What`s It Worth?

Is your paycheck worth following the book? By AECS (AW/SW) MICHAEL PEREZ

During our safety assessments, one theme we typically witness is Technicians not having the publications on the job. Though it may seem like a pain for someone to have to verify procedures are being followed, there is a steep cost in choosing the former and it is paid for time and time again. This goes along with time wasted by having to complete the job correctly the second time around. This practice of not following the written procedure plagues every platform flown by the Navy and Marine Corps. Below are some mishaps avionic shops have caused by not following written procedures. In an F/A-18F squadron, technicians routed a wire bundle incorrectly, causing an arc to gouge a RADAR waveguide switch filter. Cost? $32,554. In an E-6B Mercury squadron, a contractor upgrading the IFF Mode 5 burns out multiple components. Procedures require the installation of a jumper wire across the AC/DC circuit busses. The procedure also requires that this jumper be removed after the installation of Mode 5. The contractor failed to follow this portion of the process, causing a self-induced short in multiple electrical and avionics systems. Cost? $226,131. In an MH-60R squadron, a technician (not wearing eye protection) cutting some safety wire on an (Electronic Support Measures) ESM antenna had a piece of safety-wire hit his eye. Cost? Near loss of an eye. In an MH-60S squadron: Maintainers did not follow procedures when folding a tail rotor pylon. Battery power was not applied when the tail rotor pylon was folded and no tail rotor boot was installed. After folding the pylon,

gusting winds caused the tail rotor to freely windmill at dangerous speeds. More procedures were not followed and maintenance personnel applied power to the aircraft with the tail rotor already windmilling, extending the indexer and resulting in it shearing off. Cost? $45,923. These costs don`t account for all of the unplanned maintenance SECURED manhours when squadrons are already

DOG short on manpower and experience. This also does not account for the

HOUSE added strain placed on a stretched supply system, the number of days the aircraft was unavailable for missions and the list goes on. The good news is that not all squadrons operate this way. On our last assessment in Guam and Okinawa, most technicians had their procedures with them during their assigned tasks. Taking it a step further, some of the best squadrons assessed have the leadership in place that get out from behind their desk and to the flight line, in the hangar bays or on the aircraft. With technicians taking pride in their work and supervisors instilling a culture of excellence, will a squadron’s maintenance department ensure our aircrafts fly and return safely, while growing inexperienced Sailors and Marines into our future fighting force? The photo featured demonstrates how this squadron is doing procedures correctly. An unsecured hydraulics bay cover, aka “Dog house,” can do some intense damage if caught by gusting wind, rotor wash from an adjacent turning helicopter or the immense blast of jet exhaust from a Super Hornet as it turns on the flight deck. The damage done can range from smashing its windscreens, impacting rotor blades, or impacting the leading-edge flap of a nearby jet. So, kudos to the squadron for doing it right, following procedures, having the right people on the job, supervisors and Quality Assurance getting out from behind their desks.