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TESTIMONY OF 
 BRIGADIER GENERAL SAMUEL T. HELLAND
UNITED STATES MARINE CORPS
ASSISTANT DEPUTY COMMANDANT FOR AVIATION

 BEFORE THE
COMMITTEE ON ARMED SERVICES
UNITED STATES HOUSE OF REPRESENTATIVES

REGARDING MILITARY AVIATION SAFETY PROGRAM

FEBRUARY 11, 2004

Chairman Hunter, Mr. Skelton, distinguished Members of the Committee, thank you for this opportunity to appear before you to discuss Marine Corps Aviation Safety. 

The Marine Corps deployed over 60% of its aviation assets in support of Operation Iraqi Freedom.  We supported operations in Afghanistan with a squadron of AV-8Bs for over a year.  As I speak, the Corps is preparing for another deployment into Iraq in support of OIF II.  We continue to support operations in Afghanistan with Reserve AH-1W Cobra gunships and CH-53E heavy lift support aircraft.  Such deployments, where combat is a reality, have again proven the importance of our maxim, "train like you will fight."  Aircrews deploying to Iraq have participated in a major exercise known as Desert Talon, in Yuma, Arizona in order to prepare them for the challenges they will face in the CENTCOM theater of operations.

Safety remains a major focus for the Marine Corps leaders who have the responsibility to provide trained and ready aircrews to the Combatant Commanders.  Well-trained tactical aircrew are absolutely essential for successful combat operations.  We train to a rigorous and demanding set of mission essential tasks which translate into combat readiness.  I sincerely believe we mitigate many of the dangers of combat training through a very effective Safety Program that is an integral part of our tactical training program.  The Marine Corps acknowledges the hardships of combat, and at times, the loss of aircrew and aircraft during the preparatory combat training. We owe our Marines mission-ready aircraft and the best possible training programs.

This demanding training carries a price, at times, as unfortunately Marine aviation is not mishap free.  However, the twenty-year overall trend shows a reduction in our serious flight mishap rate from 6 mishaps per 100,000 flight hours to approximately 2 mishaps per 100,000 flight hours.  The mishap rate for the last ten years is also decreasing, but at a much slower rate, from 3.5 mishaps per 100,000 flight hours to 2.7 mishaps per 100,000 flight hours. 

Class A mishap rates are based on all flight hours flown regardless of aircraft or mission.  Most of our Marine Corps aircraft train and fight in the most demanding regimes- tactical, operational, and combat missions.  Whether it is our helicopters or tactical jet aviation platforms, we employ them in the heart of operations that are both demanding and dangerous.  We are actively working to ensure our helicopters have the required Aviation Survivability Equipment needed to address enemy threats in combat operations, whether in Iraq or Afghanistan.  Unlike some of the other Services, we don't own a large fleet of transports or have a large training command.  Thus, flight hours used to compute into our Mishap Rate are not diluted by the hours flown by transport aircraft that fly long, lower threat missions or by training aircraft that fly less dangerous missions.  Consequently, the Marine Corps' Fighter/Attack and assault support mishap rates should be examined with these facts in mind.

The mishap rate for the Marine Corps in FY03 was 2.9.  This rate represents a slight increase from the 10 year average, but it does not invalidate the significant progress in aviation safety sustained for the last ten years.  While we do not know precisely what is causing the increase, the uncertainty of the Global War on Terrorism and the potential for extended military operations require increased safety awareness.  This uncertainty, compounded by an increased desire to train harder to prepare for combat, may be an underlying factor in the recent mishaps.  The operations in combat zones in Afghanistan, Iraq, and the Horn of Africa account for the vast majority of mishaps during the recent year.  However, when viewed within the context of other combat events, this represents an improvement: the mishap rate in OPERATION DESERT SHIELD/DESERT STORM was 8.42, and the current mishap rate in OPERATION IRAQI FREEDOM is 5.96.  This comparison represents 30% fewer combat mishaps. 

