Colonel Joe R Smith, CAP

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TEXAS WING SAFETY DAY18 Oct 2008

• Colonel Joe R Smith, CAP
• Texas Wing Commander
• Lt Col Melanie Capehart, CAP
• Texas Wing Safety Officer

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SAFETY PLEDGE
As a Civil Air Patrol member I pledge to
promote an uncompromising safety environment for
myself and others, and to prevent the loss of, or
damage to Civil Air Patrol assets entrusted to
me. I will perform all my activities in a
professional and safe manner, and will hold
myself accountable for my actions in all of our
Missions for America.
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SAFETY DAY

• Safety Days are designed to assemble our
  personnel to discuss and increase awareness of
  safety related issues. Civil Air Patrol borrows
  this tradition from the USAF.
• STOP - step back
  from the high pace and intensity
  of our day-to-day operations
• Think about exactly how we're doing our business
  -- what are the risks out there and what can we
  do to get rid of them.

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WHY A SAFETY DAY

• Pause for introspection
• Look at unit culture how the unit trains,
  talks, acts and listens
• Look at your self your attitude toward risk
• Focus on problem areas (trends)
• This is a pre-emptive strike on future mishaps
• To help keep us safe on and off-duty

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WHY A SAFETY DAY

• Directed by the CAP National Commander
• Missouri Cadet Fatality
• Buzzing in a Civilian Aircraft
• Texas Wing has Seven New 15-PAX Vans
• Pace and Number of Activities is Increasing
• FALCON VIRGO, Border Patrol, HLS,
• CD, Wide Area SAREX, Steve Fossett,
• Hurricane Ike Mission

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TEXAS TOPICS

• There are a wide variety of topics and events you
  can use in your safety day. An entire safety day
  can be dedicated to a certain theme, depending on
  upcoming operations.
• For today, however, we will cover
• Operational Risk Management (ORM)
• 15 PAX Van Safety
• Mountain Flying
• Safety Culture

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LINKS

• Use these quick and easy summaries to find out
  about something new you're doing or as a
  refresher for something you haven't done in
  a while.
• They're a great training tool to pass around at
  meetings, through e-mail, or post on
  bulletin boards.
• http//www.safetycenter.navy.mil/safetips/default.
  htm
• http//www.nsc.org/library/facts.htm
• http//www.cpsc.gov/tips.html

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Operational Risk Management (ORM) Fundamentals
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ORM

• Have you ever tried explaining ORM to someone
  outside of CAP and gotten that
• deer in the headlights look?
• Have you ever tried to recite from memory the six
  steps to ORM just to find yourself fumbling with
  those two fleeting steps you just cant quite put
  your finger on?
• Then check out this article, which really puts
  ORM into perspective and makes it simple to
  understand
• http//creports.capnhq.gov/ormu/

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ORM

• Operational Risk Management is a
  decision-making process to systematically
  evaluate possible courses of action, identify
  risks and benefits, and determine the best course
  of action for any given situation
• Whether you are evaluating the risks associated
  with using a new piece of equipment in the
  workplace or evaluating the risks of swimming in
  an unmarked area, you can use the same
  decision-making process to determine the best
  course of action.

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KEY PRINCIPLES

• Four Key Principles
• Accept no unnecessary risk.
• Make risk decisions at the appropriate
  level.
• Accept risk when the benefits
• outweigh the costs.
• Integrate ORM into CAP doctrine and planning
  at all levels

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SIX-STEP PROCESS
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LEVELS OF RISK MANAGEMENT

• ORM is designed to help you in your
  decision-making process.
• It's not intended to be a time-consuming effort.
• Therefore, use only the amount of risk management
  necessary for the task.

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Texas Wing ORM Forms
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Texas Wing ORM Forms
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CAPR 62-1

• Safety Education and Accident Prevention Training
• No less than 15 minutes per month
• Face-to-Face Education/Training
• Make up via any system that gets the
  information to the member
• However, each member MUST attend at least one
  face-to-face meeting once per quarter

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CAPR 62-1

• Once Annually ORM
• ALL Members get latest Safety Meeting Info before
  participating in any CAP activity
• Reports of topics and numbers attending MUST be
  forwarded to next higher echelon of command
• Annual Safety Day each October
• Safety Officer MUST complete the online Basic
  Safety Course and test located on the National
  CAP website WITHIN 90 DAYS of appointment.

