Civil Air Patrol - PA Wing
eSAFETY
From the CAP PA Wing Safety Officer
25-JUNE-2008

Greetings!

With the passing of Memorial Day, the unofficial start of Summer has come once again.  The hazy crazy days of Summer have arrived along with their associated hazards.

 
* Remember the direct rays of the sun are very dangerous to the skin.  Always use a sun block of at least 15 SPF and a hat. With the various outdoor activities it is best to apply the lotion before going out into the Sun and reapply as necessary.  Read the label and follow the directions. 
 
* Another factor is dehydration, carry and DRINK plenty of water along with mineral enriched drinks such as Gatorade. Stay away from sodas (pop) as the caffeine will dehydrate you. 
 
* Another risk is the biting or stinging insects that love the Summer as much as you do. Keep an insect repellent available
in case the insects spot you as a meal.  
 
and of course the CAP National Safety Site at http://level2.cap.gov/index.cfm?nodeID=5182 will provide additional information. 
 

June brings many new changes to Safety for the Wing.

  

First, Supplement 2 to CAPR 62-2 dated 5 June 2008 is now in effect.  This Supplement modifies NER Supplement 2, dated 15 April 2008 concerning Post Flight Procedures.  See the Supplement memo below.  This Supplement is required to be placed in PIF in the aircraft by the OIC as soon as possible. NER Supplement 2 to CAPR 62-2 dated 15 April 2008  This supplement is available at http://www.ner.cap.gov/se/se.php needs to be in the PIF also.

 

There are several additional items for this month's Safety Newsletter. 

 

  1. As mentioned last month, Operation CAPSafe.   What each member (senior and cadet) is requested to do is send one Safety idea a month for either Ground or Air Safety to capsafe@cap.gov . Full instructions can be found at the National Web site under Safety.  Be sure to include your name and unit number and mention you're from PA Wing and send a copy to Wing via your Group.

  2. The June Sentinel is available at http://level2.cap.gov/documents/Sentinel.pdf.  for those who don't get to see a copy.  One of the major points this month is the damaging our aircraft with ground handling and taxiing accidents.  Also an article on the Texas Wing Safety Program should be required reading by our personnel.
     
  3. Remember to keep your Unit Safety Board up to date and post the summary of your monthly Safety meeting their so those members who missed it can catch up.  Copies of the Summary and attendance should be sent to the next higher command and Wing Headquarters.

  4. Each unit needs to have a safety officer assigned to the unit and the proper authorizations be completed on e-services.  If you're not sure you have completed this requirement let me know.

  5. And now the BIG news is a major change for Safety Officers and the requirement for them to complete AFIADL 02170.  That requirement has been replaced by an On-Line Safety Course.  This is located at http://level2.cap.gov/visitors/programs/safety/basic_safety_course/

  6. The above change causes a change in CAPP 217 dated 4 June 2008. 

  7. ...which also produced a change in CAPR 62-1 dated 4 June 2008.

  8. A few notes for the pilots, after any maintenance on the aircraft, PIC's should spend extra time on their preflight inspection paying close attention to the areas were maintenance may have been performed.  Also use caution when tying down aircraft and securing the aircraft.  Report any ropes that need to be replaced to the FBO.

Here's the link to download the June 2008 Safety Briefing presentation.
http://cap907.org/Safety/june_pa_wing_safety_briefing2.ppt
It's 2.4 MB Powerpoint file... so if you have problems downloading it, contact me and we'll see how we can get a copy to you.

New PA Wing 62-1 Supplement 2 is approved and in place.
See article below for details.

Please always remember, and never forget:
Everyone,

Everywhere,

Every Minute
...is a Safety Officer!

Thank you

Lt Col Barry Metz
Director, Safety
CAP PA Wing
email -
bmetzcap@comcast.net


CAPR-62-1 SUPPLEMENT 2

Pa Wing Headquarters
Civil Air Patrol
United States Air Force Auxiliary
Bldg 3-108 Fort Indiantown Gap
Annville, PA 17003

Supplement 2
CAPR 62-2
5 June 2008
SAFETY
Post Flight Procedures

NER Supplement 2 to CAPR 62-2 dated 15 April 2008 is supplemented as follows:

1.    All PICs (pilot in command) will conduct a complete Post Flight examination of the aircraft using Pre flight procedures for that type of aircraft.  Any damage must be reported Immediately and Personally to the PA Wing Commander, the PA Wing Director of Safety, and the NE Region Commander using the telephone numbers listed in the PA Wing Supplement 1 to CAPR 62-2 dated 24 January 2008 and the NE Region Supplement 2 to CAPR 62-2 dated 15 April 2008.
2.    If there is no damage indicated, the PIC will make a note in the log stating "Post Flight Check - OK" and then sign next to the "OK".