I would like to briefly discuss the AV-8B Harrier.  The problems highlighted in the LA Times' articles list four primary material problems related to AV-8B mishaps: Flaps Controller, Engine, Nose Wheel Steering, and Ejection System.  Being aware of these challenges, we have taken corrective action.  The legacy Flaps Controller was replaced with a new Digital Flaps Controller; and since its installation there have been no Flap related mishaps.  The F-402 engine underwent an extensive Engine Life Management Plan (ELMP). After the ELMP was instituted in CY 2000, there have been no engine failure mishaps.  The Nose Wheel Steering (NWS) system has been redesigned and incorporated into all Marine Corps Harriers. Since the redesign of the NWS system there have been no NWS related mishaps.  The Ejection System in the AV-8B is currently being upgraded to address all ejection related mishaps including: four-line parachute release, Electronic Airspeed/Altitude Sensor, an upgraded helmet and visor, and Parachute Over-Inflation Controller. Since the upgrades were installed, there have been no ejection related deaths.  After the AV-8B groundings in CY 2000, the Harrier once again proved to be an operationally effective aircraft.  Additionally, mission readiness, pilot flight time, and fleet deployments have all increased. Pilot morale is high, as is their confidence in the aircraft. The aircraft has been performing superbly as shown by its most recent successes in Afghanistan, its role during Operation Iraqi Freedom, and its current deployment around the world.

The Marine Corps is taking the lead in reducing skill-based errors that account for the vast majority of mishaps by implementing Crew Resource Management and Military Flight Operations Quality Assurance programs.  These programs focus on leadership, training, and readiness.  At the direction of Assistant Commandant of the Marine Corps and the Deputy Commandant for Aviation (DCAvn), the Marine Corps is re-examining, re-organizing, and re-vitalizing its Crew Resource Management (CRM) Program.  This reorganization places the CRM program under the advocacy of DCAvn and increases emphasis on CRM throughout the Marine Corps.  Additionally, skill based error and error management are the subject of a study commissioned by the Marine Corps and will be a major initiative for the Defense Oversight Safety Council Aviation Task Force, of which I am a member. 

The Marine Corps has formed a close partnership with the Navy in the two-year test initiative, Military Flight Operations Quality Assurance (MFOQA).  This initiative places flight data recorders in selected aircraft.  For each flight, the data captured is digitized and made available for debriefing aircrew and maintenance personnel.  MFOQA assists aircraft maintenance by identifying when flight or engine parameters have been exceeded by recording, identifying, or verifying maintenance discrepancies.  It also provides the ability to reconstruct data for flight debrief or mishap analysis.

Aircraft platform upgrades incorporate significant aviation safety enhancements.  Rotary wing and fixed wing platforms continue to incorporate material enhancements to improve operational capability, readiness, and safety.  These Operational Safety Improvement Programs (OSIPs) range from the Dynamic Component Upgrade (DCU) and Safety Improvement Program (SIP) on the CH-46E to the software upgrades on the F/A-18's. 

The focus of our efforts at Headquarters Marine Corps Aviation is to ensure that our aging legacy platforms are replaced on a timely basis and that we have a transition plan that will allow us to introduce new systems designed to operate with greater safety.  From the period of 2006 to 2015, we will introduce the KC-130J, MV-22, AH-1Z, UH-1Y, and JSF (STOVL) into our Fleet Marine Forces.  With these systems come new simulators.  Those simulators will allow our aircrews the luxury of training in the most demanding scenarios without incurring the risks associated with flying actual aircraft.  The superior ability of these new simulators to replicate actual flight characteristics will allow us to produce better trained aircrew.  We also expect to reap savings by conducting more of our training in simulators and reserving the real flying for those missions where flight in real time and real world conditions is essential.  Can all of our         flying be replaced with simulation?  No, and it should not be, but we expect to replace a large percentage of our initial and proficiency training with first class simulator training.   We strongly believe that not only will this produce a better trained force, but it will result in more efficient combat training.

Our commitment to reducing aviation mishaps remains stronger than ever.  The Marine Corps' partnership with other services in the Defense Safety Oversight Council and the Aviation Safety Committee of the Navy/ Marine Corps Safety Council, as well as service-specific programs and platform safety enhancements demonstrate our continued pursuit of reductions in mishap rates.  The success of our missions and the protection of our most precious assets demand nothing less.

Mr. Chairman, thank you again for the opportunity to share with the committee the challenges and successes of Marine Corps aviation safety.