306_FTG_OI_21-101.pdf

BY ORDER OF THE COMMANDER 306TH FLYING TRAINING GROUP

306TH FLYING TRAINING GROUP OPERATING INSTRUCTION 21-101

1 Apr 06

Certified Current 7 Jul 10

CONTRACT AIRCRAFT MAINTENANCE PROGRAMS

COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

OPR: 306 FTG/FTGQ (Robert Rummel) Certified by: 306 FTG/CC

(Col Paul C. Ackerman)

Pages: 20

Distribution: X

Aircraft Maintenance at the United States Air Force Academy (USAFA) is performed by contractors on commercial derivative aircraft and is therefore regulated by AFI 63-124

Performance-Based Service Contracts, AFI 21-107 Maintaining Commercial Derivative

Aircraft and AETCI 21-107 Maintenance Management, Maintenance Contract Surveillance.

Requirements for USAFA Aircraft maintenance is defined in the Performance Work Statement

(PWS). This Operating Instruction prescribes additional policies and requirements based on guidance contained in AFI 21-101.

Aerospace Equipment Maintenance Management necessary for 306 Flying Training Group

(FTG) soaring, cadet flying team and jump aircraft activities is not included in current AFI guidance. This instruction includes guidance or direction for a Contractor Tool Management

Program, Aircraft Impoundment Procedures, Mishap Reporting, Oil Analysis Program, Engine

Run and Taxi Procedures, One Time Inspections, Functional Check Flights, Weight and

Balance Procedures, Aircraft Parts Cannibalization Procedures, Aircraft Hangar Queen

Program, FOD and Dropped Object Program. This instruction applies to all aircraft maintenance activities for the 94

FTS, 98 FTS and 557 FTS (T-41 and T-51 only) accom-plished in accordance with contract F05611-00-DM-003.

SUMMARY OF REVISIONS

This OI has been revised to incorporate the Bridge Contract, effective 1 Apr 06, and has been redesignated from 306 FTG OI 21-1 to 306 FTG OI 21-101.

CHAPTER 1---CONTRACTOR TOOL MANAGEMENT PROGRAM

1.1 General. ……………………………………………………………… 4

1.2 Guidelines for Program Management. ………………………………. 4

1.3 Locally Manufactured or Modified Tools and Equipment. …………. 4

CHAPTER 2---AIRCRAFT IMPOUNDMENT AND MISHAP REPORTING

2.1 General. ……………………………………………………………

2.2 Impoundment Terms. ………………………………………………... 6

2.3 Impoundment Authority Responsibilities. …………………………... 6

2.4 Reasons for Impoundment of Aircraft or Equipment. ………………. 7

2.5 Impoundment Process and Procedures. ……………………………... 7

2.6 Mishap Reporting. …………………………………………………... 9

Figure 2.1 Aircraft Impound Checklist. ………………………………………... 10

CHAPTER 3---OIL ANALYSIS PROGRAM

3.1 General. ………………………………………………………….…... 11

3.2 JOAP Management. ………………………………………….……

CHAPTER 4---ENGINE RUN AND TAXI PROCEDURES

4.1 General. …………………………………………………………..…. 12

4.2 Management. ……………………………………………………….. 12

CHAPTER 5---ONE TIME INSPECTIONS (OTI) & FAA OR MANUFACTURERS

MANDATED DIRECTIVES

5.1 General. ………………………………………………………..……. 13

5.2 Compliance. ……………………………………………….………… 13

5.3 Reporting ……………………………………………………………. 13

CHAPTER 6---FUNCTIONAL CHECK FLIGHT (FCF)

6.1 General. ……………………………………………………………

CHAPTER 7---WEIGHT AND BALANCE PROGRAM (W&B)

7.1 General. …………….………………………………………………... 15

7.2 Responsibilities. …………

CHAPTER 8---AIRCRAFT PARTS CANNIBILIZATION PROCEDURES

8.1 General. ……………………………………………………………… 16

8.2 Definition. …………………………………………………………… 16

8.3 Authorization and Control. ………………………………………….. 16

8.4 Documentation and Reporting. ……………………………………… 16

CHAPTER 9---AIRCRAFT HANGAR QUEEN PROGRAM

9.1 General. ……………………………………………………………… 17

9.2 Definitions. ………………………………………………………….. 17

9.3 Responsibilities. ……………………………………………………… 17

CHAPTER 10---FOD & DROPPED OBJECT PROGRAM

10.1 General. ……………………………………………………………… 18

10.2 Definition. ………………….………………………………………... 18

10.3 FOD Prevention. ……………………...……………………………... 18

10.4 Responsibilities. …………………………….……………………… 19

10.5 FOD Investigation and Reporting. ………………………………… 20

10.6 FOD Prevention Committee Meetings. …………………………… 20

10.7 Dropped Object prevention Program. …………………………….. 20

Chapter 1

CONTRACTOR TOOL MANAGEMENT PROGRAM

1.1. General. The objectives of the tool and equipment management program are to prevent and eliminate foreign object damage (FOD) to aircraft, engines, training and support equipment, and to reduce costs through strict/effective control and accountability of assets. To ensure standardization among contractor maintenance locations (i.e., USAFA and Peterson

