GOVT . PUBLS . DEPT.

D 301.84 :
10/3 UNITED STATES AIR FORCE

waintenance JUL /SEP 1985

XN

crash
recovery : THE LAST LINE OF DEFENSE
 ode
THE

REX RILEY
Transient Services Award

LORING AFB Limestone, ME MINOT AFB Minot, ND

MCCLELLAN AFB Sacramento, CA VANDENBERG AFB Lompoc, CA
MAXWELL AFB Montgomery, AL ANDREWS AFB Camp Springs, MD
SCOTT AFB Belleville, IL PLATTSBURGH AFB Plattsburgh, NY
McCHORD AFB Tacoma, WA MACDILL AFB Tampa, FL
MYRTLE BEACH AFB Myrtle Beach , SC COLUMBUS AFB Columbus, MS
MATHER AFB Sacramento, CA PATRICK AFB Cocoa Beach , FL
LAJES AFB Azores WURTSMITH AFB Oscoda, MI
SHEPPARD AFB Wichita Falls, TX WILLIAMS AFB Chandler, AZ
MARCH AFB Riverside, CA WESTOVER AFB Chicopee Falls, MA
GRISSOM AFB Peru , IN EGLIN AFB Valpariso, FL
CANNON AFB Clovis NM RAF BENTWATERS UK
RANDOLPH AFB San Antonio, TX RAF UPPER HEYFORD UK
ROBINS AFB Warner Robins, GA ANDERSEN AFB Guam
HILL AFB Ogden , UT HOLLOMAN AFB Alamogordo, NM
YOKOTA AB Japan DYESS AFB Abilene, TX
SEYMOUR JOHNSON AFB Goldsboro, NC AVIANO AB Italy
KADENA AB Okinawa BITBURG AB Germany
ELMENDORF AFB Anchorage, AK KEESLER AFB Biloxi , MS
SHAW AFB Sumter, SC HOWARD AFB Panama
LITTLE ROCK AFB Jacksonville, AR GEORGE AFB Victorville, CA
OFFUTT AFB Omaha, NE PETERSON AFB Colorado
KIRTLAND AFB Albuquerque, NM CLARK AB RP
BUCKLEY ANG BASE Aurora, CO MOODY AFB Valdosta , GA
RAF MILDENHALL UK RHEIN -MAIN AB Germany
WRIGHT-PATTERSON AFB Fairborn, OH RAF LAKENHEATH UK
POPE AFB Fayetteville, NC ZARAGOZA AB Spain
TINKER AFB Oklahoma City, OK TORREJON AB Spain
DOVER Dover, DE ZWEIBRUCKEN AB Germany
GRIFFISS AFB Rome, NY BLYTHEVILLE AFB Blytheville, AR
KI SAWYER AFB Gwinn , MI DAVIS -MONTHAN AFB Tucson , AZ
REESE AFB Lubbock , TX NELLIS AFB Las Vegas, NV
VANCE AFB Enid , OK LUKE AFB Glendale, AZ
LAUGHLIN AFB Del Rio, TX BERGSTOM AFB Austin , TX
FAIRCHILD AFB Spokane, WA

U.S. GOVERNMENT PRINTING OFFICE: 1985-583-029 /21003

 UNITED STATES AIR FORCE

Maintenance
AIR FORCE RECURRING PUBLICATION 127-3 JUL / SEP 1985 VOLUME 10 NUMBER 3

HON VERNE ORR page 2 page 7 page 13

SECRETARY OF THE AIR FORCE

QEN CHARLES A. GABRIEL

CHIEF OF STAFF, USAF
LT QEN MONROE W. HATCH , JR.
THE INSPECTOR GENERAL, USAF
MAJ QEN FRED A. HAEFFNER
COMMANDER, AIR FORCE INSPECTION
AND SAFETY CENTER
unt FOD
BRIG GEN ALBERT L. PRUDEN, JR.
DIRECTOR OF AEROSPACE SAFETY

COL WARREN L. BUSCH

CHIEF, SAFETY EDUCATION DIVISION
SPECIAL FEATURES
MAJ ALICE A. FENNELL ☆ Little Aircraft With A Big Bite! 2
EDITOR

CMSOT BURTON E. MATTSON ☆ Crash Recovery: The Last Line

TECHNICAL EDITOR

FRANK HOLDSWORTH
of Defense 4
ART DIRECTOR
☆ Case of a Guard That Didn't . 6
MARIA E. HERNANDEZ
EDITORIAL ASSISTANT
☆ The Two Wrench Method ... Please ! 7
ROBERT KING
STAFF PHOTOGRAPHER
☆ New Rain Gear For The F /RF - 4 Cockpit .. 11
☆ What's Happening to the
Neighborhood ? ... 12
URTED STATES UR FORCE

Maintenance JUUSEP 1985

☆ Sense of Responsibility .. . 29

REGULAR FEATURES
☆ FOD 13
XN

☆ Tech Topics .. 1 18

☆ Explosive Safety . . 27
crash
recovery: THE LAST LINE OF DEFENSE
Entered as a publication at the Second -Class rate
Photos taken at Nellis AFB by (USPS No. 586-410 ) at San Bernardino Postal
TSgt Rick Boero , 57 EMS Service. 1331 South E Street, San Bernardino, CA
92403.

DEPARTMENT OF THE AIR FORCE · THE INSPECTOR GENERAL, USAF .

D 301.84 : 10/3
SUBSCRIPTION - MAINTENANCE is available on subscription for $10.00 per year domestic, $12.50 foreign, through the
INDIANA UNIVERSITY
Superintendent of Documents, Government Printing Office, Washington , DC 20402. Changes in subscription mailings should
be sent to the above address. No back copies of the magazine can be furnished. Use of funds for printing this publication
has been approved by Headquarters, USAF. The contents of this magazine are intended to support commanders safety pro
grams and promote personal awareness of safe maintenance procedures. Information should not be construed as directive or
regulatory uless so stated. Facts, testimony, and conclusions of aircraft accidents printed herein may not be considered in
AUG 09 1985
criminating under Article 31 of the uniform Code of Military Justice. All names used in accident stories are fictitious.
Contributions are welcome as are comments and criticism , however, no payment can be made for manuscripts submitted for
publication . Address all correspondence and , Postmaster: send address changes to Editor, Maintenance Magazine, Air Force LIBRARY - DEPOSITORY
Inspection and Safety Center, Norton Air Force Base, California 92409-7001 AVN 876-2113. The Editor reserves the right to make
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tact the editor prior to any reprint and advise intended use of the material. Distribution rate is 1 copy to every 10 , military and
civilian, aircraft/missile /avionics/munitions/maintenance personnel.
 little aircraft Lt Col Robert H. Frazier
Chief, F - 16 Branch
HQ TAC /LGMF- 16

with a
BIG bite

( MS
无

0:

time were familiar aircraft. It was in that intake ingestion on the F- 16 is the
Tohis we lucky. We
nonly lost a pair of ear situation where we lost the ear launch and recovery procedure. In
defenders and sustained substantial defenders recently. order to do a nose tire rollover
damage to an expensive jet engine. The most hazardous situation for check and properly pin the nose
“ Lucky ?," you say . " He must be -

in a different Air Force than I am. Front view of F - 16 — deceptively docile, this little jet generates a ferocious amount
of pulling force at the intake.
Engine FOD is not considered
“lucky' at my base . ” Well , yes ,
but it is better than losing one of
our people down the intake, which
is exactly what happened two
years ago . The culprit -
the F- 16 .
This little jet can be very decep
tive. The engine intake area sits
way back under the cockpit and
doesn't look very menacing as you
stand back and admire the sleek
beauty of the Thunderbirds. Those
folks who work around the
airplane daily should know better,
although they sometimes get com
placent. A bigger concern is those
multi- talented folks in transient
alert who work very hard handling
our cross - country flights on un

2 MAINTENANCE MAGAZINE • JUUSEP 1985

 SURA
16UE
N
13 VALEO

Until a TCTO and modifications are made, follow the TO with great care
when pinning the F -16 nose gear.

Approaching the nose gear from the rear and stay

ing to the rear is the proper and safe way.

gear and the emergency power shutdown . hoods . A loose field jacket hood
unit, the crew chief must come The common error is to get for started the sequence of events in
dangerously close to the intake lip . ward of the nose gear instead of the recent ear defender loss and
Due to some anomalies with the approaching it from the rear and the loss of one of our people two
landing gear selector valves, the staying to the rear, but we have
2 years ago .
nose gear must be pinned prior to also had our share of headsets ,
shutting the engine down . We are safety pins , and other The danger areas are clearly
in the process of fixing that with a miscellaneous items of equipment delineated in T.O.
TCTO , but it will be some time and clothing go down the intake 1F - 16A - 2-00GV - 00-1, and ap
>

before all aircraft are modified and from people just walking too close propriate warnings are contained in
we can change the tech data to to the front of the jet. A big con the 1F - 16A -6WC - 1 work cards.
allow gear pinning after shutdown . tributor is loose clothing , par Everyone who works around the
In the meantime , we still have to ticularly loose field jackets and F- 16 should review them carefully;
approach the nose gear before parkas - especially those with they are deadly serious.

