Hermes Badgers certainly used live 12-bore ammo to disperse the local sheathbills on the ramp during Corporate. The Old Man nearly had epilepsy when he found out; quotes of Ancient Marriner, albatross and associated dread outcomes. Not that he was superstitious!
Mog |
Originally Posted by Diff Tail Shim
(Post 11528224)
When? Never so on Jags or Tornados? 50 years ago.
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Originally Posted by stevef
(Post 11528589)
Even 30 + years ago I had to certify in the (civilian HS748) Tech Log that all pitot/static covers, gear pins and engine blanks had been removed before flight. What's the RAF/RN/AAC paperwork process to prevent oversights these days?
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I have worked for two Air Forces and in both it was standard practice when preparing a fighter for flight to lay out the aircraft blanks/locks for the pilot to see when he arrived at the dispersal.
After he had checked that all were accounted for they would then be stowed as appropriate while the pilot did his external pre-flight checks. It was the responsibility of the pilot and airman in charge of the see-off crew to ensure all were accounted for. I have never heard of an intake blank being left in during an engine start. In a twin intake aircraft the blanks should be joined by a length of tape/cord. That way you cannot forget one. It would seem that standards have dropped very badly and somebody in authority needs his a**e severly kicking. CC |
There are many variables on this subject, perhaps the least of which is aircraft type or civil/military. Consider conspicuity of the blank/flag combo, consequence of premature removal, remoteness of the aircraft from its tech-log/Form700, and authorisation of personnel to certify removal. Every cover, blank and lock is there for a reason, and its removal introduces a potential risk. For instance, the tech log requires certification for removal of all devices before acceptance by flight-crew; a particular concept of operation now requires the aircraft to be parked on a dispersal or flight-line several hundred metres from the flight office, and the aircraft is therefore parked for at least several minutes without prop-strops or gust-locks. There isn't a one-size-fits-all regime.
What is important is that for each organisation, fleet and type of operation, the responsibilites of every member of the ground/flight team are well thought out (day/night, fair-weather and foul), promulgated in procedures, and adhered to by everyone, every time. |
Originally Posted by MightyGem
(Post 11528755)
I doubt that it's changed, but in my time in the AAC it was the crew's responsibility to remove the blanks when they walked out to the aircraft.
Perhaps it starts at the design stage? The F35 intake blanks look like they are pushed into the intake. If one is removed without the other, could certain wind conditions suck the other to the back where it cannot be seen. Would it be better to have a cover that sat over the intake lip so nothing of the cover ever actually penetrated the intake. They could then easily be connected. Just a thought. |
C130 Intake blanks
During my time on Albert, from 1967 to 1994 with some gaps, pitot head covers were removed and draped over the external power cable or if no cable, draped over the crewdoor between the support arm and the door so the door could not be closed. Both locations were obvious and needed a further action before departure, removal of grpund power or trying to close the crew door.
Where, as in geographically, they placed the pitot blanks on the nose lock happened I don't know as I have never heard of such a stupid procedure almost designed to cause problems! Attempted takeoffs with the nose lock in did take place but not in any great number, normally followed by a quick circuit, appearance of growbag from Albert, grovel in the nose wheel bay, swift take off and disappear followed ultimately by a few slabs for the boys from the eng. |
Attempted takeoffs with the nose lock in did take place but not in any great number, normally followed by a quick circuit, appearance of growbag from Albert, grovel in the nose wheel bay, swift take off and disappear followed ultimately by a few slabs for the boys from the eng. Most intakes in my experience had blanks that were oversized and could not be pushed inside beyond the opening, what is it about the F35 one that requires placement so far down the intake as to render it not visible? |
The MOD report concludes the sole cause of the incident was a LH (port) intake blank located inside the aircraft intake becoming pinned against the engine inlet guide vanes thus restricting airflow during the critical take off phase.
The F35 intake blanks in use at the time of this incident were the latest version, a plug type fitting whereby they were physically manipulated into position and held in place by friction; the only security was by the use of a single quick release pip pin secured to a lanyard which could be physically attached into the aircraft skin. The LH (port) intake blank recovered from the sea immediately after the ditching of BK18 was recovered intact with the pip pin/lanyard inside the stowage pocket This occurrence was not the first time of happening (for F35 Operators) and had been formally recorded on many previous occurrences; the report stated that other similar incidents had also taken place but had not been officially reported. The F35 community had been advised of previous (intake blank) incidents and thus were aware of the potential for ongoing incidents to become an accident Such was the level of concern about other potential shortcomings that the report makes no fewer than 46 recommendations for things that should be changed going forward. The panel further concluded;-
This has turned out to be an expensive and very embarrassing incident for all concerned including the US Military, the only good thing is that everyone walked away with a story to tell. |
I think, reading the report, there were a lot of other issues involved - lack of routine, lack of records, crew kept off the deck for "security" reasons etc etc.
yes the blank should have been noticed but the overall report suggested all was not well with the operation overall. :( |
Lefty loose,a `pusser`s chord ` is played on a Bosun`s whistle.....Pusser`s `cord` is a long piece of `string`......
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entitled The Hanrahan method. |
Originally Posted by sycamore
(Post 11529177)
Lefty loose,a `pusser`s chord ` is played on a Bosun`s whistle.....Pusser`s `cord` is a long piece of `string`......
"Ogging is term for a tactic developed for the online multiplayer game Netrek...." https://www.encyclo.co.uk/meaning-of-Ogging & "OGGIN: nautical slang a word used by sailors for the sea" https://www.thefreedictionary.com/oggin |
Originally Posted by just another jocky
(Post 11529018)
Surely aircraft dependant? I wouldn't expect the crew of, say, an E3D to be responsible for removing all blanks, covers pins etc, they'd be there all day. And the pies would go cold! :E
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lefty loose
I have a better idea to prevent re-occurrence of this incident:- That the crew preparing the aircraft for flight do the job that they are trained to do!! CC |
Originally Posted by Compass Call
(Post 11529309)
That the crew preparing the aircraft for flight do the job that they are trained to do!!
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This is the episode, for those outside the UK. BBC has a country block.
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[QUOTE=golder;11529581]This is the episode, for those outside the UK. BBC has a country block./QUOTE] Thanks for the link. Crash story starts at 40min 14 seconds to go for 9 minutes.
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Originally Posted by Compass Call
(Post 11529309)
I have a better idea to prevent re-occurrence of this incident:-
That the crew preparing the aircraft for flight do the job that they are trained to do!! It's not like we did this 'just give-it-a-go, what-could-go-wrong cruise' in front of a 'skeleton' detachment of US Marines that still outnumbered the UK by over a 100, or deployed NMC capable jets in the hope they could be fixed at sea. That could have been really embarrassing... |
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