AFB), the contract manager has the responsibility for a comprehensive tool management program that is acceptable to the government. The contractor’s chief of Quality Control (QC) or lead persons may be delegated responsibilities for the execution of the program. The tool management program outlines 306 FTG minimum program requirements.

1.2. Guidelines for Program Management.

1.2.1. The contract manager or equivalent functional authority for the contractor will develop written guidance/instructions to implement the program. As a minimum, contractor guidance/instructions will address the following:

1.2.1.1. Standardized procedures for security, control and accountability (e.g., chits, manual and bar code) of all contractor owned and government provided tools and equipment. Tools that have the potential to be disassembled during use at the worksite, i.e., Maglites with spare bulb and holder, pin vices or auto punches shall have the pieces accounted for on the master inventory list.

1.2.1.2. Standardized method to mark/identify all contractor owned and government provided tools and equipment.

1.2.1.3. Procedures for inventory. As a minimum, conduct and document a daily inventory of all tools and equipment used during the day.

1.2.1.4. Procedures for strict control and management of replacement, expendable and consumable hand tools, HAZMAT tools and other items contained in hangars and work environment.

1.2.1.5. Procedures for issue and control of personal equipment (e.g., ear protectors, reflective belts, headsets).

1.2.1.6. Procedures to ensure positive control of rags.

1.2.1.7. Procedures to account for and report lost or missing tools.

1.2.1.8. Procedures to ensure tools are calibrated as required.

1.3. Locally Manufactured Tools (LMT), Locally Modified Equipment (LME) or

Modified Tools and Equipment

1.3.1. Locally Manufactured Tools and Equipment Definition: Locally designed tools and equipment that require introductory design or extensive design changes that carry loads, change torque or present a potential to damage government resources. Example: Equipment or tools manufactured from a basic idea or plan to support a specific maintenance function when the tools or equipment are not already included in any applicable technical guidance.

1.3.2. Request for approval: Any request for approval of LME or LMT will initiated by the contractor, in accordance with the appropriate portions of AFI 21-101 and AETC Sup 1 to

AFI 21-101, and be routed through QAE to the Functional Commander. NOTE: This procedure does not apply to local manufacture, modification or design of tools authorized in specific technical data. QC will coordinate on all requests for approval and use of locally designed tools or equipment that carry loads, change torque or present a potential to damage government resources. Aspects to be considered are design, material(s), applicability, safety, use and local Operating Instructions (OI). The government may request the contractor to provide specified drawings or pictures with measurements, materials, scale sketching, and a draft of the inspection requirements for the tool or piece of equipment. Users will review all aspects and requirements and maintain an AFTO Form

244 (if required) on all approved locally manufactured tools and equipment.

Chapter 2

AIRCRAFT IMPOUNDMENT AND MISHAP PROCEDURES

2.1. General. Aircraft/equipment are impounded when intensified management is warranted due to system/component malfunction of a serious or chronic nature, lost tool or situations determined to warrant intensified management oversight. The 306 FTG/CC appoints impoundment authorities and impoundment officials by memorandum. Impounding aircraft and equipment allows investigative efforts to systematically proceed with minimal risk relative to intentional/unintentional actions and subsequent loss of evidence.

2.2. Impoundment Terms:

2.2.1. Authorized Personnel. Individuals directly involved in the management, troubleshooting or repair of an impounded aircraft or equivalent.

2.2.2. Impoundment. Immediate aircraft or equipment isolation and controlled personnel access is required when impoundment becomes necessary. Impoundment is the isolation or control of access to an aircraft or equipment item and applicable historical records after a serious incident so that an intensified investigation can be completed. Impoundment may be required when investigative efforts and repair actions are hindered by allowing unrestricted access to the aircraft or equipment involved which might destroy pertinent evidence.

2.2.3. Impoundment Authority. The 306 FTG/CC will designate in writing those personnel that have the authority to impound aircraft/equipment. The Impoundment Authority will appoint the impoundment official.