AN IRRESISTIBLE FORCE
In case you're wondering just how much force that fellow was experiencing from the intake, here are a
few figures.
When you are within one foot of the F - 16 intake and the engine is at idle, the wind velocity is right
at 116 miles per hour. That equates to about 300 pounds pulling force on the average person. If you
drag your feet to the max, you can offer 95 pounds resistance. Not much of a chance you say, well,
compare those figures to the same F -16 engine at mil power. Being the same one foot away, you'll be
standing (for a microsecond) in an 342 MPH wind which will be exerting 1,000 pounds of force trying to
Iget you into the intake. Definitely no chance of pushing yourself to the side here.
Once again BEWARE of intakes, unlike the commercial on TV , the closer you get the worse it gets.

MAINTENANCE MAGAZINE • JULISEP 1985 3

 CRASH RECOVERY:
THE LAST LINE OF DEFENSE

In the aircraft maintenance world ,

the last line of defense between an
emergency and catastrophe can be
the crash recovery section .

Major Alice A. Fennell Directorate of Aerospace Safety

IFE in progess urgency that every emergency Nellis) and the following visitors :
Aircraft tail number 77-0123, call evokes. A pilot or aircraft in trou AT-37, F -18, A -4 , F -111, F -14, A -6 ,
sign Victor 02, F - 15 ble no matter how many IFES E -3A , KC -135, KC -10 , C -141, C -130,
Nature of Emergency: Total occur during a flying day must the RAF Jaguar, Toronado, Vulcan ,
hydraulic failure get skillful and rapid attention . Buccaneer, and the French Mirage.
Landing runway: 22 From their vantage point at the The list continues to grow .
Estimated arrival: 10 minutes end of the runway, the crew You'd expect a large section to
Fuel on board : 20 minutes watched the pilot land his jet and be able to respond to such an air
Loaded with armament: 900 take the barrier successfully. They craft array, but the section is only
rounds, 20 mm responded swiftly to safe the jet , manned with a core of six . There
Wind direction : 170 , at 10 knots raise the tail hook, and get the air are times when this is simply not
Will engage approach end of craft off the active. It was a busy enough : during the last Red Flag
runway 22 flying day and the base needed the exercise, seven inflight and ground
runway ASAP. Within a few emergencies occurred simultan
1
alls on an inflight emergency minutes it was all over. eously. Luckily, during these
COLE Each operational outfit has its deployments, the crash recovery
phones and fire department nets, own set of specialists ready to re personnel are augmented, not only
trigger reactions of anxiety in the spond to an aircraft in trouble, to by their own aircraft repair and
listeners, no matter how often safe it and to remove it quickly reclamation (AR) folks, but by the
>

they've been through similar situa- from the runway. But the members deploying unit as well . These
tions. Yet, these emergencies, of the 57th Fighter Weapons augmentees are especially welcome
whether in air or on ground, de- Wing's Crash Recovery Section feel as “ crash ” is expected to be
mand swift, capable and calm uniquely tasked , considering that around one hour before first take
response from those who must take there are eight kinds of aircraft off and to stick around an hour
action . In the aircraft maintenance assigned to Nellis Air Force Base, after the last landing .
world , the last line of defense be- as well as the large number and “ Things are really hard when it
tween an emergency and a catas- different types of aircraft that come comes to getting them some time
trophe can be the crash recovery in to fly and train . In fact, the sec off,” explained the section chief,
section . tion provides the crash recovery MSgt Law , " It's for sure that, if
" Crash ” had picked up the word coverage for all Nellis flying we get the UTE day, the other side
over the fire department radio activity. or somebody else will be flying
they'd borrowed , even before the Asked what aircraft they handle, and 'crash ' will have to be here .
alert by the secondary crash TSgt Melaney, the senior NCO, They're really the unsung heroes.”
telephone. Flying into either their produced a formidable list: F - 4, The above should give you an
huge crash truck or coleman tug, F - 5, F -15, F -16, A -7, A -10, T - 38, and idea of the activity level for the
the crew experienced the sense of C - 12 (the aircraft assigned at section . Add on to that a couple of

4 MAINTENANCE MAGAZINE • JULISEP 1985

 The Crash Recovery Log: Jan-Mar 1985 real thing – as long as the pilot
Ground Barrier Runway Blown
gets out, they swiftly add .
IFES Emerg Engagements Removals Tires When asked about their con
270 127 20 23 6 tribution to the wing's fine safety
record , the crash recovery folks
saw their part as a small one. “ It's
barrier certifications, two crash ex specialists responds to the site to the pilots that deserve the credit,"
ercises, and some emergencies that survey for equipment and vehicle SSgt Atkinson remarked, “ Their
defied classification . Sgt Tetreau , a requirements and to determine the training here is different from that
team member, remembers the F - 4 accessibility of the site. Once the at a normal base and they're more
that, breaking the first barrier, accident investigation team has safety -conscious."
went on to take the second ; and completed its initial investigation , The section's perceptions are in
the C - 141 that missed the main the wreckage is released for pick error to some degree. The constant
taxiway and , in too close quarters, up. Then a base detail would assist hands-on training and experience
had to be towed into position . the crash recovery personnel with with a variety of aircraft have not
Most of all , they're proud of main accumulating the wreckage and only produced skilled and safety
taining their record in getting cleaning the site. conscious pilots, but expert and
disabled aircraft off the runway It's been a long time since a new dedicated crash recovery specialists
quickly. The 23 aircraft were flag was added and the period even as well. Defusing IFEs and ground
removed from the runway in an longer for a flag belonging to a emergencies before they escalate
average of 4.7 minutes. However, Nellis aircraft. The section's en into disaster enhances everyone's
they stress, time isn't the only fac joyed the peaceful time, but the safety. Someday, it might be one of
tor – it had better be done safely. personnel ( especially those who the pilots, trapped in an unsafe air
Becoming an expert in crash have never been through it) are craft, that will need the skills of
recovery isn't easy. Most of the keyed up and ready to respond to the unsung heroes.
personnel come over from AR and
are put in the specialized training
> a. TSgt Fred Melaney and Sgt Tetreau get ready to move the aircraft wheel jack
to become " crash ." With the help ing unit. This was located between the runways for ready access regardless of
of Big Bertha, the mammouth mishap location .
heavy equipment crane, each team b. SrA Tim Breakfield is giving " Big Bertha" the routine daily inspection , mak
member trains on Nellis' primary ing sure she will be up to the job when needed .
aircraft every 90 days, and the a.
secondary aircraft annually — or
-

when they get the opportunity.

Training consists mainly of learn
ing how to safe the aircraft in trou
ble and to get it off the runway
and into maintenance. Each aircraft
has its peculiarities and the con 9
(
3

stant activity has made the Nellis CRISS MOV

E

“ crash ” specialists experts in the

field . HQ TAC , recognizing that
the 57th Crash Recovery is perhaps
the best there is, has sent techni
cians on their way to new bases to
Nellis for training. DAT

A grim reminder of a major

shop responsibility one that
-

gives it its title – is the pin

studded map on the office wall.
SSTEN
The flags pin - point the actual
crashes the section has responded
to . Explaining their crash response
duties , TSgt Melaney said that b.
initial cadre of two crash recovery

MAINTENANCE MAGAZINE • JUL /SEP 1985 5

 A CASE OF THE
GUARD THAT DIDN'T
CMSgt Burt E. Mattson
Directorate of Aerospace Safety

is a rather unusual ( thank

Thhis
igoodness) case that we came
across. It does , however, have
some very good application for all Method of measuring opening " A " on guards.
of us who work around , or use
commonplace but potentially
dangerous equipment.
A little upgrade of the work
center was going on. In the course tion on the fan which was running AFOSH and other standards.
of the upgrade, they had to do at top speed . To do this, he made When followed they will create a
some glueing . Contact cement was a hitting motion at the back side of safe working environment for all
being used , which, as you know , the fan . As his hand struck the concerned .
has some pretty strong fumes. back of the fan, it entered the back Talking about AFOSH stan
In order to keep the room free of the guard cage. What happened dards, let me give you a look at
of cement fumes, a 30 inch from that point on is pretty what AFOSH standard 127-12 says
pedestal fan was brought in and gruesome, approximately one half about this particular fan . Under
set up so it would blow out the of his hand was cut off. fans, you'll find the following:
window – this would keep the air This fellow can be thankful of Fans . When the periphery of
moving fast enough so the fumes one thing – that the art of
-
the blades of a fan are less than
would not build up in the room. reimplantation has advanced to the 7 feet above the floor or work
While the contact cement was point where they could success- ing level, the blades will be
setting up , the workers decided to fully re -attach his hand. He is ex- guarded . The guard will have
have a game of darts. The dart pected to regain at least partial use openings no larger than 1/2 inch
game was going great for worker of his hand . in width . The use of concentric
number two; however, worker The lesson to be learned here is rings with spacing between them
1
number one was having a pretty apparent. Whenever you have to not exceeding 12 inch is accep
bad game. On one of the trips up work around moving equipment, table providing that radial
to get the thrown darts, he decided no matter how commonplace it is , spokes and firm mountings are
to take out a little of his frustra (everyone has a fan) remember used to make the guard rigid
enough to prevent it from being
pushed into the fan blade . The
use of nylon mesh or similar
materials with holes not ex
ceeding 12 inch to modify a
substandard fan guard is accept
able providing the combination
of the two provides protection
from contact with the blades .
The mesh must not be able to be
pushed into the fan blade during
normal use .
It is easy to see that if the
guidance in AFOSH standard
127-12 had been followed , there
would have been one happier
fellow even if he wasn't winning
the dart game.. *

6 MAINTENANCE MAGAZINE • JULISEP 1985

 THE TWO WRENCH METHOD

PLEASE !
Mr. Harold Poehlmann
Fairchild Republic Corp.

