INSPECTORATE of MILITARY FLIGHT SAFETY Page 1 Thord Stubbendorff Colonel M. Sc. Head of...

INSPECTORATE of MILITARY FLIGHT SAFETY

S W E D I S H A R M E D F O R C E S

Thord Stubbendorff

Colonel

M. Sc.

Head of Airworthiness Section

Military Flight Safety Inspectorate



The new SwedishFlight safety management system



Agenda• History behind flight safety development within the

military aviation system

• Supreme Commander’s directions and objectives regarding rulemaking and supervision within the system

• How the Inspectorate of Military Flight Safety complies with Supreme Commander’s directions and objectives

• Rules of Military Aviation - overall content

• Basic distribution of responsibilities within the Swedish military aviation system

• Type acceptance

• Acceptance of design- and production organisations

• Aviation regulation as a tool for improvement of the effectiveness in design and production



Background

• Experience gained from accidents involving the Gripen aircraft

• The aim to promote flight safety in military aviation at a reasonable cost, in due consideration of safety for civil aviation



Accidents per 100,000 hrs

YearEarly 1960s Late 1970s

Traditional flightsafety activity

More modern, more reliableequipment, with improved ergonomics

Acceptable??

1990s

Background - Development of flight safety



Supreme commander’s overall objective for rulemaking and supervision within the

Military aviation system

“The overall objective is to establish a united flight safety function (Military Flight Safety Inspectorate - FLYGI) for military flight safety, that is able to secure the need for rulemaking and supervision required by the Armed Forces and other parts of society.”

In this function FLYGI will constitute the Military Aviation Authority.



FLYGI organisation

C FLYGItogether with

Military Flight Safety Inspectorate

Flight Safety Inspector

Flight Safety Section

Air Traffic and Aerodrome

Section

AirworthinessSection



“The border line towards the Civil aviation system shall be clarified such that a common view is established taking the safety of the civil aviation into consideration.”

Supreme Commander’s objectives for development of new Rules of military aviation



How the Inspectorate of Military Flight Safety complies with S C’s directions

and objectives

The Civil Aviation Authority should be confident with and accept Rules of Military Aviation, RML.

RML must be developed in a way which takes account of and is traceable back to ICAO Standards and Recommended Practices.



“The new rules, RML, will be an application of the Swedish Aviation Act, and shall be based upon a clear and credible distribution of responsibility and the role play between the parties within the system. The set of rules will be applicable to all operators and providers within the military aviation system, including those outside the Armed Forces.”




RML must be based on the values of a modern quality system

All operators and providers must be authorised in accordance with the requirements of Rules of Military Aviation RML


and objectives



“RML should promote international co-operation and become a support to the Supervising Authority in connection with exercises under partnership for peace, export, etc.”

“Critical parts of RML shall be available with the Swedish original text together with an English translation.”

“RML shall constitute a formal platform when decisions about co-operation are made.”




One long-term objective is to work for an evaluation of a common set of rules of military aviation.

To make that possible, the Rules of Military Aviation must be based on internationally accepted rules of aviation.


and objectives



Conclusions of FLYGI

• Require an acceptable Quality Management System in place, like SAE AS9001

• Use an internationally accepted set of aviation rules as a baseline.

• Make necessary adjustments for particular military aviation requirements.

oOo

• FLYGI has decided to use the JAA rules as RML baseline when applicable.



Frequency

CatastropheConsiderednormallyacceptednuisances

Marginalconsequences

Limitedconsequences(Occurrence)

Hazardoussituation(Incident)

Day-to-dayService Difficulties

(Costs andLoss of time)

Day-to-dayService Difficulties

(Costs andLoss of time)

Occurrence(Reg. in house)

Occurrence(Reg. in house)

DA(Deviation Report)

DA(Deviation Report)

Daily

10 -7

Frequent

“Qualityproblem”

“Qualityproblem”

PotentialFlight safety

problem

PotentialFlight safety

problem

Formal investiga-tion initiated

Formal investiga-tion initiated

Who control what?

A correlation between ”daily mess”and catastrophe may be demonstrated

LowFrequent

Consequence

Risk = probability x consequence



RML - V

Operators andProviders

RML - GBasic

RML - GBasic

RML-V-1

Command

RML-V-1

Command

RML-V-2

Aircraftoperations

RML-V-2

Aircraftoperations

RML-V-3

Aerodromeand

War BaseOperations

RML-V-3

Aerodromeand

War BaseOperations

RML-V-4

Air traffic-and Mission

control,Comm.

RML-V-4

Air traffic-and Mission

control,Comm.

RML-V-6

AviationMaintenance

RML-V-6

AviationMaintenance

RML-V-5

Development,Certification

andProduction

ofAeronautical

products

RML - P

Competencyand

Continuationtraining

RML - P

Competencyand

Continuationtraining

RML - M

Air materiel systems,

and Aeronautical products

RML - M

Air materiel systems,

and Aeronautical products

RML - F

Ground,Constructions

andPremises

RML - F

Ground,Constructions

andPremises

RML - D

ParticularOperational

Requirements

RML - D

ParticularOperational

Requirements

V-6A--JAR 145V-6B--V-6C--V-6D--JAROPS sub. MJAR 21

JAR OPS 1JAR OPS 3

JAR FCLJAR 66

JAR OPS part ofJAR 23,25, 27, 29 and 33, minor parts

JAR OPS ops. procedures

ICAO annex 14

AS 9001

ICAO annex 11



Basic distribution of responsibility within the Swedish Military Aviation System

Armed Forces Headquarters will • Conduct their work in such a way that the requirements of the Rules of

Military Aviation are met

• Develop Armed Forces capability, and then, amongst other things:

- Describe requirements for different types of unit in operational and functional terms.

