot. As I exhaled a sigh of relief, I thought to myself what

a way to begin the day. Maybe for me it is a lucky day after all!

This experience taught me several lessons that I will nev-er forget. First, I will never take my flight deck uniform and personal protective equipment (PPE) for granted again. If it were not for my steel toed flight deck boots, I would have lost my left foot and potentially my left leg. Second, seeking shelter underneath an aircraft is always risky. Third, you should never position yourself anywhere near the landing gear and tires of an aircraft unless it is required for mainte-nance.

When I think about how quickly I was able to get the at-tention of the flight deck crew, I cannot help but think what could have happened had the aircraft continued moving. Those precious seconds could have easily cost me my leg or my life. One poor decision in the moment is all it takes to end up hurt or seriously injured while working in a place like the flight deck. I am very fortunate that in my case luck had everything to do with it and that hopefully my mistakes can be a valuable lesson for others.

AOAN Cristobal Arredondo with VFA-195 holds his steel toe boot that protected his foot during a mishap that could have left him without his left foot. Luckily the boot protected his foot from being crushed under the weight of an aircraft tire. (Photo courtesy of VFA-195)


BRAVO ZULU

BRAVO Zulu Sailors and Marines Preventing Mishaps

AMAN (AW) Rendeljon N. Battad

AMAN (AW) Rendel-jon Battad, while stand-ing fire bottle watch, noticed a significant amount of hydraulic fluid leaking from the frangible fitting on the starboard main gear of aircraft 435 prior to engine start. He quickly signaled the plane captain, who halted engine start and relayed the hydraulic fluid leak to the flight crew. The flight crew informed maintenance who arrived and tightened down the fitting, stopping the leak and allowing the flight to continue. AMAN Battad’s keen eye and attention to detail protected the crew from a possible hydraulic system malfunction and ensured the crew returned safely.

AWS1(NAC/AW) Steve H. Hughson

During a preflight of Knightrider 00, Petty Officer Steve Hughson performed a visual inspec-tion on the tail rotor and attached components of the tail rotor system and found that one of the tail rotor blades forward outboard retention plate bolts did not have any threads exposed. AWS1 Hughson’s aircraft knowledge allowed him to identify the discrepancy and alert the appropriate maintenance personnel. He ensured the prevention of a possible catastrophic failure of the tail rotor system.

AM2 Benjamin FenderPetty Officer Benja-

min Fender went beyond normal job responsi-bilities by taking swift action upon discovery of a major hazard to the ship and the aircraft. While roving hangar bay spaces, he noticed white smoke coming from the aircraft external power cord voltage regulator in the mezza-nine above. He quickly responded by extinguishing the fire, notifying the Officer of the Deck and setting the re-flash watch. His situational awareness, initiative and dedication to safety resulted in saving the Navy more than $2 million dollars in damages.

A02(AW) Alexa Mendez While loading a P-8A

Poseidon aircraft with a Recoverable Exercise Tor-pedo (REXTORP), A02 Alexa Mendez noticed that the hydraulic lines to the lift boom were leaking hydraulic fluid from the middle line that connects it to the loader. She quickly notified maintenance control and reported the incident to the Boeing company representatives for immediate repair.


BRAVO ZULU

AM3 Jeffery D. Johnson During an aircraft

man up, aircrew were required to switch aircraft after start-ing engines due to a downing discrep-ancy on aircraft 602. After completion of the crew swap into aircraft 600, the aircraft was taxied forward for the tire check. AM3 Jeffery Johnson noticed that there was a bald spot and cords were showing on part of the port main landing gear tire, which had been previously hidden by the tire’s position. He immediately signaled to the plane captain to bring over the flight deck chief and determined that the airplane was down. AM3 Johnson stopped a potentially unsafe airplane from taking off, averting a potential mishap.

ABE2 BillyJohn SanJuan ABE2 BillyJohn SanJuan

discovered an MRC discrep-ancy and submitted a feedback report because the MRC card did not have a step for remov-ing safety goggles at the end of the procedure. As departmental subject matter expert on safety and 3M, he spearheaded an in-depth review and revision of the legal depart-ment safety matrix. ABE2 SanJuan’s initiative and leadership proved to be instrumental in keeping his shipmates’ safety a number one priority.

ABE2 James AcostaWhile manning up as

arresting gear topside petty officer for the next event of afternoon flight deck operations, ABE2 James Acosta con-ducted a safety check of his equipment. In doing so, he noticed a critical failure of a four-inch long broken wire protrud-ing from the cross deck pendant. He then proceeded to repair the cable before flight operations resumed, ensuring no damage would come to any aircraft or personnel.

DC1 Edward CarrieroDC1 Edward Carriero is

a steadfast safety warrior, using his experience and expertise to keep the ship safe. His dedication to supporting fall prevention efforts were significant in identifying deficient safety chains in the vicinity of open scuttles and hatches in multiple spaces. Additionally, he spearheaded efforts to iden-tify deficient water tight door clamps and purchase new ones to prevent dogging handles from falling on the heads and hands of the ship’s crew. Furthermore, he personally led all efforts to train crew members in properly repairing the broken clamps. These efforts directly supported crew-comfort with more secure air conditioning boundaries and a reduction in personnel injuries.