ThThebeen
e twoin wrench method has
existence for eons
tions is "the two wrench method."
Figure one pictorially shows the
Bridge or Patton M-1 tank drive
shaft bolts; however, in aircraft
In fact, the first known record tech order guidance. Sir Isaac maintenance, many assembly tasks
when the two wrench method was Newton provided us with his require the use of two wrenches.
not used was in the year 1236 . proven axiom , "For every force or This is backed up by the more fre
Guiseppe Loosenuto was instructed action, there is an equal and op quent mention of this technique in
to use two wrenches when install posite action , ” which is the basis the maintenance instructions. Good
ing turnbuckle bolt studs on the for the two wrench requirement. maintenance practices have always
tower of “ Pizza " construction job. When applying a tightening or been to evaluate the situation , and,
Needless to say, his failure to loosening force to a thread attach when it is obvious that the
follow the construction plans didn't ment, the force or torque that is assembly wrench torque loads
turn out all bad ... because a being applied with the wrench is could inflict bending or damage
world famous tourist attraction being passed on to every mech forces into the associated plumbing
developed . When working on air anical item in the assembly unless fittings or structure, the applied
craft, however, it is highly im the force is countered with an loads must be offset with a second
probable that we can provide a " equal and opposite force" . a wrench , Aircraft installations con
tourist attraction , unless you call a second wrench . This concern is tain thousands of situations where
gaping hole in the ground a tourist not necessarily worrisome when this is a must . . . figure two
attraction . working on the San Francisco Bay depicts a few of these.
Aircraft and engine developments
revolve around increasing their per
formance. One of the design goals
is to reduce weight, and , in the en
suing efforts, aircraft and engine Shown below are a few examples thatprove the " two-wrench method" is in demand. ...
construction has had "the lead
taken out.” When aircraft, engine T.O. 1A - 10A - 10 T.O. 2J - TF34-6
systems, equipment and parts are BUILD -UP INSTRUCTIONS
being designed with weight savings
in mind , it invariably means new Fuel Flow Transmitter Installation CAUTION

type metals, materials and designs 1. Remove shipping plugs from

Always use 2 wrenches when installing
hoses and tubes , using one to hold the fit
occasionally requiring special TRU - 31A/ A - 8 fuel flow trans ting and the other to tighten the coupling nut.
mitter and drain oil into a
maintenance precautions and in suitable container . 4. Connect actuator rod hose (15) to elbow (16)
structions. There is no area more on fuel control. Hold elbow with wrench and torque
NOTE hexnut (42) to 180-200 lb in . Torque hose coupling
susceptible to maintenance damage nut to 270-300 lb in.
Lubricate packings with fuel.
or failures, than aircraft /engine 5. Connect actuator head hose ( 13) to elbow ( 14 ).
Hold elbow with wrench and torque hexmut (39) to
2. Install 5500W10P022 packings on two
plumbing. The plumbing can be 361 0W18 P1 unions . Using re 155-175 lb in . Torque hose coupling mut to 180-200
lb in .
hydraulic, oil, fuel, air, pitot, straining wrench on transmitter,
install unions and torque from 6. Connect flowmeter hose (17) to fuel flow trans
static, you name it! Many of them 280 - 305 inch -pounds. mitter .

require special maintenance " con NOTE 7. Assemble T2 sensor hose (5) to P6 nipple
siderations " when tightening or Transmitter shall be installed (6 ). Torque hose coupling nut to 135-150 lb in.
loosening plumbing connections. with receptacle at 11 o'clock 8. Assemble T2 sensor hose (3) to PB nipple
position ( looking forward ), arrow (4). Torque hex mut to 180-200 lb in.
One of these special instructions facing aft and narrow band of
now frequently required in aircraft clamp around transmitter.
and engine maintenance instruc FIGURE 1

MAINTENANCE MAGAZINE • JUUSEP 19857

 Arrows indicate desired positions to counteract torque applied. Large arrows match
with large arrows and small arrows with small arrows.

2(
8
、

FIGURE 2

8 MAINTENANCE MAGAZINE • JULISEP 1985

 For the chaps who say "you
gotta show me," we offer figure
three. This shows an engine oil 2.7
plumbing connection that failed ,
cha ), 21: 7 1
causing the loss of the oil supply
which , in turn , resulted in a costly
aviation mishap. This illustration is
particularly interesting, because it
shows a typical aeronautical situa
tion that pleads for the two wrench
method . In fact, the technical in
structions specifically call for the
two wrench method . Anytime you
notice a part or unit with an
aluminum welded boss, you can
almost bank on its being 6061
aluminum alloy. This alloy has ex
cellent weldability, but does not
possess the mechanical properties
( tensile strength , yield strength,
shear strength ) of the 2017 alloy
series aluminum usually used in
aeronautical standard ( AN ) fittings.
Obviously, then , when performing
assembly work with a part display
ing welding, the two wrench
method should be automatic, even
if the instructions do not mention
it. In this instance , the thread upset
failure was unusual in that one-half
of the threads were deformed up
and on the opposite side they were
down. Kindly examine figure four
which displays the actual thread
failure.
It becomes theoretically probable
that the thread failure was
precipitated by the fitting being sub
jected to extreme dual direction ben
ding loads, exactly in the directions
that would be applied when tighten
ing the left and right hand “ B ” nuts
on the “ T ” fitting, without a force
countering wrench on the “ T ” fit
ting. Tightening the left hand nut
pulls the fitting toward the " wren
cher" and the right hand nut re
quires a force opposite. The stainless
steel fitting threads are obviously im
pervious to thread damage so the
destructive forces are applied to the
aluminum boss threads.
The other common damaged
FIGURE 3
thread causes are overtightening
and the less frequent "cross”
threading. Cross threading, when

MAINTENANCE MAGAZINE JUL /SEP 1985 9

 Threads deformed upward .

Threads deformed downward

on opposite side.

FIGURE 4

started by hand , is difficult to do. bulkhead fittings are usually in appropriate crowsfoot or flarenut
If the threads engage , but within 1 areas where the opposite side is wrench .
or 1/2 turns become locked , you're out of sight and the damage can go
• When encountering a leaking
" crossed.” Any attempt to apply unnoticed, it is imperative the two
wrench method be espoused. flare tube connection or the
excessive force will result in com
To recap:
AN6289 bulkhead type nut “ O ”
plete thread destruction or the fit
ting fracturing through its reduced ring sealing system , after having
• Be particularly wary and applied the correct assembly torque
diameter section.
comply when the maintenance in value, do not resort to additional
When working with bulkhead fit structions specifically call for the tightening. Disassemble and ex
tings, the two wrench method is
two wrench method . amine for the cause of the leakage.
also important. Whether they are
straight, 450, 900, or “T," it is im • Make it general policy to use • If your tool complement
portant that the second wrench be the two wrench method whenever prevents you from practicing the
applied to the fittings in a manner it is apparent the assembly wrench two wrench method , request extra
and direction that directly opposes loads can produce damage to a wrenches and/or start the pro
the force being applied , during component or its associated ceedings for changing the table of
either loosening or tightening. plumbing allowance for your occupation.
Failure to comply can result in • When torque values are Remember Guiseppe Loosnuto's
hoses and lines twisting or bend specified, special or standard , “Let failure to follow instructions! We
ing, bulkhead retaining nuts this be a sign unto you .” Comply don't want another leaning tower of
loosening and much more! Since by using a torque wrench and the “ Pizza" ... or do we? *

