From the Director: “Manual Automation”

The Special Services (SSC) business and operational culture can be measured to determine our level of safety. One of the ways to determine our safety status is to consider the various manuals that we use and find out if we implement the process of “manual automation”.
 
This proposition, although seemingly self-contradictory, is definitely explicable and applicable to the aviation industry.
 
I agree that taking action or doing something manually contrasts with doing it automatically. In this context “manual automation” would be self-contradictory. However, think in the context that a manual is also defined as an organized compilation of facts, specifications, procedures, methods, instructions, rules, and guidance that promote the proper and safe operation of an organization and its equipment.
 
A manual is specific in giving guidance on performing a task and is an integral part of “doing business” at Special Services. Manuals play a role in every operational aspect of aviation and are sometimes referred to as “bibles” to emphasize their importance.
 
Now let us review the names some manuals that are familiar and important to our daily operations: Aircraft Flight Manual, Aircraft Maintenance Manual, General Operating Manual, Approved Aircraft Inspection Program Manual, Safety Program Manual, Reduced Vertical Separation Minimum Manual, Minimum Equipment List Manual, Training Program Manual, Employee Policy Manual, Safety Management System Manual, and the Aeronautical Information Manual, not to mention the various other system manuals.
 
The operation and maintenance of aircraft is safety sensitive and sophisticated. The task mandates a responsible performance. The whole culture of Special Services demands “checking the list and checking it twice” to ensure that we are performing this task in a safe, responsible, systematic, aware, prepared, and proficient manner.
 
SSC culture is interwoven with the instruction and guidance of good manuals and is designed to create a safe and responsible environment. We do believe that good “manual discipline” is vital to a safe operation. This discipline requires manual training, manual understanding, and manual adherence.
 
Thorough and effective training in each manual’s guidance allows an automated adherence in the performing of safety sensitive and sophisticated aviation tasks. The manuals provide the guidance, but it is individuals who automatically put them into practice. This is “manual automation”.
 
Safety must permeate our daily operational thinking, planning, behavior, and actions such that it continues to become part of SSC’s culture. The pursuit of “manual automation” helps us accomplish this goal.
 
Procedurally Yours,
Jim Alexander
 
 

“Splat care and clean-up” (or How to keep the windshield clean)

by Craig Eichmeyer

It is that time of year when bugs seem to attack the airplanes on every flight. Everyone should know how to safely clean the windshield and windows.
 
You can keep our aircraft windshields and windows looking and performing like new by using proper care, correct products, and an understanding of the material you are working with.
Most aircraft windows are made of scratchable acrylic plastic. Proper care involves preventing scratches and properly cleaning of the windows.
 
When cleaning a window, always remove as much abrasive dirt as possible without touching the surface. Ideally this would involve flushing the surface with soapy water and allowing the accumulated bug residue to soak. If a little rubbing is needed, do it lightly with your bare hand. After a final flushing with clean water and a careful drying with a clean soft cloth, use a good grade cleaner/polish intended for acrylic windows. Always make sure to follow the manufacturer’s directions.
 
There are two windshield/window products in the maintenance shop that should be used. Never use glass cleaners since they contain ammonia, a killer of acrylics. They will cause crazing in short order.
 
Concerning the polishing cloth, use the softest cloth available. One hundred percent cotton flannel is ideal or cheese cloth which it located in the maintenance shop. Never use a paper product, even those advertised for cleaning plastic because they can scratch the acrylic.
 
By following these tips, you can prevent damage to the window, save the company money, and improve safety.
 
 

From Marketing

by James Stephens 
 
Since Special Services became a Diamond Authorized Service Center at the beginning of the year, many changes have taken place. As a service center, we are authorized to do warranty service on the Diamond line of aircraft, as well as provide parts support to outside customers. As we developed our Diamond parts sales, we realized that we could have a greater impact in the region by not only selling Diamond parts, but also by helping others source any parts that they need.
 
The parts support side of the service center has been growing, and has great potential to grow even more. As we get recognized in the area for our parts support, our goal is to be the parts support company for many in the region. We differ from other parts suppliers by the fact that we not only will sell the parts to others, but are extending our parts research capabilities to those shops that either do not have the time to shop for parts, or do not have someone tasked within the shop to complete the parts purchasing functions. We do not stock everything, but we can get anything.
 
We are also offering accounts to new customers, many of whom have previously experienced the headaches of having to pay for parts up front before the work is completed and billed out to their customers. Our desire is to be a support structure for maintenance shops and flight department directors of maintenance. We are here to help them find the parts that they need in a timely and economical way.
 

Runway Crossing Clearance

by Jarod Spencer
 
If you have flown recently, you may have noticed that ground control will issue a clearance to taxi across each runway. These clearances are being given in preparation for a change that will make it mandatory to have a specific clearance to cross any and all runways.
 