2.2.4. Impoundment Official. The impoundment official shall be the Contractor Lead

Mechanic or higher and will be appointed by the Impoundment Authority. Impoundment officials are designated as the single point of contact for the affected aircraft or equipment item and are responsible for controlling, monitoring and investigating the impounded aircraft/equipment.

2.2.5. Impoundment Release Authority. Individual authorized to release aircraft or equipment from impoundment. The Functional Commander (306 FTG/CC) has the authority to release aircraft. Delegation of this authority will be limited (level will be no lower than the 306 FTG/CD).

2.2.6. Isolation Area. An area designated by the Impoundment Authority to locate impoundment aircraft/equipment. Aircraft may be isolated on the ramp or in hangars.

When required to control events such as accidents or incidents which may require investigation/inspections from other agencies, the isolation area will be marked off using cones, ropes or placards indicating impoundment conditions.

2.3. Impoundment Authority Responsibilities.

2.3.1. The Impoundment Authority appoints Impoundment Officials.

2.3.1.1. The Impoundment Official is designated as the single point of contact for impounded aircraft/equipment. He or she is responsible for controlling and monitoring the investigation of impounded aircraft/equipment. The Impoundment Official ensures only authorized personnel have access to the impounded aircraft/equipment. The

Impoundment Official also ensures that parts removed from impounded aircraft/ equipment are carefully controlled to ensure that parts, once confirmed as the cause for impoundment, are available to be processed as deficiency report exhibits or equivalent.

2.3.1.2. 306 FTG QAE Section is the OPR for the group impoundment procedures.

2.3.1.2.1. If the cause of the discrepancy could potentially affect other aircraft/equipment in the fleet, Chief QAE will consider cross-tell value of the information and the need for directing a one-time inspection (OTI).

2.4. Reasons for Impoundment of Aircraft or Equipment. Aircraft and equipment may be impounded for many reasons. The contractor and Chief QAE should evaluate the problem and recommend impounding the aircraft or equipment to the Impoundment Authority. The following is a list of mandatory impoundments for aircraft or equipment:

2.4.1. Following an aircraft ground or flight related mishap as defined in AFI 91-204, Safety

Investigations and Reports.

2.4.2. Following an uncommanded flight control malfunction IAW AFI 91-204. When special attention is required to completely diagnose and correct flight control malfunctions.

2.4.3. When an in-flight fire occurs.

2.4.4. During/after maintenance has been performed on an aircraft and a tool or other item has not been found after an extensive search has been conducted.

2.4.5. When there are physiological incidents involving aircraft systems, e.g., crew members become ill during flight as a result of reported system malfunction. This does not include airsickness if no related system problem is detected or reported.

2.4.6. Any engine abnormality (i.e., flameout, engine stall, uncommanded engine shutdown).

2.4.7. When the impoundment authority determines extraordinary measures are required to ensure the safe operating condition of a specific aircraft/equipment item or address any degradation of aircraft airworthiness or serious anomaly.

2.5. Impoundment Process and Procedures.

2.5.1. When the Impoundment Authority directs impoundment, the Impoundment Official shall annotate AFTO Form 781A of the applicable aircraft forms in the next available block

(preprinted stickers may be used). A red X symbol will be placed in the block of the AFTO

Form 781A with the word “Impoundment” written in red, a statement indicating the reason for impoundment and the name of the assigned Impoundment Official. The Impoundment

Official shall refer to Figure 2.1, Impoundment official Checklist for impoundment procedures.

2.5.2. The maintenance contractor shall ensure QAE is notified when an impoundment decision has been made.

2.5.3. Access to impoundment aircraft/equipment must be controlled. Establish an Entry

Control Point (ECP) if required.

2.5.3.1. When the ECP is established, the Impoundment Official will ensure an access control log is maintained at the ECP of the impounded aircraft/equipment or storage facility to track personnel entering and leaving the area for the duration of the impoundment.

2.5.3.1.1. The log will contain the following information as a minimum:

individual’s name, rank, employee number (if applicable), date and time arrived/departed and reason for entry.

2.5.3.1.2. The log will be initiated by the Impoundment Official and reviewed daily.

2.5.3.1.3. The log will be maintained on a daily basis until the Impoundment/Release

Authority releases the aircraft and will then be kept available a minimum of 90 days after the aircraft is successfully returned to service.