10 MAINTENANCE MAGAZINE • JULISEP 1985

NEW RAIN GEAR FOR THE VE4
F /RF - 4 COCKPIT 在西

Major Ron Scott

Directorate of Aerospace Safety
>
nome “ diverting” news from
Sswa r AFB.
Swampy
you interviewed any one of a
If
group of seasoned Phantom
drivers, you would gain a vast in
sight about the amount of water
that the F - 4 cockpit will acquire
duringarainyseasonat “ Swampy cho
AFB ." We've heard about several
techniques that innovative mainte
nance technicians have applied to
keep the main channel " off key
components. These include vinyl Type III. You will see this change results . The best adhesive will still
covers over cockpits, small inter- in TO 1F-4C-3-1-6 , figure 7-28 , fail when a size 11 safety boot or
nal covers over radios or the INS , note 4 . flight boot pivots on the rubber
waterproofing of components and On the flight line , daily care and diverter .
removal of the components be- attention will also keep the rubber These changes should make ac
tween flights. diverters in place. Because the tivating a switch less of a “ shock
The System Program Manager at rubber diverters are made from ing " experience and prevent some
Ogden Air Logistics Center and MIL-S-81733 shop stock , care smoke checks of the avionics com
the using MAJCOMs are devel- must be taken in measuring and ponents during those rainy days at
oping a modification to reduce and fitting the diverter to obtain best Swampy AFB .
to eliminate this menacing, hazar
dous problem . A redesigned rain
diverter and a grommet will be in a. Top view of sill showing specific items to be improved
stalled on the rear cockpit sills . or replaced.
Additionally , the adhesive, used to
bond the rubber diverters (part
nos. 32-311672-5 , -6, and
32-311671-5 ,-6 ), will be changed
from EC - 1300 to MMM - A - 1617

Areas to be improved with new diverters and index pin

hole grommet.

b. The general area of water intrusion ,

MAINTENANCE MAGAZINE • JULISEP 1985 11

 WHAT'S HAPPENING
TO THE NEIGHBORHOOD ?

Front cockpit left console burned wire bundle and cut throttle
cable .

Lt Col Harold Robertson

Directorate of Aerospace Safety

You've seen the children's TV around all the control cables in an “ friction " doesn't exist in our
show that starts off with the little aircraft. When two neighbors neighborhood ? How can we pre
song about “ It's a wonderful day aren't getting along ( friction ), vent violence between neighbors ?
in the neighborhood . . . Won't something needs to be done to Just like between two families -

you be my neighbor?” Well , neigh- return things to harmony before make sure each respects the rights
bor and neighborhood can mean there is violence (a mishap?) . I'm of the other . We need all the com
different things at different times sure you are way ahead of me by ponents in the aircraft, or they
to different people . In the context now and know what I'm really wouldn't be there . But we need to
I want you to think about now , talking about is misrouting a con insure that each has its " space "
neighbor means something that is trol cable so that it is in contact ( another buzz word !). We do that
positioned close to , or in proximi- with a component that it should by adhering to the proper technical
ty of, something else. Like the not touch . Such a condition , data when we work on the air
ankle bone and shin bone, (but depending on the individual cir craft; always document what we
1 that's another song you all have cumstances , could lead to almost do ; always make sure the people
heard ). How about like a control
. any undesirable outcome that you doing the job are qualified to do
cable in an aircraft and part of the could think of. The Air Force has it; always use the right tool (and it
nearby aircraft structure ? We can probably experienced all of them is currently calibrated , if neces
call them neighbors without getting at one time or another . sary) ; and ensure that every job
too far afield , I think. Neighbor- The reason you are reading this that should be on a Red-X really is ,
hood is usually just a specific article now is that we recently had and that it is cleared by an au
group of neighbors. But neighbor- two incidents of control cables thorized individual who has per
hood also implies that the neigh- chafing against “ neighbors” that sonal knowledge of the correctness
bors have something in common , they shouldn't have touched . For of the work . In other words, we
something that is shared by all the tunately , neither had progressed to do the job right the first time.
neighbors . But when one of the the stage where violence , that mis Now , what does that have to do
neighbors doesn't get along with hap , occurred . Maybe we were with the neighborhood? Not much,
one or more of the other neigh- fortunate in these two incidents, really. Except to try to make the
bors , (causes friction is a common- but maybe next time we won't be point that the collection of parts
ly used phrase) the neighborhood so fortunate . Maybe next time we flying close formation ( the aircraft)
can turn into an unpleasant place. won't find the problem during a must work in harmony to be effec
Sometimes the friction even leads regular inspection but during the tive . If we mess it up, even a little
to violence. mishap investigation to determine bit, its ability to work deteriorates
The neighborhood we are talking why we destroyed an aircraft. quickly , and sometimes
about, then , could be the areas But how do we make sure that finally. *

12 MAINTENANCE MAGAZINE . JULISEP 1985

 FOD FOREIGN OBJECT DAMAGE

Tant to stick it to FOD ? If you'd like to get

Wnyour hands on some bright and eye -catching
symbols of our struggles against the dreaded foe,
PICK here's how . Simply have your forms manager order
you some . The stickers below are Air Force forms
and ready for use.
IT
UP ! PICK IT UP!
FODY 1

AF FORM 2666. JAN. 79

F
AF Form 2666, Jan 79
AF Form 2669, Jan 79
>

OD
SWEEP IT UP AL FOAM 2009 JAN 2

AF Form 2667
AF Form 2670

THINK
AF FORM 2669. JAN 79

FOD :
GIVE ..
.

SECURE YOUR TOOLS

BEFORE D AF FORM 2010. JAN 10

IT F O
HURTS
AROA 20 * 1.44

AF Form 2671 , Jan 79 FOD

12.

AF Form 2672

MAINTENANCE MAGAZINE • JULISEP 1985 13

 FOREIGN OBJECT DAMAGE

FOD
FOD RATES : 1984
Major Alice A. Fennell
Directorate of Aerospace Safety

ur rates improve, but costs

soar ENGINE
ALL USAF AIRCRAFT
FOD RATES
JAN 79 DEC 84

The Problem with PFISC / SER

(29APROS ) 79 80 81 82 83 84
FOD Rates

CEW
R 20
A
FOD managers from HQ USAF, 18+

Air Force Inspection and Safety 16+

Center (AFISC ), and major com

-OOOOO
16+

‫ח‬
‫ה‬
‫ס‬
mands rewrote AFR 66-33, “ The 12+
FOD Prevention Program " in 10+
=
February, and the new reg is now
8+
in coordination . Not only were we
LICU

6
glad to get the chance to make in
puts, we enjoyed meeting our
2
counterparts. After some lively
discussion on the problems with Die roos 332 357 372 313 305 252
MIC 10.1 11.5 1.5 10.2 9
our current way of doing things, 7.3

we came through the conference MTC TRO10

with a good understanding of how CHART 1

important the FOD prevention pro
gram is to everyone involved , and amount of time, that the FOD rate This information is sent monthly to
how challenging it can be to (particularly on a new expensive the major command FOD man
manage . engine) for their aircraft seems agers who often experience dif
1 In the new regulation, AFISC astronomical. Another problem : ficulty in using the data in
will continue to determine the How does one compare the eight evaluating their units. In this, HQ
FOD rates using the reporting pro hour mission of a MAC engine TAC has taken the lead in coming
cedures in AFR 127-4 . This is not with TAC's sortie surges ? After up with a program to compare the
so easy as it sounds . No two some discussion on changing our subordinate units. With weighted
representatives could agree on the variables, we came to the same factors for the different engines,
most equitable standards. It's not conclusion : that the present system TAC evaluates and compares unit
simple contrariness – the equip -
once available to and under FOD programs. The TAC ideas
ment and flying activity for each stood by the major command man were discussed and explained to all
command is so varied that estab ager is as useful as any other.
-
the commands. However ,
lishing a common denominator be It would be up to the major com managers must be careful when
comes difficult. Here are some mand (indeed, as the enforcement evaluating other MAJCOM pro
reasons: ATC's engines have been and delineation of the entire
grams . What works for one may
low cost to repair and thus rarely regulation will be) to use the data not for the next .
hit the $ 1,000 needed for a class to evaluate the programs of their
“ C ” : a FOD rate and trend are units .
not easily tracked . On the other Throughout the year, AFISC A Look at 1984
hand , AFSC takes exception to a
> tracks FOD rates using Class C In order to give the commands
rate tracked by flying hours. Some and higher mishaps per 100,000 some of the data they need, we've
of their aircraft, in testing, fly so engine hours (air frame flying tried to come up with a little more
infrequently , and for such a short hours times number of engines ). than what we've looked at before.

