Thord Stubbendorff Colonel M. Sc. Head of Airworthiness Section Military Flight Safety Inspectorate

1. Thord Stubbendorff Colonel M. Sc. Head of Airworthiness Section Military Flight Safety Inspectorate

2. The new Swedish Flight safety management system

3. 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

4. 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

5. Background - Development of flight safety Accidents per 100,000 hrs Traditional flight safety activity More modern, more reliable equipment, with improved ergonomics ? Acceptable? Early 1960s Late 1970s 1990s Year

6. 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.

7. FLYGI organisation Military Flight Safety Inspectorate Flight Safety Inspector C FLYGI together with Airworthiness Section Flight Safety Section Air Traffic and Aerodrome Section

8. Supreme Commander’s objectives for development of new Rules of military aviation “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.”

9. 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.

10. Supreme Commander’s objectives for development of new Rules of military aviation “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.”

11. How the Inspectorate of Military Flight Safety complies with S C’s directions and objectives 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

12. Supreme Commander’s objectives for development of new Rules of military aviation “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.”

13. How the Inspectorate of Military Flight Safety complies with S C’s directions and objectives 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.

14. 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.

15. Who control what? Risk = probability x consequence Frequency Day-to-day Service Difficulties (Costs and Loss of time) “Quality problem” Daily Potential Flight safety problem Occurrence (Reg. in house) Frequent Formal investiga- tion initiated A correlation between ”daily mess”and catastrophe may be demonstrated DA(Deviation Report) Low Frequent -7 10 Considered normally accepted nuisances Marginal consequences Limited consequences (Occurrence) Hazardous situation (Incident) Catastrophe Consequence

16. RML - G Basic RML - F Ground, Constructions and Premises RML - V Operators and Providers RML - P CompetencyandContinuation training RML - D Particular Operational Requirements RML - M Air materiel systems, and Aeronautical products JAR OPS ops. procedures JAR FCL JAR 66 JAR OPS part of JAR 23,25, 27, 29 and 33, minor parts RML-V-2 Aircraft operations RML-V-6 Aviation Maintenance RML-V-1 Command RML-V-5 Development, Certification and Production of Aeronautical products RML-V-3 Aerodrome and War Base Operations RML-V-4 Air traffic- and Mission control, Comm. JAR OPS 1 JAR OPS 3 V-6A--JAR 145 V-6B-- V-6C-- V-6D--JAROPS sub. M AS 9001 ICAO annex 14 ICAO annex 11 JAR 21

17. 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.

18. Basic distribution of responsibility within the Swedish Military Aviation System The Defence Materiel Administration will • Conduct its operations in such a way that the requirements of the Rules of Military Aviation are met • 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

19. Basic distribution of responsibility within the Swedish Military Aviation System Industry will • Conduct its operations in such a way that the requirements of the Rules of Military Aviation are met • 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.

20. 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

21. Design organisation, scoop of work, cont • 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

22. 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

23. Document included in the responsibility of the holder of the Typcertificate, cont • Instuctions for continued airworthiness • Maintenance manual, AMM • Repair manual • CMM • Wiring diagram • Configuration manuals • IPC • CDL

24. Basic distribution of responsibility within the Swedish Military Aviation System 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.

25. 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.

26. 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.

27. 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 certificationwhen 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?

28. Harmonization of civil and military regulation • 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?

29. Harmonization of civil and military regulation 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.