2.5.3.2. Aircraft/equipment records will be controlled by the Impoundment Official.

When required, the Impoundment Official will:

2.5.3.2.1. Obtain and secure the current aircraft forms and the aircraft jacket file for the aircraft or the AFTO Form 244, Industrial/Support Equipment Record (or equivalent), for equipment.

2.5.3.2.2. Request, if necessary, any training records or other personnel records pertinent to the investigation.

2.5.3.3. The Impoundment Official will determine what maintenance can be performed in conjunction with the maintenance required to release the aircraft/equipment from impoundment. Limit maintenance actions to those required to make the aircraft safe.

2.5.3.3.1. Parts removed from impounded aircraft/equipment will be carefully controlled. This action is to ensure that parts, once confirmed as the cause for impoundment, are available to be processed as deficiency report exhibits or equivalent.

2.5.3.3.2. When an aircraft is away from home station and encounters a problem warranting impoundment, established impoundment procedures will be followed as closely as practical. The 306 FTG/CC may temporarily delegate impoundment and release authority.

2.5.3.3.3. Once the cause of the malfunction or failure has been positively determined, the Impoundment Official will brief the Release Authority on findings, corrective actions and request release of the aircraft or equipment from impoundment. If release is approved, the Impoundment Official will sign the

“corrected by” block and in the aircraft forms.

2.5.3.3.4. When approved, the Release Authority will clear, or direct the impoundment be cleared, in the forms by (a) entering “Investigation Complete, all corrective actions have been reviewed, aircraft released”, (b) referring to the original discrepancy in the “corrective action” block, (c) sign the “inspected by” block and initial over the Red X symbol.

2.5.3.3.5. If the cause of a reported malfunction cannot be determined, or a positive corrective action cannot be confirmed, the Release Authority will determine if further actions are required.

2.6. Mishap Reporting

2.6.1. All accidents and incidents caused by the contractor, in which Government property is damaged in any manner (to include minor damage), must be reported. When an accident or incident occurs that involves damage to Government property or injury/death to personnel, the Contract Manager will immediately report all available facts relating to the accident or incident to a QAE. A written report identifying and reporting safety hazards and mishaps will be sent to the 306 FTG/CC, 306 FTG/SE, applicable SQ/CC, 306 FTG/FTGQ, OC-

ALC/GFLM, 327 CLSG/PKB and AETC/A4MTS. Accidents, incidents, or mishaps affecting contractor owned aircraft or equipment that may contribute to government delays, lack of mission accomplishment or personnel injury, shall be reported to the government.

This includes but is not limited to unusual occurrences such as prop strikes, fumes in the cockpit, brake problems, etc.

2.6.2. The accident/incident scene will be secured until released by the Government through the Contract Manager. If the Government elects to conduct an investigation of the accident, the Contract Manager will cooperate fully until the investigation is completed.

2.6.3. Since any mishap may require immediate action to preclude any further injury to personnel or damage to Government-owned equipment, all personnel involved in mishap reporting will adhere to the following:

2.6.3.1. Assist to prevent loss of life, further injury, or damage.

2.6.3.2. Preserve evidence at the accident scene.

2.6.3.3. Obtain names and addresses of witnesses and statements from personnel involved.

2.6.4. Accident/incident report will contain pertinent facts, investigation findings, probable cause, preventive measures and personnel statements.

2.6.5. The Contract Site Manager will immediately conduct an investigation of any aircraft and ground mishaps and/or the control of aircraft involved IAW AFI 91-204, Safety

Investigations and Reports. A written report containing the pertinent facts of all flight and ground incidents involving government equipment that results in damage to equipment and/or injury or illness to Government personnel will be provided to a QAE, with an information copy sent to AETC/A4MTS and OC-ALC/GFLM. A report will also be submitted on all precautionary landings and emergencies as well as other hazardous incidents or accidents. When Operations is the primary reason for an investigation, such as an IFE or Ground Abort, they will also complete an AF Form 645.

2.6.6. The Contract Site Manager or Contractor Safety Representative will submit a preliminary report pertaining to the cause and overall result of the mishap to the

Government Contract office within 24 hours. QAE will be briefed immediately on all activities to include a review of the events leading up to cause of the accident to determine if immediate actions are necessary to preclude similar incidents. The Contract Site Manager, Contractor Safety Representative and Chief of Quality Control will immediately respond to requests for mishap investigative assistance. Experts from Quality Control and/or applicable maintenance areas will be provided as needed during the course of all mishap investigations. Any additional mandatory reporting requirements (i.e., FAA, National

Transportation Safety Board) will be completed as required.