14 MAINTENANCE MAGAZINE • JULISEP 1985

 FOREIGN OBJECT DAMAGE

FOD
ALL USAF AIRCRAFT The overall FOD rates are shown
ENGINE FOD RATES
JAN 79 - DEC 84

FISCO
for flying hours and sorties (charts
2SAS)
R.
79 BO B2 83 84 1 and 2) . The engine FOD sources
from 1979 through 1983 are
shown in chart 3 in sorties. 1984's
high six aircraft are displayed in
OP

chart 4. The rates for the top six

are illustrated in charts 5 through
OWO

10. Finally , we've added the

3 source and cost of FOD for all air
.2 + craft as reported in accordance
with AFR 127-4 ( charts 11 and
S.
DIS TOOD x 337 372 343 303 2S2
12) . As you can see , the charts
MITC 2. .2 .2
CHART 2 show those mishaps caused by ice
TC TOO

ENGINE FOD SOURCE PERCENTAGES

1979 Through 1984
Flight Category (Ice, Birds, and Richochets Not Included)
Hardware Equipment
Undeter (screws, rivets , Metal (headsets, pins Ramp Total
Year mined nuts , wire ) Objects cords, flags) Debris Nrs

1979 38% 24 % 18% 7% 3% 332

1980 46% 33 % 12 % 8% 1% 357
1981 40% 36% 13 % 8% 3% 372
1982 28% 36 % 16% 10% 10% 343
1983 30% 33 % 20% 9% 8% 306
1984 27% 38 % 20% 7% 8% 256

CHART 3

1984 ENGINE FOD CAUSES

( Top 6 Aircraft)

Undeter- Hard Metal Equip Ramp

MDS mined ware Objects ment Debris Totals
Fit Grd Fly Grd Flt Grd Fit Grd Fit Grd Fit Grd
F-4 7 3 40 4 15 1 6 1 68 10789
C-130 7 8 3 7 4 1 1 5 1916
F-15 6 10 1 7 3 1 27 2
F-111 5 1 6 3 91 1 2 21 7
A-10 16 1 4 1 1 21 3
F- 16 3 2 1 1 1 1 1 3 85
Fit: Reported as flight mishap
Grd: Reported as ground mishap
CHART 4

MAINTENANCE MAGAZINE JULISEP 1985 15

 USAF C - 130
ENGINE FOD RATES
JAN 84 -
DEC 84
USAF FÖRF - 4
> ENGINE FOD RATES RISC Sor
JAN 24 - DEC 84
( 29RROS ) JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

ECEW
MIRROR R 1
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC A

M
D
-
60 .9+
E

LWR
54+ .8
P
4+ E .7+

-OOO
12+
w

.6

MOREWU
Ooo

36 +

30+

sAh .S +
OCEMW

24+
.3
10+
A .2
12

.1
S

Cro O roos 4 4 0 O 0
MIT MTC .1 .3 3 0
ITU.DUIDE.JULIUJERUMI
MIT TO MTC Tot

CHART 5 CHART 6

USAF F - 15 USAF F - 111

ENGINE FOD RATES ENGINE FOD RATES
JAN 84 DEC 04 JAN 84 -
DEC 04

FISCASOR RISC / SER

( 291 ) JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ( 29RYROS ) JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

CEW
R R 5
A A
‫כח‬4

.9+ 4.5+
lwr

.8+ ‫ח‬
‫ס‬
4+

.7 + 3.5+
-OOO

-000

.6 + 3
OBEWU

2.5+
OLEH

2+

*А.
WU

.3 + 1.5

.2+ 1

S
0x3 rood
.1+

3 6 2 3 2 O 4 2 OUG TODO 2
A
MTT .S .2 .S .3 .3 .2 0 0 ..2 MTE .? .3 3 1.11 .3
1 WTC TOU MIC TRONO

CHART 7 CHART 8

CHART 9 CHART 10
USAF A - 10 USAF F - 16
ENGINE FOD RATES ENGINE FOD RATES
JAN 04 DEC 84 JAN 84 - DEC 04
NISC
SER RISC
SER
(29AVTOS ) JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC (29APROS ) JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
CEW

R 1 R
A
.9 .9+
LWC

.8+

E .7+ .7+
R
-OOO
-OOO

.6 .6

.5
.5
OLEWU

MHDO

.3

O
MTC

MTC
roos
.3 +

.2

2 0
AA d

TRO
3 2 2
D13 roo
MITE

NITE
.2

.1+

2
.2
AA
.3 0

TOO
.2 0

16 MAINTENANCE MAGAZINE • JUUSEP 1985

 OOOOOOONO
and birds to give managers the

ANOOOOO
total picture .

0.OOOO

OOOOOOOO
1984 FOD
FLIGHT MISHAPS Charts 1 and 2 reflect the con
tinued , significant downward trend

OOO
Undet Hardware Met Obj Ice Equip Ramp Deb Bird Cost(K)
in the engine FOD rate using

- O
A-7 7 0 1 0 3 0 452

O
WO
OO

A-10 0 16 4 1 0 1 561
either sorties or flying hour

‫ܪ݇ܚܘܿܚ‬
‫ܘ‬
‫ܘܚܗ‬
‫ܘܝ‬
‫ܝ‬
‫ܚ‬

‫ܘܗ̄ܝ‬
A-37 3 0 0 010
B-1 0 2 1 0 328 criteria . The interest and care that

‫ܘܘܘܘܘܕܘܗ‬
B-52 0 4 3 1 141
FB- 111 2 4 152 commanders , managers and flight
C -5
C -9
1
1
087
019
line personnel have given to the
KC - 10 1 224 FOD prevention program appears
C- 130 5 160
C-140
7
1 0 0 0 0 015
to be paying off and should be
KC - 135 1 0 0 0 020 commended .
vou

C - 141 5 0 2 159

OOOOOOOO
F-4 7 40 15 6 2 1482 Good news , too , in chart 3. The>

F- 5
F-15
1
6
2
10 7
0
3
0
1
102
342
" undetermined " category has re
F - 16 2 2 3 5
0
282 versed its upward swing from last
F - 105 1 0 0 022
F-106 1 0 2 1 063 year, and is at its lowest ever per
‫ܘ‬

F - 111 5 1 522
centage. The prevention program
Odo

UH-01 1 0 011
CH-03 1 015 is enhanced and becomes a little
HH-53 0 0 029
T- 37 1 0 010 easier when causes for FOD are
T-38 0 1 154 identified .
T-39 1 1 0 132
0-2 1 0 005 Hats off to the T-38 folks! With
CHART 11
only a little more than half the
number of Class C mishaps
reported this year over last, the >

T-38 is no longer one of the top

six (chart 4) . Not surprisingly, the
Charts courtesy of F- 16 — rapidly growing in the in
Staff Sergeant Fred Johnson, ventory has taken over the
Directorate of Aerospace Safety number 6 position . The charts on
the FOD rates for the different air
‫ܘܘܘܘܘܘܘܘܘܘܘܘܘ‬

craft may show the managers those

times during the year when greater
FOD awareness is needed .
ooOOOOOO

Our final two charts provide a

OOOOOO

1984 FOD
GROUND MISHAPS quick look at the flight and ground
Undet Hardware Met Obj Ice Equip Ramp Deb Bird Cost(K ) FOD mishaps reported for all air
A-7 0 0 0 0 craft. Managers, by comparing the
ONO

18.328844.3

A- 10 0 0 0 1
A -37 0 0
numbers and sources of the FOD
O

B- 1 0 0 mishaps for their aircraft or

.

B -52 1 0
engines with the totals reported
........

FB - 111 0
C -5 2
C -9 0
USAF -wide, will have the chance
OOOOOOOOO

KC - 10 to see how their FOD programs

C - 130 8 7
C - 140 0 0 are measuring up. We can't relax
OOOOON

KC - 135 2 2 2 1

C - 141 0 2 1 1
our efforts. Despite 46 fewer
F -4 3
0
1
2
0
0
1 0 mishaps in 1984 over 1983 , costs
F-5 0 0
WOW

F - 15 0 1 1 escalated by more than two million

0 1
F - 16
0 0
dollars. This is one price tag we
F-106
OOOOO

OOOOO

F-111 1 1 1 1 2 can't afford . *

UH -01 0 0 0 1

CH -03 1 0 0

HH -53 0 0
T-37 0 Further FOD
- N

1
O

T -38
T-39
0-2 0
1 1
0 0
articles continued
CHART 12
on page 24.

MAINTENANCE MAGAZINE • JUUSEP 1985 17

 itech topics
FAMILIARITY
COMPLACENCY

DANGER !