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CAPR 62-1

• Annual Safety Survey
• Done online at
• Due NLT 10 January each year in Texas

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15-Passenger Van Safety
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15-Passenger VAN SAFETY

• 15-passenger vans have an increased rollover
  risk. It is required that the BACK seat be
  removed from all 15-passenger vans, and cargo in
  the rear no exceed 300 pounds.
• The risk of rollover increases dramatically as
  the number of occupants increases from fewer than
  five occupants to over ten passengers.
• 15-passenger vans (with 10 or more occupants) had
  a rollover rate in single vehicle crashes that is
  nearly 3 x the rate of those that were lightly
  loaded.

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15-Passenger VAN SAFETY

• Loading 15-passenger vans causes the center of
  gravity to shift rearward and upward increasing
  the likelihood of rollover. Shift in the center
  of gravity will also increase the potential for
  loss of control in panic maneuvers.
• It is important that the van be operated by
  experienced drivers, they should understand and
  be familiar with the handling characteristics of
  their vans, especially when fully loaded.

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ACCIDENT FACTS

• 25 of all driving accidents are the result of
  excessive speed.
• 70 of driving accidents occur within 25 miles
  from home.
• 1 out of 4 employees who drive experience an
  accident while at work.
• Most people know someone who has died in a car
  accident.

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VAN FACTS

• A speed that may be acceptable in a passenger car
  could be dangerous in a van.
• You should fill the front seats first. The
  center of gravity shifts to the rear and upward
  increasing the likelihood of rollover as capacity
  increases.
• Soft shoulders and culverts pose a hazard in
  rural areas.
• The shift in the center of gravity will also
  increase the potential for loss of control in
  panic maneuvers.

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TRAILER LOADING AND TOWING GUIDE
One of the most critical aspects of safely
operating a trailer is knowing the weights
involved and where they are placed. The first
thing to determine is how much is being towed and
confirming that it is within the capacities of
the equipment being used. Determining WHERE that
load is placed is critical to the way your rig
will handle on the road. The gross towing
capacity of the towing vehicle is stated in the
vehicle owners manual.
All of the information in this guide was taken
from the following website. http//www.sherline.co
m/lmbook.htm
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YOUR RESPONSIBILITIES AS A DRIVER

1. Towing a trailer has a responsibility similar to
   properly driving your car.
2. If you're towing a trailer for the first time,
   you have to start learning with a full load.
   Drive only when traffic is light and don't drive
   where traffic conditions might force you into
   driving faster than you are comfortable with. Get
   a friend with this type of experience to help you
   learn. Don't be embarrassed to ask questions or
   park when it is windy. Learn what it takes to
   keep from ruining your transmission when pulling
   heavy loads up a hill or burning your brakes up
   going down the other side. It is a skill that you
   can take pride in. The hardest skill to learn is
   to know when not to tow a trailer.
3. Travel trailers, boat trailers, and specialty
   trailers are usually designed to have the proper
   hitch weight, but it would be intelligent to
   check them. Make sure your hitch is capable of
   handling the load. You can still screw up the
   design by putting something heavy where it was
   never intended to go such as a heavy outboard on
   the back of a sailboat.

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SHERLINE TRAILERING SAFETY CHECKLIST Inspect
safety chains Inspect brake wiring and harness,
clean if necessary Inspect and/or clean lighting
plug and receptacle Inspect all hitch components
for cracking or broken welds Test breakaway
switch (lubricate every 3 months) Check tire
pressures. Inspect each for wear Check wheel nut
torque Check exterior lighting, brake lights and
blinkers Lubricate coupler and latch Retract
the Jack Try to do things in the same order each
time and use a checklist. Don't ever hook a
trailer up half way or you may forget to finish
the job. Don't start if you can't
finish. Don't ever leave the receptor pin out
for a minute.
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DRIVING TIPS

• Avoid sharp turns.
• Avoid excessive speed and abrupt maneuvers.
• Dont drive tired.
• Dont drive in bad weather
• Drive conservatively
• Rest stops often (every 2 hrs. recommended)
• Wear seat belts
• Require someone to be awake in the front seat
  with the driver on long trips
• Obey all laws, signs and speed limits.