FIGURE 2.1 AIRCRAFT IMPOUNDMENT CHECKLIST

IMPOUNDMENT OFFICIAL CHECKLIST

Yes No N/A

1 Review all applicable published instructions.

2 If controlled access is required, has aircraft been isolated using cones, ropes, placards?

3 Has access been limited to authorized personnel?

4 Has the QAE been notified of the aircraft impoundment?

5 If applicable, have historical records, forms and personnel training records been obtained?

6 Has safety been notified for mishaps which meet reporting criteria?

7 Have the AFTO Form 781A Impound preprints been inserted in the aircraft active forms?

8 Have aircrew or maintenance personnel been debriefed?

9 Are oxygen, fuel, oil, or hydraulic samples required?

10 Have appropriate maintainers and supervisors been selected to develop a troubleshooting plan?

11 Has the "released for maintenance" block on the AFTO Form 781A been signed for impound related maintenance?

12 Once the cause of the impoundment has been corrected, has the “impoundment official review” block been signed off?

13 Once the cause of the impoundment has been corrected, has the “contract manager” block been signed off?

14 Have the forms been reviewed and signed off by QAE?

15 Has the FTG/CC been briefed on all actions and findings?

16 Has the Impoundment Official signed the “Corrected By” block and the FTG/CC signed the “Inspected By” block/initialed over the Red X to clear the impoundment in the 781As?

17 Have the contractor and QAE been notified of the impoundment release?

Chapter 3

OIL ANALYSIS PROGRAM

3.1. General. An Oil Analysis Program (OAP) ensures timely and accurate oil analysis support through the strategic location of oil analysis laboratories and the standardization of procedures, data elements, analytical instrumentation and diagnostic techniques. The Joint Oil Analysis

Program (JOAP) is “a combined effort of the Army, Navy and Air Force to set-up and maintain a standard program.” Oil analysis requires a centrally-managed program and the integration of

AF OAP and JOAP plans.

3.2. JOAP Management. The contractor shall be required to set up and administer a JOAP using government provided JOAP facilities at Ft. Carson, CO, IAW T.O. 33-1-37-1.

3.2.1 When other than a CAT A report is generated, the contractor shall immediately (within one duty day) notify QAE of the report, and actions taken to correct the problem, i.e., oil changes, additional sampling, etc.

Chapter 4

ENGINE RUN AND TAXI PROCEDURES

4.1 General. A comprehensive engine run certification program will be developed and implemented by the contractor to ensure correct equipment operation and to prevent safety mishaps involving government resources and personnel using applicable sections in AFI 21-

101, AFI 91-100 and AFI 11-218. This program will be approved/monitored/enforced by government oversight. All maintenance personnel authorized to start and operate aircraft engines will be trained and certified to operate engines IAW OEM manual and locally developed checklists. The following additional requirements will be used to certify engine run personnel:

4.2 Management. The service provider’s Quality Control section will serve as the focal point for the management and development of the certification program. Only trained and qualified contractor personnel shall be authorized to start, perform engine run and taxi aircraft.

Chapter 5

ONE TIME INSPECTIONS (OTI) & FAA OR MANUFACTURERS MANDATED

DIRECTIVES

5.1. General. OTI are government/contractor directed and normally visual inspections to verify the existence of suspected equipment conditions or malfunctions. FAA mandated directives are Airworthiness Directives (AD) whereas Service Bulletins (SB) are manufacturer mandated directives.

5.2. Compliance. Compliance with Government OTI or FAA AD is mandatory and shall be performed by the contractor. Upon receipt of an AD, SB or Owner Advisory, the contractor shall provide a written report to QAE indicating whether or not the directive applies to any aircraft, equipment or parts utilized in accordance with the terms of this contract. Additionally, the contractor shall make a recommendation to the government regarding the benefits or disadvantages of complying with the SB or Owner Advisory. The government shall be the final determination authority as to whether or not to comply with the SB or owner advisory.

When ADs, SBs, or OTIs are initiated, the contractor shall notify the QAE to determine if the government desires to perform a follow-up inspection.

5.2.1. The contractor shall establish a subscription for all FAA Airworthiness Directives, manufacturers Service Bulletins, Owner Advisories, and equipment maintenance, repair, upgrade, or modification technical data, for all aircraft, engines and equipment operated under the guidance of the Performance Work Statement (PWS). Upon termination of the contract the government retains ownership of these AD’s, SB’s, etc.