The following paragraphs are a reprint of an FAA Safety notice. Please heed the information and act accordingly.
 
FAA Issues Runway Crossing Clearance Changes
 
Effective June 30, 2010, air traffic controllers will no longer use the term “taxi to” when authorizing aircraft to taxi to an assigned takeoff runway. With the change, controllers must issue explicit clearances to pilots crossing any runway (active/inactive or closed) along the taxi route. In addition, pilots crossing multiple runways must be past the first runway they are cleared to cross before controllers can issue the next runway-crossing clearance. One exception to the new rule is at airports where taxi routes between runway center lines are fewer than 1,000 feet apart. In this case, multiple runway crossings may be issued if approved by the FAA Terminal Services Director of Operations.
 
The elimination of the “taxi to” phrase will apply only to departing aircraft. Arriving aircraft will still hear the phrase “taxi to” when instructed to taxi to the gate or ramp. However, controllers in these situations still will be required to issue specific crossing instructions for each runway encountered on the taxi route. For more information on the change, refer to FAA Order N JO 7110.528.
 
 
  

Southern Exposure

by Steve Wiley
 
 
We have had a number of opportunities to help promote our community and company recently. In April, our friends at the Greenville Chamber of Commerce requested information on behalf of the Clarksville Area Chamber of Commerce in Tennessee. They were organizing an intercity visit to Greenville in May and needed to discuss a number of travel options.
 
By observing Greenville’s strategic plan, the Clarkville Area Chamber of Commerce was hoping to develop and identify potential growth opportunities for their community. Greenville’s downtown revitalization, public-private partnerships and the parks & recreation system were of particular interest.
 
The group included many of Clarksville’s community leaders and business developers – folks with demanding schedules that are very involved and active with many projects and responsibilities. The Chamber considered these factors and wanted to make their travel convenient, cost-effective, and stress free.
 
“The inconvenience of standard air travel, with its long lines, unreliable schedule and lack of privacy left the trip planners with the desire for something more. The comfort and ease of the Business Charter allowed all of the guests to feel at ease while traveling. The return on value was seen on the sheer time saved versus traditional air travel. This allowed for a longer visit and a better learning opportunity once our destination was reached” said Melinda Shepard, V.P. of the Clarksville Chamber.
 
By properly using a business aircraft, the group saved about 10 hours of valuable travel time. This extra time was spent on their mission, re-invested in their business, or spent with their family. That is about 210 hours saved for the group. If each person’s time was valued at only $100 per hour, that’s $21,000 saved! They essentially paid for the trip with the value of the time they saved. That is the value of business aviation!
 
Another event we attended was the Grow Expo at the Carolina First Center. We shared booth space inside the show with the Greenville Downtown Airport Commission and were able to show off our new Cirrus. The event was attended by over 200 businesses displaying their wares and over 2000 individuals from the community who came by to gather information.
 
We attempted to display the aircraft inside the show venue, but were unable to maneuver the plane through the Carolina First Center’s security fence. Our maintenance team led a superb effort, re-grouped, and arranged for the plane to be on static display at the main entrance of the Carolina First Center.
 
Many folks stopped by to look at the plane and ask questions. There is a lot of misperception out there that using an airplane is just for the rich or big business. We were able to show that small aircraft are a perfect way for businesses, large and small, to reach new clients.
 
The Greenville Airport Commission helped make the Grow Expo a great success by putting in new access gates to the airport ramp areas. This allowed us to easily tow the plane into position at the Carolina First Center.
 
They were able to promote the airport’s business aspects & value to the community and introduce the new restaurant that will open on the South Ramp soon.
 
Congratulations go out to James Jones of U. S. TRUST for winning the introductory flight in our Cirrus SR22. Ms. Janelle Beamer of Southern Wesleyan University was the winner of a round of golf for 4 at Crosswinds Golf Course courtesy of the Greenville Airport Commission.
 
  

Aircraft Airbags (no, I’m not talking about the pilots)

By Adam McMullin
 
We have seen them as a standard feature in automobiles for years now. Airbags provide a near instantaneous cushion of air that appears out of your dashboard in the event of a crash. Many newer cars even have airbags mounted in the side walls to help prevent injury in the case of a side impact. Airbags have also made their way into aviation, with their use rate at 80% to 90% in new single engine aircraft. Since we now have two Cirrus aircraft under SSC management that have airbags installed, and we regularly maintain other aircraft with airbags, it would be good to have an understanding of airbag system functionality and maintenance. Because the airbags we deal with on a regular basis are manufactured by Amsafe, this article will address that particular system.
 