EM2 Richard JojolaBM2 Richard Jojola

planned and coordinated the setup of eyewash sta-tions at all refueling sta-tions for emergency use. This is a systemic change over transiting to the hangar bay which reduces expo-sure time by up to two minutes. These additions are contributions to long-term safety improvement as it is a permanent solution to a dangerous problem. At some point in the future, a fuel spray may happen onboard and these preventative measures will potentially save someone’s vision.


BRAVO ZULU

AME3 Joseph SkramstadWhile performing serial

number verifications on air-craft 168434, AME3 Joseph Skramstad detected the smell of fuel fumes. He immedi-ately directed personnel to secure power to the aircraft and notified his supervisor. Upon arrival of the fuel spill kit, he led cleaning up the spill. This included the overall coordination with work center responders to verify the proper donning of personal protective equipment.

AE3 Mariealania Bouchard

While performing regular maintenance actions on air-craft 168860, AE3 Bouchard detected the smell of an electrical fire. She imme-diately shutdown power to the aircraft and notified her supervisor and main-tenance control. Upon fur-ther investigation, it was discovered that a fire had occurred in the aircraft’s static frequency converter.

AME2 Darrious Francis

Fuel vapors were detected while working on aircraft 168434. AME2 Darrious Francis promptly notified maitenance control and took direct action as the on-scene leader. With quick assessment of the situation, a fuel spill was identified, and he immediately notified maintenance control. Upon arrival of the fuel spill kit, he also estab-lished a safety diamond around the aircraft and main-tained positive communications throughout the task.

ABEAN Christopher WongABEAN Christopher

Wong was conducting a preflight of his area of responsibility in the vicin-ity of the waist catapults. Prior to the event, a flight deck foreign object debris (FOD) walk down was conducted. Addi-tionally, after the FOD walk down a helicopter on spot-5 launched for their event with a follow-on FOD walk down conducted in the vicinity of spot 5 to clear the area after the helicopter launch. After this second FOD walk down, ABEAN Wong began pre-flighting the waist catapult area. With a keen eye for safety and dangers to personnel and air-craft, ABEAN Wong’s found a helicopter fastener in the tracks of catapult 3 that two groups of people conducting FOD walk downs previously did not find. The fastener had been there the whole time, and was not part of the helicopter that had just launched. ABEAN Wong’s find potentially saved an engine from ingesting the fastener and potentially saved the lives of crew members.

AD3 Steven P. BurnsAD3 Steven Burns was

performing the cleanup of hangar 511 when he noticed broken latches on protective panels. After he discovered the broken latches, he submitted a trouble call to fix the issue. AD3 Burns prevented an aircraft mishap upon entry or exit from the hangar and identified several fall hazards.


FLIGHT DECK

ABEAN Hailey BarelaABEAN Hailey Barela

of the waist cat crew discovered a metal nut missing from her float coat. Without hesitation, ABEAN Barela immedi-ately notified flight deck control, resulting in a foul deck wave-off of an approaching aircraft and commencement of a combat foreign object debris (FOD) walk-down. During the FOD walk down, the metal nut was found lying in the center of the landing area. Had ABEAN Barela not post-flighted her gear and notified the appropriate authority, a FOD mishap could have occurred. Her action potentially saved an engine, an aircraft and the souls on board.

EMFN Victoria MercierEMFN Victoria Mercier

is a consummate safety warrior, demonstrating dedication to both per-forming her maintenance in a safety conscious manner, and going above and beyond to train her shipmates on proper procedures. While conducting preventive maintenance on a sound powered amplifier, EMFN Mercier con-ducted IVV checks in accordance with regulations. She walked her division through a thorough safety brief, and demonstrated how to de-metalize and correctly use all safety equipment to include rubber gloves, face shields, insulated deck matting and the required voltmeter. Showing her commitment to all hands in the division, EMFN Mercier took the lead to train other crewmem-bers on how to take readings on the equipment to ensure it is electrically safe. EMFN Mercier is commit-ted to doing it right the first time, every time, and her knowledge of electrical safety is critical to the ship’s mission and her job as a maintenance person.

ET3 Jenny RalstonDuring the morning

before daily flight opera-tions, ET3 Jenny Ralston was preparing to go aloft to the lower yard arm to perform antenna main-tenance. Upon arrival to the yardarm, she found a very large piece of for-eign object debris (FOD) lying on the deck. It was an old stow pin used for an antenna system. Realizing the damage a large piece of FOD such as this pin could do to an air-craft, ET3 Ralston secured the FOD and continued to search the remaining areas of the yard arm to ensure all surfaces aloft were FOD-free. ET3 Ralston’s atten-tion to detail and recognition of the impact of FOD to flight operations prevented possible severe damage to aircraft or dire consequences to aircrew.

AS3 Remus FigueroaDuring a scheduled

Q-1 check on a MK-1 life preserver, AS3 Remus Figueroa noticed that the battery in the auto-inflation assembly was expired. He took appropriate action and informed his work center supervisor that he needed to perform a U-2 check to replace the expired battery. Concerned that other float coats in his division may also have expired batteries, he took it upon himself to verify each float coat in the work center. During the checks, he found that batteries in some coats would expire before the next scheduled inspection. His proper maintenance and attention to detail in his work center may have saved a life.


FLIGHT DECK


FLIGHT DECK

How many People Does It Take To Do A FOD Walkdown?


FLIGHT DECK

How many People Does It Take To Do A FOD Walkdown?

As Many As Necessary

To Do It Right Photo Courtesy of Navy.mil


Commander, Naval Safety Center“Preserving Combat Readiness and Saving Lives”