5.3. Reporting. Additionally, the contractor shall be required to provide a monthly report to

QAE indicating the status of all OTI, AD, SB, and Owner Advisories affecting aircraft maintained under the terms of this contract. That report must identify (as a minimum) affected aircraft/equipment or parts by type, series and serial/part number or year group. Data must also include the actual work to be accomplished, required date or time to be accomplished and the status of accomplishment. Individual reports are desired for OTI, AD, SB and Owner

Advisories; however, one report will be acceptable, if accomplished by individual categories and approved by QAE.

Chapter 6

FUNCTIONAL CHECK FLIGHT (FCF) or OPERATIONAL CHECK FLIGHTS (OCF)

6.1. General. FCFs are required on all government owned aircraft after accomplishing certain inspections or maintenance to ensure the aircraft is airworthy and capable of mission accomplishment. FCFs shall be accomplished IAW the 306 FTG OI 21-1, T.O. 1-1-300 and the PWS. OCFs shall not be used to replace FCF requirements, but they may be used to validate maintenance that does not require an FCF.

6.2. The 306 FTG/FCF office is responsible for the FCF and OCF program. The decision to fly a full profile FCF is the FTG/CC’s discretion. The FCF profile may be tailored for the discrepancy causing the FCF, to check only the system disturbed by maintenance, inspection, or modification.

6.3. Contractor Quality Control will perform an AFTO Form 781 series review, inspect the affected aircraft system that generated the FCF or OCF and notify QAE, via voice contact at least one hour prior to FCF/OCF.

Chapter 7

WEIGHT AND BALANCE PROGRAM (W&B)

7.1. General. The contractor manages a Weight and Balance program, ensuring accurate inventories of aircraft weight.

7.2. Responsibilities. The weight and balance program manager ensures compliance with appropriate original equipment manufacturer or technical manual procedures for weighing aircraft. The W&B program manager ensures:

7.2.1. Sufficient contractor personnel are qualified on assigned aircraft IAW manufacturers prescribed procedures.

7.2.2. Complete weight and balance inventories are required on manufacturer installed equipment, alternate mission equipment and life support equipment IAW applicable directives and upon return to home station from any ALC or contractor facility where extensive maintenance was performed. All inventories are required prior to the first flight after arrival/assignment to the home base.

7.2.3. All assigned aircraft are weighed IAW applicable directives. Weight and Balance documents (normally AFTO Form 95) will be maintained for the life of the aircraft. If an automated weight and balance system is used, the contractor shall keep a back-up copy of all weight and balance documents.

7.2.4. The contractor shall ensure the appropriate unit and QAE are notified when modification information causes weight and balance changes, and this information is documented in the AFTO 781 or AFTO Form 95, as appropriate. Affected squadron personnel will ensure this information is then entered into the electronic spreadsheets.

7.2.5. W&B contractor personnel shall re-accomplish the basic weight and balance documents following locally accomplished modifications that affect the basic aircraft weight and moment and review computations for accuracy. Spare batteries, oxygen bottles, etc., shall be documented as an “Info Note” in the aircraft AFTO Form 781A to notify aircrews when those items are added or removed from the aircraft.

7.2.6. W&B equipment shall be maintained and accounted for by the aircraft maintenance contractor.

Chapter 8

AIRCRAFT PARTS CANNIBALIZATION PROCEDURES

8.1. General. Cannibalization (CANN) actions may be necessary when a “not mission capable

(NMC)” condition will prevent the accomplishment of a mission and the required assets are not immediately available from the contractor’s vendor.

8.2. Definition. Cannibalization is the authorized removal of a specific assembly, subassembly or part from one like aircraft, system, support system or equipment for installation on another like item to satisfy an existing vendor requisition and to meet priority mission requirements with an obligation to replace the removed item.

8.3. Authorization and Control. Contractor shall have a government approved cannibalization plan in effect.

8.4. Documentation and Reporting. All CANN actions will be properly recorded in the aircraft AFTO forms with a Job Control Number (JCN), CANN Control Number. All CANN actions shall be tracked in the contractors Maintenance Management Indicators database and reported to the government at the weekly maintenance meeting.

Chapter 9

AIRCRAFT HANGAR QUEEN PROGRAM

9.1. General. The objective of this program is to ensure the entire fleet remains healthy and all possible management actions are carried out to ensure aircraft do not remain inoperative for extended periods. A Hangar Queen Program acceptable to the government shall be established by the Aircraft Maintenance contractor.

9.2. Definitions:

9.2.1. A Hangar Queen is an aircraft that has not flown for extended period of time based on possessed calendar days in their assigned purpose code IAW AFI 21-103. An aircraft is released from hangar queen status after the first flight.

