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

2. Flight safety management system
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 2

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 3

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 4

6. Military aviation system
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. 2 5

7. Military Flight Safety Flight Safety Inspector
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.” 4 7

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. 8

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.” 6 9

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 11

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.” 11 12

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. 13

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. 16

15. Risk = probability x consequence
Who control what?
Frequency
Risk = probability x consequence
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
Low
Frequent
A correlation between ”daily
mess”and catastrophe may be demonstrated
DA(Deviation Report) 10 -7
Considered
normally
accepted
nuisances
Marginal
consequences
Limited
consequences
(Occurrence)
Hazardous
situation
(Incident)
Catastrophe
Consequence 24 17

16. Competency and Continuation
RML - G
Basic
RML - V
Operators and
Providers
RML - P
Competency and Continuation
training
RML - M
Air materiel systems,
and Aeronautical
products
RML - F
Ground,
Constructions
and
Premises
RML - D
Particular
Operational
Requirements
JAR OPS ops. procedures
JAR FCL
JAR 66
JAR OPS part of
JAR 23,25, 27, 29 and 33, minor parts
RML-V-1
Command
RML-V-2
Aircraft
operations
RML-V-3
Aerodrome
and
War Base
Operations
RML-V-4
Air traffic-
and Mission
control,
Comm.
RML-V-5
Development,
Certification
and
Production of
Aeronautical
products
RML-V-6
Aviation
Maintenance
AS 9001
JAR OPS 1
JAR OPS 3
V-6A--JAR 145
V-6B--
V-6C--
V-6D--JAROPS sub. M
ICAO
annex 14
ICAO annex 11
JAR 21 19

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. 22

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 23

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. 24

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. 26

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 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?

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.