The following is not a topic for way the doors would go) , and could be responsible for saving
the weak at heart. waited for the doors to part someone from a catastrophic
Probably the saddest incidents further. accident. *
we hear about are those that not Co-workers saw what was immi
only involve the loss of life , but nent and called her name , but it
were completely avoidable . That's was too late . The doors moved the These switches, although not located on the do
the case in this incident. as in the mishap article, are good examples
wrong way, caught her head ... what AFOSH Standard 127-66 is talking abou
The crew of three had finished she was pronounced DOA at the Note the clarity of open-close. (Arrows are e
washing the aircraft and were emergency room . tremely bright orange .)
waiting for the arrival of the tow Avoidable ? YES , it was . There
vehicle to move the plane from the were quite a few problems that
hangar to the parking spot. were uncovered as a result of the
Because of the cold , the doors had
> investigation .
been closed for the duration of the First, AFOSH Standard 127-66 ,
>

wash . states in part “ Flourescent direc

After a few minutes , there was a tional arrows will be placed ad
horn sound outside and one of the jacent to operating switches on
mechanics said she would check BOTH sides of horizontal sliding
and see if that was the tug. She doors to indicate the direction of
went to the hangar door and push- travel for each corresponding
ed the " open " button. The door switch . ” It should be noted this
opened about 18 inches and she was not done on the incident door .
stuck her head out to see if the tug Also , 127-66 states “ Written
had arrived . Not being able to see operating procedures outlining
the whole area in front of the all safety precautions to be
hangar, she decided to open the followed will be published and
other door so the entire area in posted next to the operating
front of the hangar could be controls . "
viewed . Apparently being familiar The next time you are operating
with the operation, she reached the hangar doors , give a quick
and pushed the button thought to check - do you see large, highly
be " open ." The horn sounded ; visible arrows? How about precau FARNAR
she stood where she was , in the tions ? - If not , notify your super
-

OPEN CLOSE
opening (she was certain which visor or the hangar custodian . You

18 MAINTENANCE MAGAZINE • JULSEP 1985

 VU
intech topics
ONE CLOSE CALL
Today was the day to remove body he could see was very still .
the foam from the C- 130 fuel The observer outside the tank
cells . A fairly routine job for the worked his way into the tank and
fuel cell shop . found the reason for the stillness .
After they arrived at the aircraft, The man inside the tank had re
the two fuel cell troops suited up moved his mask and inhaled fuel
and put on their constant flow fumes to the point where he was
respirator masks in preparation to unconscious . The observer seeing
enter the fuel cells . this inside the tank, immediately
Everything was going along replaced the mask , called for help
well , with one person in the cell and removed the stricken worker
removing the foam and passing it from the fuel tank .
outside to the second worker . A close call? You bet it is . We
6
However, once the job got further could write down a lot of what
into the fuel cell , it became in- if's " in this situation , but the im
creasingly difficult to get in with portant thing to remember here is
the mask, clothing and trailing that safety equipment is made
hose . So the natural thing to do available for only one reason, to
was remove some of the gear and keep you safe and alive to work
press on right? Well that's what another day . Non use or improper
happened . After a period of time , use of any safety equipment in
the worker outside the tank real- creases the odds that the job
ized his friend inside wasn't mov- you're doing will be your last . *

ing around , and the portion of his

BIGGER ISN'T ALWAYS BETTER

We received a message the other rugged fingers. Generally, when
day that talked about a subject that you need to get at the switch
we don't often think about . behind the guard, you don't want
Whenever you have guarded to be messing around with some
switches that have to have the heavy-duty copper wire.
guards safety wired into closed TO 1-1A-8 states that .020 cop
position , it's just natural to find per wire is the proper size to use
6145002369503 some copper safety wire and do for this application . So, bear in
2P549 PIN NO . 24 IBC
SLB
DLASOO 84 V 7299
the job . The message we received mind , if you do have two sizes of
0 4/84 related an incident where the guard safety wire available to you, it's
was safety wired , but the person important to make certain that only
had used .030 copper wire instead the correct size is used when safe
of .020. If you have ever tried to ty wiring items, especially if the
break .030 copper wire you'll wire is meant to be broken by
know that you'd better have some hand at some time - like in an
emergency *

MAINTENANCE MAGAZINE . JUL/SEP 1985 19

 tech topics
DRY ICE USED For further information, contact D.J.
Oliva, Vehicle Systems Lab , Lockheed
TO FIGHT CORROSION California , Burbank, CA 91520 .
Scientists are making imaginative to clean up, and it poses no health
use of dry ice to combat corro or environmental hazards.
sion , that destructive natural elec One of the primary advantages
trochemical process that costs an of the CO2 system is its versatility .
estimated $80 billion a year in the By adjusting the blast pressure and
U.S. alone. Lockheed researchers, the size of the pellets, it can be
for example, have developed a used to clean massive structures,
patented grit blasting system that such as bridges and ships , delicate
uses solid , dry CO2 pellets instead electronic circuit boards and com
of sand or other blasting agents to plex machinery, without disas
remove corrosion , paint and other sembly .
surface coatings . Corrosion removal has been a
It is known as “ evasive abra problem for the aviation industry
sive, " because it vaporizes and since the first manned aircraft was
disintegrates harmlessly when it produced . This may be a major
makes contact with the surface be step ahead.
ing cleaned . Unlike conventional (Reprinted from Aviation Mechanics
blasting agents , it leaves no in Bulletin ) *
filtrating dust or abrasive residue

Some of the morerecent applicationsof the CO2 pelletblasting at Lockheedinclude removing fuel tani

VISTA
sealant, cleaning bearings and other related rotating machinery parts where super cleaning is needed. The
primary advantages of this system from themaintenance standpoint are you can blast or strip areas where
abrasives would be prohibited and there's no clean up . +

ARMOR -ALL 2 - AIRCRAFT O

The F- 15 was being prepared for craft began to move forward . It tween the tires and chocks prac
a cross country flight. The crew continued its forward movement tically zero . As a result when the
chief wanted it to be one sharp until it ran into another F- 15 . wheel turned , the chocks slid
6
eagle. He spent a lot of time “ spit Chalk up two aircraft for repairs . along with them .
and polishing ” every part of the Investigation into the cause of
aircraft, including armor-alling the the incident revealed the anti skid Yes, the emergency brake was
tires. It looked good! control valve had failed , causing
> applied , but it was too late to stop
One of the last things that need- the brakes not to work . Okay, so the plane .
ed to be done to get the bird ready why didn't the chocks which were
to go was an engine run . The run tied together hold the plane, at The moral of the story is , when
crew got the aircraft ready to run , least it should have had to jump you are using sprays, polishes or
climbed into the cockpit, went thru the chocks to move ahead right? lubricants around the aircraft
the check list and were ready for Wrong, during the “ spit and tires especially " light" aircraft
engine start. polishing” of the aircraft, some tires -
if some does get onto the
The first engine was started and armor-all protectant had found its tread, clean it off prior to any
everything looked good. As the way onto the tire treads and engine runs. Let the aircraft win a
second engine was started , the air- chocks. This made the friction be few . *

20 MAINTENANCE MAGAZINE • JUUSEP 1985

 aytech topics
MOPPING UP RESIDUAL FUEL
IN AIRCRAFT TANKS
The Bulletin has reported on this paper toweling for mopping up
matter previously, but sufficient fuel in or outside a tank can be
additional incidents have occurred dangerous. Even the use of such
to warrant an additional alert con toweling for mopping up fuel on a
1
cerning the possible hazard hangar floor, shop or fueling area
>

associated with the use of paper is hazardous. Rags and sponges

towels in concert with fuel. are preferred.
An operator recently reported This is of particular importance
that an electrostatic discharge oc to operators of general aviation
curred while using a paper towel aircraft using AVGAS , since it is
to mop up residual fuel in an air much easier to ignite than
craft fuel tank . Laboratory tests kerosene. The advice applies to
have confirmed that the tearing of any mopping -up operation involv
a paper towel can generate an ing any type of fuel, and par
electrostatic discharge of suffi ticularly in confined spaces .
cient energy to form a potential (Reprinted from Aviation Mechanics
fuel ignition source. The use of Bulletin ) *

ONCE AGAIN SAFETY WIRE

The UH- 1 was flying along nor- that there probably had been a fuel around the loose solenoid , the in
mally. All of aa sudden , the crew line rupture . vestigators found the missing
heard a loud bang, along with an Fortunately, the plane was a screw . A new screw was installed,
increase in rotor RPM up to 106 helicopter, so an emergency land safetied, and ops checked good .
percent, and an indication that ing was made .
number two engine was pulling Investigation of the fuel leak Now the cause of the problem ?
more torque than number one. revealed the problem in a very Simply, there was no safety wire
The AC pulled in collective to short time : a screw was discovered on the screws . So naturally the
control the RPM and reduced the missing out of the number one screws backed out, and allowed
the fuel to leak .
throttles to regain engine control. engine manual fuel control
Initially it was thought that there solenoid mount. The remaining This could have been a disaster
had been a number 2 fuel control screws were all loose . The
if the plane had not been able to
failure . solenoid's being loose allowed the land immediately -
everyone was
The fuel control idea was aban- fuel — literally
-
to pour out lucky this time .
doned after a few seconds . The from between the solenoid and its
flight engineer (FE) stated that fuel mounting . The lack of fuel to The importance of safety wire
was streaming into the cabin (not a number one engine, of course, cannot be overstressed . Vibration
good sign) . caused the number two engine to can and does loosen all threaded
Further checking by the FE re- go into its overtorqued /RPM con attachments if they aren't safetied .
vealed more fuel coming from the dition leading to the original Remember, give that last check of
number 1 engine air induction " failed fuel control" diagnosis . the job before you close that panel
cowling. The crew now thought Searching the immediate area and leave for another job . *

I MAINTENANCE MAGAZINE • JULISEP 1985 21

 tech topics FROM THE DESK OF

AN ELUSIVE
RUDDER PROBLEM
The crew was performing a
The highlighted area shows fit
preflight surface motion test on the ting and screw as found when
F- 111 aircraft. During the test, the line was opened .
rudder moved normally 8 degrees
right, then through neutral to 7 de
grees left. Suddenly the roll and
yaw damper lights came on . When
test was released , the rudder re
mained 7 degrees left. Various at
tempts were made to get the rud 6
.