9.2.2. Hangar Queen Aircraft are further defined by three categories:

9.2.2.1. Category 1--Aircraft that have not flown for 30 to 59 consecutive days.

9.2.2.2. Category 2--Aircraft that have not flown for 60 to 89 consecutive days.

9.2.2.3. Category 3--Aircraft that have not flown for 90 or more consecutive days.

9.2.3. When an aircraft becomes identified as a Hangar Queen, the contractor must intensify their efforts to alleviate the condition as soon as possible. Cannibalizations will not be used to return the aircraft to flying status for the sole purpose of preventing hangar queen reporting.

9.2.3.1. When an aircraft becomes a Category 1 Hangar Queen, the contractor shall establish a maintenance recovery plan that minimizes the time needed to get the aircraft airborne and ensure strict management, control and documentation of all cannibalizations, transfer and diversion actions from the Hangar Queen aircraft. The contractor shall notify QAE when an aircraft enters or exits Hangar Queen status and provide updates at the weekly maintenance meeting.

9.2.3.2. When an aircraft becomes a Category 2 Hangar Queen, the contract site manager or designated representative must justify any further cannibalizations, transfer and diversion actions from the Hangar Queen aircraft.

9.2.3.3. All Category 3 aircraft will require an FCF and status shall be briefed by the contractor at maintenance standup daily until the condition is alleviated.

9.3. Contractor Responsibilities:

9.3.1. Applicable inspections, 00-20 series T.O. requirements, One Time Inspections (OTI) and Airworthiness Directives (ADs) are accomplished.

9.3.2. Inform QAE of any change in aircraft status and perform a final review of all AFTO

Form 781s initiated since the last flight, prior to returning the aircraft to service for an FCF.

Chapter 10

FOD & DROPPED OBJECT PROGRAM

10.1. General. The purpose of the FOD Prevention Program is to reduce the FOD hazard to aerospace equipment and aircraft. All personnel working in, on, around or traveling through areas near aircraft, engines or components thereof must comply with FOD guidance provided in this instruction. This section establishes minimum requirements for an effective and meaningful

FOD prevention program. Contractors perform all of the aircraft maintenance activities at the

United States Air Force Academy as well as UV-18 maintenance work at Peterson AFB.

10.2. Definition. FOD: Any damage to an aircraft engine/system or tires caused by an external foreign object, which may or may not degrade the required safety and/or operational characteristic of the aircraft engine/system or tires.

10.3. FOD Prevention.

10.3.1. All personnel are responsible to ensure FOD prevention is practiced during all aspects of maintenance, flight operations and supporting functions.

10.3.2. While maintenance is being performed on aircraft, uninstalled engines and AGE;

aircraft panel openings, ports, lines, hoses, electrical connections and ducts will be properly plugged or capped to prevent FOD from entering those systems.

10.3.3. Use extreme care during engine ground runs. Pilot, aircrew and ground crew awareness during ground operations (i.e., taxiing and turning) is critical. Prop blast areas must be free of debris that could cause FOD.

10.3.4. Wearing hats or any apparel that cannot be secured to the head on the USAFA flight line is prohibited within the prop blast areas and within 25 feet of an operating engine intake. Wigs, hairpieces, metal hair fasteners, earrings or any other jewelry that may fall off without notice, are not authorized on the flightline.

10.3.5. Rag control applies to organizations and personnel performing on-equipment aircraft maintenance or other areas designated by the group commander. Each unit or contractor is responsible for his or her own rag control program.

10.3.6. Contractor identification badges shall not be worn within the prop blast areas or within 25 feet of an operating engine intake unless they are secured to the individual’s uniform.

10.3.7. The contractor shall ensure all tools or equipment used by their personnel are marked in accordance with their government approved tool control program.

10.3.8. All maintenance production areas will have approved foreign object (FO) containers readily accessible to workers. All vehicles normally driven on the flightline will be equipped with lidded FO containers with “FOD” stenciled in contrasting colored letters not smaller than two inches. Exemptions to FOD containers may be requested for aircraft tug/special purpose vehicles. All vehicle containers will be emptied when full or once a day, whichever comes first.

10.3.9. Special emphasis is required for items such as “REMOVE BEFORE FLIGHT” streamer attachments and forms binders. Periodically check these types of items for FO prevention compliance.

10.3.10. Pilots and aircrew members must account for all equipment and personal items prior to and after each flight and ensure that any items that become lost during flight are documented as a Red X in the aircraft AFTO Form 781A, Aerospace Vehicle Flight Data

Document. Maintenance personnel initiate lost tool procedures IAW contractor procedures if a tool is lost. The aircraft will be impounded and remain so until every effort has been made to retrieve the lost item.