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BACKING UP TIPS

• USE A SPOTTER
• Back to the left (drivers side) when possible
• DO NOT backing up if you miss a ramp/exit
• Use outside mirrors

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AGGRESSIVE DRIVERS TIPS

• Avoid eye contact with aggressive drivers
• Dont cut in front of other drivers
• Allow fellow drivers to merge
• Dont aggravate fellow drivers with hand gestures
• Dont tailgate
• Use your horn sparingly
• Drive with courtesy
• Be calm when driving
• Concentrate when driving
• Drive cautiously

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ACCIDENT TIPS

• Relax
• Never leave the scene of an accident
• Report the accident to the police and request an
  ambulance if there are injuries
• Never admit fault and keep a disposable camera in
  the vehicle and take pictures of the accident
  site immediately
• Gather all the facts (date, time, witnesses,
  phone numbers, etc.)
• Immediately report all accidents
• Texas Wing Form 62-2-1

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High-Altitude Mountain Flying
Alpine Mountain Training 24-26 October 2008
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HIGH-ALTITUDE MOUNTAIN FLYING
Some of the following DO's and DON'Ts of mountain
flying have been extracted from the Department of
Transportation book AC91-15, "Terrain Flying.
These deserve careful
consideration by any pilot
who plans to conduct flight operations in
mountainous country. An experienced
pilot having many flight hours of flying time
may be inexperienced in mountain flying and
unfamiliar with these age-old rules and
guidelines.
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HIGH-ALTITUDE MOUNTAIN FLYING

• If you are a transient pilot, land at an airport
  away from the mountains and talk to the local
  pilots or the Aviation Safety Counselor in that
  area to find how best to get to your destination.
  
• Arrange the flight to avoid topography which
  would prevent a safe forced landing.
• Maintain sufficient altitude at all times to
  permit gliding to a reasonably safe landing area.
  
• Plan the flight along routes that include
  populated areas and well known mountain passes.

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HIGH-ALTITUDE MOUNTAIN FLYING

• Don't fly near or above abrupt changes of terrain
  such as cliffs or rugged areas. Very dangerous
  turbulence may be expected, especially with high
  winds.
• Don't fly up the middle of a canyon at any time.
  It is better to fly along one side or the other
  so that you will be in a better position to
  execute a 180-degree turn. Also, never fly so far
  up the canyon that a downdraft might trap you.

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HIGH-ALTITUDE MOUNTAIN FLYING

• Density altitude is a crucial criterion that
  determines the performance capabilities of an
  aircraft. Air density decreases with altitude. As
  air density decreases, density altitude
  increases.
• Lean Mixture for Taxi and Takeoff
• Reduce Weight to 30 Below Max Gross
• Climb Best Rate Decreases/Best Angle Increases
• Higher TAS will increase Turn Radius

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HIGH-ALTITUDE MOUNTAIN FLYING
Remember that you, the pilot
have complete responsibility for
the Go/No-Go decision based on the
best information available. Do not
let compulsion take the place of good
judgment-know you can Go, or Stay on
the ground.
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Big Bear City, CA

• 21 Nov 2003, Palm Springs SAREX
• CFII Pilot (68) and Scanner (67) in a
  Member-furnished PA-28
• Reported bad winds and turbulence in the pass
  coming in
• Wind forecast placed next days flying in
  question
• Crew decides to go home that evening in spite of
  several warnings hotel had been arranged.
• Aircraft was found on a mountain side at 6,900msl

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(No Transcript)
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CZAR 52, Fairchild AFB, June 1994
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Czar 52

• The accident investigation concluded
• crash was primarily attributable to pilot's
  personality and behavior, and
• USAF leaders' reactions to it (lack of reaction).
• Today, the crash is used in military and civilian
  aviation environments as a case study in
  teaching
• crew resource management
• the importance of compliance with safety
  regulations
• correcting the behavior of anyone who violates
  safety procedures.

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Effective Safety Culture May Have Prevented This
Accident

• Mountain Flight Clinic
• IP was an ATP, CFII. Mission IP Check Pilot
• 12,500 hours
• 2- year history of undisciplined behavior
• Routinely broke rules meant for less skilled
  pilots
• Multiple aircraft incidents
• Does this sound like a Check Pilot?
• Leadership was aware but, failed to intervene

• AM Ground School covered safety precautions
• IP and 2 students flew into a draw with steep
  terrain 5 times at tree-top level
• During the course reversal, the tail snagged a
  tree
• The crash killed all three
• A key position filled by the wrong person
• Standards were not enforced

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Prop Strike avoidance during taxi

• All crew members should be looking out of
  aircraft at taxiway for obstacles
• Pilot should maneuver in a way to enhance view of
  taxiway
• Sterile cockpit should be in effect during taxi
  and takeoff until cruise altitude is achieved

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SAFETY CULTURE
When you look in the mirror, you see the person
most responsible for your safety
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Lets Make FY 2009 a Banner Year for Safety
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TEXAS WING CULTURE OF SAFETY
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THANK YOU FOR YOUR TIME