1RA0LW
der back to neutral no success ,
even the trim could not center the
rudder. The aircraft was aborted
and the engines shut down. At this
point , the rudder returned to the
neutral position .
The aircraft was impounded and
the troubleshooting began . The The culprit after removal — small, but po
malfunction could not be tentially disastrous.
duplicated with an engine run . The
troubleshooting team , however,
was determined to find the prob
lem . A hydraulic mule was con
nected to the aircraft. After several
hours of operation, the rudder
hung up at 4 degrees right. Twen Pictures thanks to SSgt Luis R. Malave, 380
ty minutes later, the return line BMW /MASQ, Plattsburgh AFB, NY
from the damper ruptured.
Now that the problem was dup After the problem was solved , The important thing here is not
licated, the next step — find the
- aircraft records were checked to exactly who did this, but the fact
cause . In the course of trying to find out if there had been any past that, when the screw was dis
find the cause, hydraulic manifolds history of this problem . Sure covered missing, it wasn't
were removed , with no defects enough , dating back almost a year, searched for until found . This is
found . Next, fittings were checked . numerous flights had experienced especially important since there
At last, a union fitting on the roll/yaw lights. The elusiveness of was an open hydraulic system .
roll/yaw return line was found to this problem is highlighted by the Remember, if the rudder had
have a 5/8-inch (NAS 1100-3) fact that up to 22 flights were locked on landing, this could easi
screw lodged inside it. ( It should flown between write-ups . ly have been a casualty rather than
be noted that this is the same type How did the screw find its way an incident report.
used to secure the manifold .) into the fitting ? Good question . No The importance of responsible ,
Depending on the position of the one in the unit could remember professional maintenance cannot be
screw in the fitting, it would any maintenance being done where overstated . When performing
sporadically stop the fluid flow the fitting was removed. The fit- maintenance, do it as if a life
and lock the rudder in its last ting had to be off for the screw to depended on it; it just might. *
selected position. enter .

22 MAINTENANCE MAGAZINE . JULISEP 1985

Chief Matteon tech topics
MC1- A :
UNLEASHED FORCES
于 Not all people who work on the As a result of this incident, a
test was run to find out the exact
flight line are built like gorillas.
For those of you who aren't, here force that was pushing against the
is a tip that can save you an awful handle after the lock is released .
lot of pain . The results revealed that a slam
The MC- 1A generator had to be ming force of 110 pounds comes
repositioned so other equipment at you . If not prepared, this can,
could be moved around the air as it did this time, cause some
craft. The newly assigned young serious injuries. If you happened
flight line mechanic said she would to be in a position where the han
get it. She quickly walked over to dle struck you in the face, it could
the unit , grabbed the handle which well cause lifelong disfigurement.
was upright (acting as a brake by Following this incident, the unit
mashing against the front wheels), submitted several suggested im
and pressed the lever to unlock the provements, ranging from reducing
handle . tire pressure to changing the
As soon as the handle was re methods of braking. However, un
leased it slammed forward , strik til changes are made, the dangers
As Amn Donna Albright, 57th EMS, dis ing her in the chest . The result associated with this type of equip
covered, when locking or unlocking the was extreme pain and several lost ment braking should be a part of
brake, you have to overcome 110 pounds days due to the injuries. every newcomer's inbriefing. *
of force pushing against you – BEWARE!

МЕН Note position of handle in un

M TOWING
locked position , far left, and in the
10 MPH
locked position , near left.
2010

2010

11

MAINTENANCE MAGAZINE • JULISEP 1985 23

 FOREIGN OBJECT DAMAGE

FOD
Has Anyone Seen
A Little Screw ?
OH MAN , I just dropped that darn 10-32 screw was dropped into the vation . You can guess what hap
screw . Oh well it's lucky I got oil tank — not a major problem, it pened : the 10-32 screw migrated
another one with me.
will probably just lay at the bot from the filler neck area to the oil
During engine teardown, the tom of the tank, right? WRONG . pump. Once in the oil pump, it
engine troops found the oil pump There is something we have to naturally jammed the pump so that
shaft sheared , number three bear- overcome at times like this; it's it wouldn't move. This naturally
ing frozen and numbers six and called the pride factor. We all sheared the shaft, which in turn
seven oil nozzles damaged . That's have some amount of it, and at
> stopped the oil flow to the bear
fair amount of damage when you times we have to swallow it, bite ings and caused them to overheat
consider that it was avoidable , but the bullet and tell the boss “ we and seize up .
at what ' cost? Are we willing to blew it . ” Yes , the screw could have
pay with pride and manhours ?? The aircraft was scheduled for a stayed in the tank for years - but
Now, how and why did this hap-
7 flight, and, during the flight, the
> it didn't . What it did do was cause
pen ? Well, to begin with, a TCTO
> left engine oil pressure dropped to many thousands of dollars in
had just been completed on the oil zero . A few moments later the damage , and , if this had been a
cap of this A- 10 engine . At some RPM dropped to zero due to as single engine aircraft, it could
time during the TCTO , a small
> it was discovered later oil star have easily cost the aircraft. *

IDENTIFIED
FALLING
OBJECTS
We can all help in a campaign have worked in a particular area or high -speed tape, safety wire, nails,
to stop dropping objects from air not . bubble gum , hopes and prayers
craft. The mechanic can play his • Using particular care when a will not hold a worn - out part on
part by: panel needs to be opened for an aircraft flying at 400kts .
• Assuring that all latches are troubleshooting or other reasons • Using extra care when inspec
latched . Double and triple check after pre - flight inspection . Be sure ting an aircraft that has been
them . that you perform a thorough final operating away from home base.
• Double - checking Dzus inspection before releasing an air Mechanics who are not familiar
fastener locks. They are small and craft for flight. with “ your” airplane or procedures
easy to overlook. • Assuring that doors, panels, probably have “ touched” your air
• Inspecting all latches and canopies and external openings fit craft, and one or more of them
fasteners before closing panels and properly and are securely in place. might have done something that is
doors. A worn , bent or broken If a part is bent, cracked or not up to par. *
latch may appear to be normal at a broken, repair or replace it . Courtesy of Aviation Mechanics Bulletin ,
casual glance. Do this whether you Superglue, sealant, caulk, duct and March April 85

24 MAINTENANCE MAGAZINE • JUUSEP 1985

 FOREIGN OBJECT DAMAGE
FCD

VILLAIN OR HERO –
IT'S OUR CHOICE
12
1/6 GILLER H130
UD
33

The following is adapted from an engine was pulled . Hopefully, we as maintenance

article that recently appeared in a Sure enough , the missing supervisors can learn from this,
base newspaper. It is quite a con- wrench part was found lodged in and how this situation was handled .
trast to some of the situations we an area on top of the engine com Coming down hard on someone
generally talk about. pressor, where it could have caus who inadvertently causes you extra
TSgt – knew it was going to be
-
ed catastrophic damage had it not work because of suspected FO
embarrassing. An aircraft been found . conditions will insure that next
mechanic in the Tactical Recon- But the potential for disaster to time it happens we won't have ex
naissance Group, Sergeant the aircraft didn't end with the tra work . Instead we will now
was repairing a
-> removal of the broken piece of have a FOD condition to worry
hydraulic leak in the engine bay of wrench . Technicians discovered about .
an RF -4C when the jaw of an another dangerous situation - the
open end wrench he was using left wing was not properly bolted
broke off. to the fuselage of the aircraft!
He couldn't find one small piece Sergeant L's willingness
of steel from the wrench . Because to risk a brush with personal em
it would be necessary to remove barrassment may have averted two
the engine to look for the missing potentially disastrous accidents .
piece, he knew it would be a lot " Honesty and integrity are traits
less trouble and a lot less embar- that are held sacred in the aircraft
rassing to just “ write it off” maintenance business" said the
rather than report it. Chief of Maintenance ; he con
But, he knew the piece might
> tinued , " a slight brush with the
have gone into the engine bay area personal embarrassment of having
above him . After more unsuc- the engine removed resulted in the
cessful searching, he reported the spotlight of honor shining on him
>
incident to his supervisor, and the as a hero . "

MAINTENANCE MAGAZINE • JULSEP 1985 25

 FOREIGN OBJECT DAMAGE

FOD
Getting A Bang Out Of
Aircraft Forms
The T-38 crew had completed teardown , white fibers were dis

Hso
Ake
their preflight inspection and were covered throughout both engines.