10.3.11. When an item is lost or suspected lost within the vicinity, in or around an aircraft, the aircraft will be immediately grounded and lost tool procedures will be initiated IAW contractor maintenance manual.

10.3.12. Vehicles driven on the USAFA airfield are a major source of F.O. that damage aircraft tires, propellers, engines, etc. Flightline vehicle FOD prevention methods are as follows:

10.3.12.1. Stay on the paved surfaces as much as possible.

10.3.12.2. Prior to operating a vehicle on the flightline, inspect your vehicle and ensure all equipment and objects are secure. When transporting equipment, be sure objects do not fall out of the vehicle.

10.3.12.3. Foreign Object (FO) checks are required when entering any portion of the paved surface of the Academy airfield. This includes all ramps, aprons, taxiways, runways, hammerheads and compass rose. FO checks are also required when reentering a paved surface from a grass or dirt area on the airfield.

10.3.12.4. If you detect/notice any object that may be a FOD hazard and cannot pick it up, notify Academy Ground/Skytrain or Airfield Management immediately.

10.3.12.5. Airfield Management (AM) will coordinate the pick up or arrange a sweeper for the removal.

10.3.12.6. All personnel must perform FO checks before entering the airfield.

10.4. FOD Prevention Responsibilities

10.4.1. In accordance with AFI 21-101, the 10 ABW/CV will be assigned as the FOD

Prevention Program Manager.

10.4.2. The aircraft maintenance contractor will assume FOD monitor responsibility for the

USAFA airfield.

10.4.3. The location of the FOD prevention office is within the contractors assigned facilities. The minimum responsibilities of the FOD monitor are to:

10.4.3.1. Inform all unit agencies of FOD hazards.

10.4.3.2. Develop procedures to document and perform spot checks of selected areas each week.

10.4.3.3. Be a member of each FOD investigation and ensure that corrective actions are sound.

10.4.3.4. Manage and recommend changes (as required) to FOD prevention training.

10.4.3.5. Ensure evaluated or repaired FOD is documented.

10.4.3.6. Periodically inspect and report damaged pavement, flight line construction or other hazards in or near aircraft parking ramps or taxiways to the airfield manager and monitor status to ensure timely repairs.

10.4.3.7. Recurring FOD prevention briefings will be given at the discretion of FOD prevention manager.

10.5. FOD Investigation and Reporting.

10.5.1. When suspected or confirmed FOD and/or lost tool incidents are discovered, Flight

Safety, QAE and the applicable squadron will be immediately notified. All aircraft and engines sustaining FOD damage from an unknown cause will be impounded. Additionally, lost tools in/on aircraft will be cause for impoundment, when the tool is not located after a thorough search has been made.

10.5.2. Safety personnel, in coordination with the FOD monitor will submit mishap reports

IAW AFI 91-204.

10.6. FOD Prevention Committee Meetings.

10.6.1. FOD prevention committee minutes shall be recorded and the meetings shall be used to introduce and enforce a sound FOD prevention program including checkpoints to meet unit and operational needs. Meetings will be conducted IAW AFI 21-101. The committee chairperson will be the 10 ABW/CV (or individual described in AFI 21-101). Minimum attendees are: representatives from the Operations Support Squadron, 94 FTS, 98 FTS, 557

FTS (T-41 & T-51) QAE, Contractor, Safety and FTGV. The Chairperson may designate additional attendees (agencies) as required. The FOD Monitor will ensure minutes are taken, and distributed, as necessary.

10.7. DROPPED OBJECT PREVENTION PROGRAM (DOPP)

10.7.1. Definition. A dropped object is any item, which falls from an aircraft during flight when not directed by the aircrew. Furthermore, any object dislodged by a foreign object, e.g., a bird, is not considered a dropped object.

10.7.2. Responsibilities. The 10 ABW/CV or FTG/CC will serve as the DOPP prevention program manager.

10.7.2.1. The DOPP monitor will be the unit safety officer. This individual will ensure all flight crews and maintenance personnel are briefed on the DOPP. The contractor shall obtain all DOPP reporting data for inclusion into the FOD minutes/meeting slides.

10.7.2.2. In-flight dropped object incidents, on contractor maintained aircraft, will be immediately brought to the attention of the appropriate Safety Officer.

10.7.3. Prevention. DOPP prevention program is conducted by Safety personnel and will be

IAW AFI 21-101.

/////// Signed ///////

PAUL C. ACKERMAN, Col, USAF

Commander.