OFFICIAL
// Signed
Mark Lee, Col. CAP
Commander, PA Wing

// Signed
Barry Metz, Lt Col . CAP   
Director of Safety, PA Wing

Operational Risk Management
(ORM) For Activities
15 June 2008
 1.         Each unit activity other than the normal unit meeting must have an Operational Risk Management (ORM) Plan. The ORM Plan consists of a listing of all possible risks and a method to mitigate the hazard.

The Following is an excerpt from the North Dakota Wing Safety Web Page and presents a good idea what ORM actually means.

 ORM 101: A Basic Course in Common Sense

By Col. James L. Stanley, HQ ACC/SEO, Langley AFB, VA
[Reprinted from the May 1999 issue of The Combat Edge]

The "M" Word

First of all, I believe we can do a better job at instituting Operational Risk Management into our everyday activities - which is where it should be. ORM started out with one hand tied behind its back due to its name. It suffers from the disease I will call the "M" word. That's right, "Management." The "M" word connotes visions of Big Brother mandating another program down to the masses - does TQM (Total Quality Management) or MBO (Management By Objectives) sound familiar? ORM will continue to struggle until it is ingrained into daily work and play practices of all our personnel. Real use of ORM cannot be legislated; it must be part of the Air Force culture... to become part of our culture, it must be embraced in everything we do... to become embraced, it must be easily understood - this is where we can do a better job.

Operational Risk Management is depicted as a formalized 6-step process:

  1. Identify the Hazards
  2. Assess the Risk
  3. Analyze Risk Control Measures
  4. Make Control Decisions
  5. Implement Risk Controls
  6. Supervise and Review

When reviewed, it is a logic train which we perform every day; however, it is difficult to memorize and cumbersome to execute in daily operations. My goal is that COMACC should be able to stop any Air Force member and ask them what ORM is... and they should be able to tell him. When COMACC can do that, he will know that his ORM program is in full swing and making a difference.

Short, Sweet, and To the Point

Let's try this - ORM is a systematic, common sense approach to minimize risk. Short, sweet, to the point, and by-golly, captures the essence of ORM without taking half a page. Now, let's look at the steps in a different way. How about Identify, Assess, Analyze, Decide, Implement, Review. You Identify a hazard... Assess that it does pose a risk... Analyze measures to take to eliminate or minimize the risk... Decide which measures to take based on cost and benefits... Implement the risk control measure... and lastly, Review the risk control measure to see if it worked. It is critical to remember that ORM doesn't stop at the Review step; it is a circular process that pushes you to ensure that your measure was the correct decision. If during the Review step you identify that it did not give you the result you desired, you determine the reason by starting at step one again - Identify. The most important point to make now is that the 6-step process is perfect for more strategic ORM. Daily, simple ORM may only require a few of the steps - and you do it daily without having to remember the 6-step process.

 Assess the Environment for Risk
a. Be aware of your surroundings, duties, and tasks on and off duty.
b. Analyze what could go wrong.
c. What are the chances of something happening?

Consider Options to Limit Risk
a. What can you do about it?
b. Is it worth the risk to do it?
c. Does the risk require you to elevate the decision making process?

Take Appropriate Action
a. Implement risk controls (take preventive action).
b. Does your action control the risk? If not, start the process again.
c. Spread the word! Let others learn from your experience.

2.         The whole idea of ORM is to develop a safety culture in every activity.  The bottom line is for each member to think first and then act.  What, in this activity could cause an injury to a member or damage to property.   By using the ORM matrix you examine and look for these hazards and develop ways to prevent accidents from occurring.


OFFICIAL
 
//Signed
Barry Metz, Lt Col. CAP
Pennsylvania Wing Director of Safety
MOA Frequencies 
August FAA Charts To Include MOA Frequencies
 
Starting with aviation charts to be released in August, the FAA will print contact information that will make it easier for pilots to decide whether it is OK to fly through a Military Operating Area (MOA) or if it's better to go around. With more pilots trying to improve their route efficiency to save on fuel, the change is a timely one -- if long overdue. "For more than a decade, AOPA has been advocating that the military and FAA work together to chart these frequencies," said Pete Lehmann, AOPA manager of air traffic services. "This is a move in the right direction to allow all pilots to access real-time data regarding the status of special-use airspace."

The new FAA charts will provide contact frequencies for an FAA center controller, military air traffic controller, or range control officer for each MOA and restricted area,
AOPA said, so pilots can check to see if the airspace is active, and if it is, at what altitudes."Often, when MOAs are active, the military is using a higher floor than what is printed on the chart," said AOPA. "In these cases, pilots can find out the floor and decide whether they can safely fly under it." The change will hopefully prevent encounters like the one between two GA pilots and an Air Force F-16 earlier this year, which was discussed extensively in AVweb's blog and examined in-depth in Aviation Safety magazine in May.
 

Remember - Think Safe.