Hangar Rash - Paine Field Civil Air Patrol

PCR Re-Focus Safety
Lt.Col. Alex Kay, PCR/SE
PCR would like to thank the following people in
helping to prepare this PowerPoint.:
• Col Hahn - NVWG/CC
• Lt. Col. Church- NVWG
• Capt. Lucia – NVWG/SE
Edited by Lt.Col. G.C. Minnich, WAWG/SE
August 2012
Reason for Re-examination
Costs to CAP
Background Facts
Existing Paradigm and Regs
Hangar Rash
Worn/Blown Tires
Footwear Discussion
- CAP NHQ Focus on Safety Issues
- PCR/CC Focus on Prevention
- Everyone should want to make this “0”
-- Chiefly:
Hangar Rash
Blown Aircraft Tires
- Injuries or risk of injuries
- Maintenance Fees
- Time
- Loss of Use
-- Missions
-- Proficiency flying
-- Orientation flights
-- Etc.
- Loss of credibility
- Poor professional image
For FY 12 the Region has reported the
1 Blown tire on landing.
1 Flat Spot found after landing.
4 Hanger Rash.
2 Flat Tires.
4 Bird Strikes.
4 Aircraft Damaged During Landings.
Changes in the rules for reporting safety have led
to an increase in the number of reported safety
This does not necessarily mean that more mishaps
occurred, but rather more are the result of new
reporting requirements.
What can we take away from this?
Any lessons to be learned?
Regarding Aircraft and Flight Operations
- Pilot gets CAPF 5 checkout
- Pilot gets CAPF 91 checkout (missions)
- Pilot gets Biennial FAA review
- Pilots and ops get various inspections
SAV, SUI, CI, etc.
- Initial and recurring ground handling video
- Annual ORM, Monthly Safety, etc.
CAP 60-1, CAP Flight Management
Para 2-1
m. Sterile Cockpit
n. Use of cockpit checklists mandatory
p. Crosswind component
r. Ground handling video
Para 2-2
d. Duty day for pilots 14 hrs,
10 hrs rest between flights
h. No touching of controls below
1,000 ft for non-PIC
i. Taxi speed and ground aircraft separation
Para 2-4
e. Standardized CAP aircraft info file
f. Flight discrepancies and ground record
Para 2-6
c. Commanders may require additional
flight checks
Para 2-7
g. CAP members may be assessed damages
due to negligent operations
Fortunately, we have many excellent pilots in
This region and hangar-rash and blown tires
are infrequent.
Although infrequent, we must be vigilant to
ensure they remain low-threat.
Wikipedia says it best…
Hangar rash is an aviation term that refers to
minor incidents involving damage to aircraft
that typically originate due to improper ground
handling in and around a hangar, other aircraft
or objects on the ground.
“Hangar Rash” most often attributed to 1 or more
of the following:
- Sloppy Technique
- Ignorance
- Complacency
- Arrogance
- Fatigue
Even our best pilots are human and fall victim
to these from time to time.
Accidents/incidents are to be expected, but ALL
pilots should strive to be knowledgeable,
proficient, alert, conscientious, etc. Give yourself
“a check-up from the neck up.”
Remember to check egos at the door!
Hangar Rash Possible Solutions
- All crew members and passengers should be
briefed, present, and participating at
extractions and insertions
- When humanly possible, use of 3-5 people,
minimum, to extract an aircraft from a hangar,
or to insert an aircraft into a hangar.
1 – Nose gear
2 – One for each wing tip
2 – One for each strut (optional)
Hangar Rash Solutions – cont.
- MSO, Assistant MSO, or Activity Safety Officer
will be present at extraction or insertion
whenever possible.
- Pilots will get Hangar Rash warning during
pre departure from the MSO, ASO, or FRO
- FROs and MSOs will spend at least a few minutes
on this subject before all flights
- Light, laminated, “Hangar Rash Caution”
placard to hang over yoke after all flights and
stowed before all flights (recommended)
Hangar Rash Solutions – cont.
- Announce Hangar Rash warning at all times when
announcing Sterile Cockpit times
- Ensure guidelines for main, and left and right
landing gear, painted on hangar floors and
adjacent taxiways
- Have fixed rear chocks anchored in hangars for
the make/model of the aircraft that will be
stored there.
Hangar Rash Solutions – cont.
- Hangar door padding
- Hangar door marking tape
- Wingtip padding/foam covers with “REMOVE
BEFORE FLIGHT” streamers
- Follow checklists on ground and in the air
-- Even the best memories fail on occasion
- Require CAPF 5 and 91 re-checks even if no
incident when “attitude” issues cause leadership
to be concerned.
-- Flying CAP planes is a privilege, not a right
Hangar Rash Solutions – cont.
- Consider making ground handling video quarterly
refresher requirement
- Consider quarterly “Hangar Rash” PowerPoint
as refresher requirement
- Offer the “offender” pilot and their commander
the opportunity to give a series of presentations
to all CAP units within 50 miles, even those with
with just cadets
Hangar Rash Solutions – cont.
- If you are going to use cadets for push back
have cadets take the Ground Handling Course
that is online
- Have cadets view this PPT before they help.
Blown tires and excessive wear can be caused
by defect, technique, light, heat, cold, or time.
There have been some incidents of these in
this region.
Worn Tires…These are obvious…
But what about the less obvious?
Photos above from
Photo to the right from
This last source is AWESOME on aircraft tires.
- Follow the checklists! CAPF 71 & POH
- Inspect tires during preflight
-- Roll aircraft 1 foot to see under tires too
- Inspect tires after landing
-- Roll aircraft 1 foot again to check under
- Wear lighter boots (more on this in a minute)
- Position seat and rudder distance properly
-- Feet on lower rudder pedals, not brakes
- Ground aircraft with excessive tire wear
Worn Tires Solutions – cont.
- Pilots might have to replace tires at their own
expense if obvious excessive wear is not
addressed during pre-flight
- The pilot and their commander may have an
opportunity to excel with lectures at other
units in their area
- Have training material made that discusses
what warning signs to look for in tires
Some popular boot styles, Jump and Tactical.
There may be a link between boot styles and
wear on aircraft tires. Very rigid leather combat
or jump boots might contribute to the lack of
sensation on the rudder/brake pedals leading
to the unintentional braking.
There is no direct evidence for this, only
anecdotal evidence. More research should be
done to determine if there is a causal link or
that such a link be ruled out.
Reason for Re-examination
Costs to CAP
Background Facts
Existing Paradigm and Regs
Hangar Rash
Worn/Blown Tires
Footwear Discussion

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