T
lined up on the runway, ready for Now , the challenge: find the
>

takeoff. The throttles were ad source. Well, at the time of the in

vanced, and the plane roared down cident, the crash recovery crew ,
the runway. Things were looking while responding, had found the
good until lift -off and gear retrac 781 binder about 5,300 feet down
tion . At that time, the crew heard the runway . Analysis of the fibers
two loud bangs , followed im from both the engine and the 781
mediately by loss of thrust in both pages proved what was already ap
engines . parent: the forms were ingested in
The IP tried a restart by taking to the engine and that is what
the throttles out of afterburner and caused the banks and stall .
putting them back — no luck . The
-
The object lesson here is ob
plane sank and impacted the run vious . When you're in a hurry to
way with the gears up and locked . launch aircraft, don't lay the forms To insure exciting engine runs and
Needless to say the damage was down in aa hazardous area , thinking takeoffs, store aircraft forms here,
pretty extensive. guaranteed to FOD engines.
that you'll pick them up later.
The engines were naturally torn That “ later” may be at a crash
down in an attempt to find out site .
what had happened . During this

A Tip From The Field

If your unit uses the newly be drawn into the fan because it
introduced RHINE air blower rests against the units blade guard .
(NSN ) 4140-01-096-1596 ) for fuel When dirty , it can be thrown away
cell or other type ventilation , and a new one easily fabricated . If WA
MSGT Gordon G. Klinker, from > the blower is used as a mobility Oh
PG

the 62d Field Maintenance Fuel item, the filter will not require
Systems Repair shop has a sugges more room or add any weight.
tion for you . For further information, contact
G
You have no doubt noticed that IN
MSGT Klinker at Autovon WA
RN

older ventilation units came

equipped with filters. You will
976-2015, or write to him at the
62d FMS/MAFA, McChord AFB ,
HALIR
also notice that the new Rhine has WA 93438 . ER
none. This can cause you a lot of If any of you folks out there
trouble if cleanliness is essential have any ideas , that make the job
for the job you're doing. easier or safer , please send them
A filter can be quickly made by along, we'd enjoy printing them
using a piece of aircraft fuel tank for everyone to use.
fire suppressant foam . It will not

26 MAINTENANCE MAGAZINE • JULISEP 1985

 MAKING SOUVENIRS CAN RUIN YOUR DAY
The EOD team had been given
the job of destroying a batch of Making desk sets out of ordnance
30MM ammunition . What an ex can be hazardous to your health .
cellent opportunity to save one and
make a souvenir, maybe mount it
on a desk set . Well , that's what a
couple of the guys decided .
At a later date , when the EOD
shop was unoccupied , they decided
to go in and inert the shell.
Shouldn't be too hard, after all
they WERE EOD folks.
The first thing to do was drill a
hole about one inch from the head
and remove the propellant (pow
der) so it would be relatively
harmless to work with .
Second was the task to getting
the primer detonated ; after detona- room , they found it pretty well on feet of ceiling tile, and also
tion it would be a harmless brass fire. destroy a nearby screen .
casing. In order to get the primer What happened ? Well when the Fortunately , the fire was extin
to detonate , the shell was put into primer detonated, it came loose guished and there were no injuries.
a vise at about a 45-degree angle . from the shell and rammed The lesson to be learned is ap
After it was clamped in , a propane through the propane bottle. The parent. As simple as something ap
torch was fired up and, aimed at propane bottle, with a hole in it , pears , and as qualified as you
the primer. This done, both fel- became a little rocket. It flew think you might be, when there is
lows left the room and waited for across the bench , ignited a pile of all sorts of guidance that tells you
the primer to go off. rags, and started scorching the not to do it, pay attention. Very
In a few minutes, the primer wall. About this time , the free likely there is a good reason , as in
went off all right, but they were in propane ignited, causing a fireball this case: your own life and
for a surprise. Upon entering the large enough to scorch 180 square limb .

Correction to A Tip From the Field

The April / June issue of MAINTE the article was accurate except the For example , 6625-00-024-2981
NANCE had “ A Tip From The stock numbers . Each stock number should read 6625-01-024-2981.
Field ” dealing with electrical con listed had the second set of digits Sorry about this error .
nector adapters. All information in listed as 00 , each should read 01 .

MAINTENANCE MAGAZINE • JULISEP 1985 27

 EXPLOSIVES SAFETY TL

" Oops "

IS A FOUR

LETTER WORD
388

by SMSgt Tom Breeden

Directorate of Aerospace Safety t is easy to infer from these pictures that something
Iwent wrong in this missile - handling operation .
Unfortunately, this scene is not an isolated , rare
incident . Every year , we recreate this accident two ,
three, or more times, with identical results - thousands
of dollars of damage , loss of vital WRM assets , and one
ammo troop at each incident with a very red face .
The one ammo troop is the key element in this
accident. These individuals are in a hurry to finish the
trailer upload ; so, working alone , they try to rotate the
missile on the trailer transport rack (trees ) to position it
properly. They grasp the wings at the rear of the
missile and twist. This results in considerable leverage
but little control . The forward end of the missile rolls
right out of the notch in the tree and drops to the
ground .
It would be a rare individual that could stop a missile
weighing over 200 pounds from falling to the ground
by hanging onto one end of the missile . I've never seen
it done. You can see the damage to the guidance and
control unit on the Sidewinder missile is extensive .
This little item , less than two feet long and five inches
in diameter , is the brain of the missile and costs us ,
the American taxpayer, approximately $ 25,000.00 a
copy. A nice pocket of change.
That's a steep price to pay for being in a hurry! Take
the time to get one of your fellow workers to help you
position the missile . The minute you could save by
taking a chance and doing it yourself could be a
$25,000.00 minute . Don't do it! Get help ! Be safe ! Be
smart! *

28 MAINTENANCE MAGAZINE • JULISEP 1985

Thoughts of a flight chief on the
dedicated crew chief program ...

SENSE OF RESPONSIBILITY
TSgt T. Donald McDonald
49 FIS /MAAFC
Griffiss AFB NY

'm an interceptor flight chief; if

IyLyou're
our a dedicated crew chief,
you work for me . I have the
unique opportunity to see what RESCUE
others don't see, and the duty to
insure your performance meets ac
ceptable standards established by
authority. My job is to make sure
you are trained to provide safe,
reliable fighter aircraft for combat
and to evaluate your performance
to insure that it complies with
what is recognized as acceptable. I
support the creed to do the job
correctly the first time .
As any aircraft maintenance per
son knows, the flightline operates
in a dynamic environment which cialists, never causing others to wartime mission . For this reason ,
demands rapid decisions based on waste valuable time looking for the regulation does not restrict this
past experience and knowledge. you or for the aircraft forms. Be individual to one AFSC or special
Priorities can change and cause the ready to assist no matter what the ty . Our superiors have allowed
supervisors to redirect the efforts job is and ask questions for your almost anyone in an aircraft
of maintenance in different areas . continued education . maintenance unit to qualify to be a
This type of daily challenge is not So that you can take my job in crew chief if he or she shows the
for everyone; excelling as the future, I will assist in your skills equal to the challenge. An
dedicated crew chiefs takes special training and encourage your super- AFSC of 431X1 does not make
people: those who accept the visory talent. You must accept the you automatically eligible. This
responsibility willingly and who important responsibility of training responsibility is not for everyone,
constantly strive to improve them- your assistants . Be sure when but the job satisfaction is great for
selves and the aircraft they they're being trained by others that those who succeed . There may be
maintain . the instructors are qualified, inter- someone anxious to fill your
No matter what type of aircraft ested , and dedicated . It's our shoes.
you maintain , from T-33s to obligation to train our replace- With the increased technology
F- 15s, be professional in all your ments to be the best they can be . and worldwide commitments fac
tasks. Let everyone who comes in Let them live up to their potential ing the military today, the Air
contact with your aircraft know as dedicated crew chiefs just as we Force is changing and allowing us
that you will accept no less than have had the privilege to do . to use our skills in other areas out
quality maintenance. Learn from The dedicated crew chief is side our specialty . Advancement
the specialists and the systems they devoted to a cause that holds peo- opportunities are unlimited for
repair and maintain . As the dedi- ple together for a common goal those who want to improve them
cated crew chief, you should and is in a position of great im- selves . The dedicated crew chief
prepare the aircraft for the spe- portance to our peacetime and program exemplifies this. *
We received this letter from a TAC flight chief, and we think he has some good advice for all aircraft
maintenance personnel. When it comes to aircraft and aircrew survival, no one is more important than the crew
chief. But there are other specialties just as critical. If you have something to say about your field, put it down
in words and drop us a line. We'll be glad to give worthwhile words on maintenance and safety equal time.

MAINTENANCE MAGAZINE • JUUSEP 1985 29

 es
sid
o )
sh PO
w VA
e
n

wo
rs
BOTMONABYORSTE!