PON-6 confusion

Mech, Fall, 2003 by Darrin Mullins

It was inevitable. This problem was going to happen to someone else at some other time. The culprit was change, and the human element failed-as it normally does when faced with something new.

The problem was a change in oil-servicing requirements for the SH-60B engine-and-transmission system throughout the command. The Seahawk can use engine oil in the main, intermediate, and tail gearbox-transmission systems. This flexibility allows detachments to use only one servicing unit for both engine-and-transmissions systems while deployed.

The command changed this requirement. DOD-L-85734 transmission fluid would be the only fluid used in the transmission systems. MIL-L-23699 engine oil only would be allowed in engine servicing; it no longer could be used in servicing transmission systems.

The command maintenance department drained and flushed the transmission systems on all squadron helicopters during the next phase maintenance and documented everything in the aircraft-discrepancy books. Detachments now would have to maintain two PON-6 servicing units, one filled with DOD-L-85734 transmission fluid and one filled with MIL-L23699 engine oil. This simple step would ensure servicing requirements were met.

However, this small change was the catalyst for a near-catastrophic sequence of events. Our detachment had procured a properly drained and flushed PON-6 that was painted in accordance with the command instructions. A PON-6 with MIL-L-23699 was painted white, and one filled with DOD-L-85734 was painted "GSE yellow" to stand out and to eliminate any confusion. Everyone thought this solution was great and would help identify the two different servicing units for two different fluids.

The problem occurred at sea when the ship had set darkened ship. The yellow-light configuration in the hangar during darkened ship led to an aircraft engine being serviced with DOD-L-85734 transmission fluid! It was an honest mistake, caused by a lack of attention to detail and a coloring scheme that did not take into account different shipboard lighting schemes.

Our junior night-check mech needed to service the No. 1 engine. He went to the PON-6 storage area and grabbed the one that looked white under the yellow hangar lighting. Unfortunately, he grabbed the wrong one. He serviced an engine with transmission fluid and downed our aircraft, which had been tasked to fly a mission six hours later.

We woke up our senior AD, and he supervised the drain and flush and did training on engine servicing with the proper PON-6. I am sure this servicing error never will happen again on my detachment, but we came close to a possible mishap.

Change isn't bad, but it may have serious consequences in different environments. We need to be prepared to adjust. A simple two-inch tape strip placed horizontally along the PON-6 labeled "NOT FOR ENGINE SERVICING" would have helped identify the proper PON-6 servicing unit.

We need to hedge our bets to make sure we are giving our maintainers the greatest chance for success. Our safety chain caught this error-this time-and prevented a possible catastrophic event.

Lt. Darrin Mullins flies with HSL-51.