The Amsafe inflatable restraint contains three main components: a seat belt with an airbag built into it, an inflator canister filled with compressed helium, and a battery powered control box that is completely independent from the aircraft electrical system. In the event of a rapid deceleration (crash), the control box will send a signal to the inflator causing a squib to fire, which releases helium gas through a gas hose to the airbag. The airbag deploys to create a protective barrier between the occupant and the instrument panel. This system has been proven to significantly reduce serious injuries and fatalities.
 
Since the Amsafe system is relatively maintenance free, the airbag belt can be treated pretty much like a normal seat belt. Be sure to keep sharp objects away from the airbag pouch and belt. If you notice any fraying of the belt or damage to the pouch, notify maintenance right away. In addition to those quick inspection items, the maintenance department is required to fully inspect the belts and perform system diagnostics with a test box annually. Also, any time a connector is disconnected, such as when a seat is removed, a system diagnostics test is performed to ensure proper operation.
 
Aircraft systems can differ significantly between manufacturers, and even between different serial numbers of the same aircraft. Always be sure to consult documentation specific to your aircraft for detailed systems information. For example, in Diamond DA-40 aircraft equipped with the Amsafe system, if a seat is not occupied, do not engage the belt as this will activate the system for the unoccupied seat. However, with the Cirrus aircraft under our management the system is activated whether the belt is engaged or not. With both systems, always make sure the belt is stored and worn with the correct side facing the occupant. This is indicated by a label on the airbag pouch.
 
Aircraft airbag systems have already proven to increase passenger safety dramatically in crashes. As we better understand the safety systems in our aircraft we can help decrease risk to our crews and passengers in the event of an emergency. Having knowledge about aircraft airbags can also help as we promote aviation safety to those outside the aviation community. Aviation professionals have a responsibility to correct the misinformation that so commonly exists in today’s media and public mind. Flying now is safer than ever; and SSC is pleased to be on the cutting edge with airbag equipped single engine aircraft.
 
 

Emergency Locater Transmitter

by Jim Alexander
 
An Emergency Locator Transmitter (ELT) is used to aide research and rescue to locate an aircraft that has gone down. The conventional ELT has emitted on 121.5 and 243.0 MHZ since its inception. The conventional ELT serves with limitations and is associated with problems such as frequency drifting that causes a high rate of false alarms. In addition, the 100MW transmitter emits a continuous but, limited signal that only pin-points the downed aircraft target to a 450 square mile area.
 
The newer 406MHZ ELT transmitter is far superior over the conventional ELT. The new 406MHZ ELT transmitter can pin-point an aircraft target within 12.5 square miles. This new ELT capability greatly enhances the survival window for downed aircraft occupants.
 
The new ELT capability is largely available through and served by satellite technology. Instead of the continuous conventional ELT 100MW signal, the 406MHZ ELT transmits just 5 watts for every 50 seconds for ½ second. This increases ELT battery life and allows the satellite to track up to 90 ELTs at one time. The 406MHZ ELT also provides more accurate target location and Global monitoring coverage.
 
Another increased capability of the 406MHZ ELT is that it can transmit digitally encoded information providing aircraft country of origin, tail number, type, and emergency contact. Some may even be interfaced with navigation equipment giving continuous aircraft track location. This capability allows the latitude and longitudinal coordinates to help search and rescue track aircraft position to 100 meters without Doppler input.
 
The challenges today are upgrade costs, the decrease or elimination of the 121.5 ELT monitoring, and depending what country you operate, whether it is required by law to have the newer 406MHZ ELT. The question of enhanced safety regarding search and rescue capability has been answered.
 
However the country requirements still vary, Canada and Mexico require the 406MHZ, but the USA has not made it law requiring the new ELT.
 
Current FAA regulations require an ELT but do not specify they should operate on 121.5 or 406 MHZ. The FAA may not be the deciding enforcement agency. The FCC is being pressured to impose a ban on 121.5 ELTs. This push if adopted could give new ELT requirements as early as August 2010.
 
The fact is that the newer 406MHZ ELT is coming it is just a matter of when it will be law.
 
Thus, let’s beat the law and go forward to enhance safety.

 

Improving Our Culture

by Brad Searls
 
As an FAA Certified 135 Air Carrier, Special Services undergoes routine audits by the Federal Aviation Administration and other agencies such as Wyvern. This was the case recently as we underwent a two day audit conducted by Wyvern. During the audit, everything was scrutinized, from the safety program, to flight and maintenance operations, dispatch, training, drug program, and security procedures. Even how the telephone is answered was under investigation. These inspectors do not stop at just reading our stack of manuals to ensure compliance. They ask questions, listen to what you have to say, and truly make an attempt at understanding the culture within the department. Everything should have a procedure, a checklist, or some sort of paper trail showing that the task was accomplished within the correct parameters. Is it a lot of busy work? Yes. Is it good for overall safety within a flight department? Yes.
 
