By the BookAt All Times

#9

“MARCH 11, 2020 - AN AVIATION STRUCTURAL MECHANIC COLLATERAL DUTY INSPECTOR WAS TASKED WITH LOWERING AN AIRCRAFT OFF JACKS. “

By the Book-At All Times

AIRCRAFT 514 STOOD HIGH IN THE AIR, SUPPORTED BY THREE AIRCRAFT JACKS. EVERYTHING BEGAN NORMALLY. TOOLS WERE CHECKED OUT. THE MAINTAINERS WERE OPERATING THE JACKS. QUALITY ASSURANCE WAS NOTIFIED AND PRESENT. THE TEAM HUDDLED OUTSIDE THE SAFETY AREA TO BRIEF ON LOWERING THE AIRCRAFT. “

By AM2 Connor Fice and AM2 Damian Shands

“Attention to the brief,” the collateral duty inspector (CDI) instructed. “We are lowering aircraft 514 off jacks and we will have two operators per jack. We will begin by jacking the aircraft slightly to break the jack lock collars free.

When all lock collars are loose, we will begin to slowly lower the aircraft to the ground at a slow and steady pace. If you notice anything unsafe at any point, yell ‘stop,’ and we will assess the issue, correct it and continue. Wear your cranial at all times under the aircraft and listen to all directions.”

The brief had been conducted and now it was time to bring the aircraft down. Everyone began to assume their designated positions. The jacking supervisor was a newly-qualified CDI and his last duty station was a different platform. He remembered back to a situation where they had to lower an aircraft off jacks at Andersen Air Force Base, Guam. The flight line was uneven and when the jet lowered, the jacks became unseated, causing the aircraft to roll backward.

Thankfully, the quick-reacting airframers placed chocks behind the tire and safely entered the cockpit to apply brakes. The junior CDI began to second-guess whether he should have brakes applied to prevent the aircraft from rolling backward. The jet was jacked up inside a hangar and the CDI wanted to avoid the damage to the aircraft. Now, second-guessing, he asked another CDI for an opinion and was informed that applying brakes could be done. Feeling a little more confident after asking a fellow inspector, he told them to climb into the cockpit and apply brakes.

Everyone was in place. The jacking supervisor stood in front of the jet and instructed the jack operators to raise the aircraft slightly and release lock collars. Lock collars now free, the CDI then told everyone to open the relief valves slowly. The aircraft began to lower. The jack supervisor began to check both sides of the aircraft to make sure it was lowering evenly.

As the jet got lower, the aircraft suddenly lunged. The jack supervisor immediately yelled for relief valves to be closed and lock collars locked. He began to walk around the jet and inspect the jacks. Nothing was irregular, and he decided to continue lowering but more slowly and cautiously. The main landing gear tires were now on the deck. Unbeknownst to the supervisor, the jacks were slowly becoming unseated and pitching at a forward angle.

“STOP!” yelled the nose jack operator. Everyone locked their collars as the CDI approached the nose jack and immediately noticed the danger. He then inspected the wing jacks and those too were pitched forward. The aircraft was now teetering on unseated jacks and at risk of falling. As the risk began to get more significant, the junior supervisor utilized risk management. The jet could collapse at any moment and it was too risky to jack it back up. He wanted to quickly determine what had gone wrong and how to fix it without injuring anyone or damaging a jet.

More senior enlisted personnel noticed what was going wrong and stepped in. The conclusion was that the brakes should have been released while lowering the aircraft. The CDI now had to send someone into the cockpit to release brakes slowly so that the pressure stored on the main landing gear wheels could be released and the gear could properly move as the jet is lowered. A Sailor released the parking brake while holding the foot pedals and safely relieved the pressure on the landing gear. The aircraft rolled back and the jacks planted safely on the ground. The team seated the jacks and, with brakes released, continued to bring the aircraft down.

Being a CDI can be very stressful and intimidating. Second-guessing yourself will happen, but it’s imperative to have your safety publications with you at all times and to refer to those first and foremost.

Secondly, a good source of expert advice would be airframe Quality Assurance Representative (QARS).