- Ensure that these descriptions take account of flight safety standards and requirements.

- Take the overall responsibility for economical balance in the different design projects

• Manage unit training and operational activity

- Ensure that assigned tasks can be performed safely, regarding,

among other things, the balance of resources and other conditions

for execution.



The Defence Materiel Administration will• Conduct its operations in such a way that the requirements of the Rules of


• Convert the operational requirements of the Armed Forces and materiel systems into technical functional requirements

- Ensure that the various Armed Forces materiel systems can work

together.

- Define those products which are included in the various materiel structures in order to achieve the operational capability of the materiel structures.

- Describe the properties of the various products in technical and functional terms.

- Ensure that account is taken of flight safety requirements and standards.

- Be responsible for coordination between the industry concerned in the different materiel systems




Industry will • Conduct its operations in such a way that the requirements of the Rules of


• Develop the products which meet the technical and operational requirements defined by the Swedish Defence Materiel Administration

• - Ensure that flight safety requirements are taken into account.

- Assume responsibility for all the sub-systems involved, including those -developed by sub-contractors.

- Define a safe operating envelope.

- Define maintenance requirements to ensure continued airworthiness.

- Verify that requirements have been met.

• Assume responsibility for a product during the product’s life cycle

- Monitor how the product works in its operational environment.

- Take initiative and intervene if safety requirements are not met.

- Continuously develop the product’s operating and maintenance systems.




Design organisation, scoop of work

• Planning of product development and administration of the Certification Basis

• Program management, during the life cycle of the product

• Systems engineering for the establishment of required interface control drawings and interface requirement specifications

• Configuration management

• Product design, including the showing of compliance with the agreed Certification Basis, supported by a design assurance system



• Preparation and updating of user manuals, and instructions for continued airworthiness

• Monitoring of product performance during its life cycle, and initiatives about required actions to correct unsafe conditions

• Product support to ensure the proper handling of the product

Design organisation, scoop of work, cont



Document included in the responsibility of the holder of the Typcertificate

This document may not be changed without approval from FLYGI

• Certification Basis• Typedesign

– Designdata

– Drawings

– Verification rapports

• User manuals– Flight manual, MMEL etc



• Instuctions for continued airworthiness– Maintenance manual, AMM

– Repair manual

– CMM

– Wiring diagram

• Configuration manuals– IPC

– CDL

Document included in the responsibility of the holder of the Typcertificate, cont



The Inspectorate of Military Flight Safety will

• Develop and define rules for operators and providers and for materiel systems/products – the rules of Military Aviation (RML).

• Exercise supervision of all operators and providers in the military aviation system conducting their activities in such a way that the Rules of Military Aviation are met.

• Certify materiel systems and products and issue Type certificates etc.

• Terminate operations if the requirements of the Rules of Military Aviation are not met, and reinstate the privileges when confidence in the operator concerned is re-established.

• Issue a Flight Safety Directive if an unsafe condition exists in a materielsystem/ product that are not properly handled by the responsible certificate holder.




Approval of design and production organisation, acceptance of JAR/FAR

authorised organisations

• If the organisation is a holder of a FAR 21 or JAR 21 approval is it possible for FLYGI to accept that approval

• The supervision from FAA/JAA must include the military product concerned, agreement must be established between FLYGI and the authority concerned

• The organisation must establish direct communication with FLYGI, concerning flight safety and airworthiness.

• Procedures involving FMV, the Armed Forces and the organisation concerned to ensure access to operational information, must be established.



Issuing of Type certificate, type acceptance

The product is a modified civil product

• If the basic product, (aircraft/engine) is certified against an applicable FAR/JAR is it possible for FLYGI to accept that certificate.

• The certificate must be issued by a full JAA member state or by FAA

• Deviations from the applicable FAR/JAR must be identified and it must be shown how equivalent safety is achieved.

• The military variant must be approved by a ”STC” issued by FAA/JAA, if applicable, or by FLYGI.



Harmonization of civil and military regulation

• Actually one should talk about harmonization of regulation between different aviation systems.

• What is the different between the military aviation market in Europe and USA?

– Every US industry work within the same set of regulations and this in a market witch is far bigger than in Europe.

• What does it mean for cost of design and certification when you have to certify the same product more than one time?

• What does it mean for cooperation in different projects when the partners work against different regulations and against different authorities?




• Is it an advantage if we can evaluate a common set of rules for military aviation witch is as similar as possibly to the JAR/FAR regulations?

• Is it an advantage if we have an organisation like JAA ( or EASA ) to supervise the authority in the different countries?

• Is it possible to create such a trust between the different military authorities and the JAA/FAA member states that make it possible to accept authorisation and certiftication performed of another authority?




In Sweden we are convinced that the answer to these questions are YES

How can this be achieved?

I think that cooperation between the Aviation industries and lobbying the politicians is required

to stimulate the process.

INSPECTORATE of MILITARY FLIGHT SAFETY Page 1 Thord Stubbendorff Colonel M. Sc. Head of...

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