Special Services has been operating an accident free flight department since 1958 and has been recognized by the National Business Aviation Association for 50 plus years of accident free flying. We make no claims to having all the answers or being anywhere near perfect, but we do apply a lot of common sense and good judgment to any situation. There has to be a lot of flexibility and openness to change. What worked five years ago, might not work today. Aviation is a rapidly changing environment with new technologies and stringent regulations.
 
Likewise, as prospective clients enter our facilities, one can sense the auditing process taking place. They may not say so, but you can see them studying their surroundings, observing the attitudes and conduct of the employees, judging your presentation, and trying to gain that overall sense of what you’re all about. We have all done this when visiting some place new. It is a natural instinct. So, whether for an auditing agency or future client, the only way to be fully prepared at a moment’s notice is to have an established culture within the organization of doing things the right way – all the time. This does not happen overnight. It takes repetition to create a culture and become better at what you do.
 
 
How would this apply to flying airplanes? For the pilot of a smaller aircraft, try power-off landings from the downwind leg when you are in the pattern. Challenge yourself by pulling the power at different altitudes and distances. This will go a long way in helping to manage the situation should an engine ever fail en route. For the pilot of a turbine aircraft, try managing a power off scenario from 100 miles out all the way to touchdown. The only way to build skill, improve judgment, and fully prepare ourselves for an emergency en route is by these repetitive motions we put ourselves through. By this, we are establishing a culture of safety, professionalism, and efficiency in our day-to-day processes.
 
This culture is expected in a 21st century flight department. The FAA, Wyvern, and clients all expect us to maintain a high level of proficiency and competency in the tasks at hand. Please join me in challenging ourselves, everyday, no matter how small the task, to see how we can collectively improve an already great team.
 
 
 
 
  
The safety culture
 is the same when
the environment is not!

 

 

Purchase Order System

by Doug Goldstrom

Our purchase order system has been in place for the past 2 years. It has evolved and undergone many changes from a simple system to regulate employee purchases into what we now use to track all aircraft maintenance purchases.

The purpose of our purchase order system is to specify the details of every item we order and purchase. Though it may be another piece of dreaded paperwork, a purchase order is instrumental in tracking expenditures. It also contributes to our accounts payable process by letting us know when an item was purchased and how much was purchased for a particular maintenance job.

We tailor our purchase order numbers to each aircraft based on their respective tail numbers. This simplifies the need to sort through hundereds of numbers looking for a purchase and simplifies the verification of parts purchased when invoices are keyed into the accounting system. It also insures that all the parts ordered for a maintenance work order are billed correctly.

As a small business, we need to control costs by using the purchase order system. Now we have a check and balance system in place for all the parts we order.

 

 

 

 

Image: Michelle Meiklejohn / FreeDigitalPhotos.net

 

HANGAR TALK—“You have a right to remain silent”

For your “trans-ponder-ance”

True or False?
SSC requires initial and annual training on powered & non-powered equipment.
Foreign object damage (FOD) is covered in the SSC Safety Manual.
Emergency Response Plan is not trained or discussed in a manual.
Emergency telephone numbers are published and located near SSC telephones.
When observing smoke or fire the first thing you should do is go to the parking lot.
SSC personnel should report hazards and incidents, including aircraft operated outside its limitations.
Safety hazard and incident report forms are available to SSC personnel.
A “PPE” is a customized ancient Indian TP.
Protective gloves should be worn when performing certain tasks.
An aircraft is considered overdue after the lesser of 45 minutes late or beyond its programmed fuel endurance.
GOM Section F deals with SSC fueling procedures.
GOM Section L deals with SSC landing procedures.
SSC is not issued GOM Section C because we are a non-hazmat carrier.
GOM Section D deals with SSC accident notification requirements.
AFM is required for flight.
MEL category A discrepancy time interval allows 48 hours to repair the discrepancy.
MEL category B discrepancy time interval allows 72 hours to repair the discrepancy.
GOM Section S-4 is an FAA approved flight dispatch information compilation.
8,000 feet cruise altitude is exempt from the sterile cockpit requirements.
Nonessential cockpit conversation includes aircraft performance calculations.
High minimums for a captain are 5’ 6” per General Operating Manual Section R-2.
Passenger weights are only important when in turbulence to help hold them in the seat.
Abbreviated checklists are encouraged to expedite the trip time.
Crew departure and arrival briefings announce when a pilot has arrived or departed.
7 on your side is an authorized weather source per GOM Section R-13.
To comply with GOM Section R-14, “Clean Aircraft” concept, SSC washes each aircraft monthly.
The definition of a pre-takeoff contamination check per GOM Section R-14 & FAR 135.227 requires the crew to ensure that the runway does not have debris before takeoff.
RVSM manual requires a FAA letter of authorization (LOA) to operate in RVSM airspace.
N4TL’s RVSM manual was last revised November 8, 2007.
The AAIP manual is only applicable to maintenance personnel.