The FAA recently posted a video delving into what goes into an advanced preflight inspection after maintenance.
The General Aviation Joint Steering Committee (GAJSC) and the National Transportation Safety Board (NTSB) determined that a significant number of general aviation fatalities could be avoided if pilots conducted more thorough preflight inspections of aircraft that have just been returned to service, FAA officials note.
In-flight emergencies have been the direct result of maintenance personnel who have serviced or installed systems incorrectly.
But while the maintenance personnel made the initial mistake, the pilot could have prevented the accident by performing a thorough or advanced preflight check, FAA officials say.
No kidding!
And such is aviation….
Overstate and keep repeating the obvious due to lack of common sense…
suggest you compensate for incompetent professional services you were forced to use…
and nothing goes without disagreement nor has absolute clarification.
A second pair of eyes may be worth your life. In an ideal world, maintenance would be accomplished in a clean, quiet, heated or air conditioned hangar with no interruptions, the mechanics and inspectors would be totally focused on the job and have no external distractions (like maybe having a life causes), and every part, all reference materials and all needed supplies would be right there, ready to go, fit correctly, be applicable, no hardware would be rusted into place, no studs would ever break off, no old plastic panels or insulation would crumble when you touched it, and the owner would NEVER pressure the maintenance and inspection crew to hurry up and finish the airplane because he has a hot date he’s trying to impress . . . and said owner’s check would be presented promptly on completion, plus a cash tip (or other thank you) to the crew, and that check would never, ever bounce.
Unfortunately, this is 2020, and so far all we are lacking is a zombie apocalypse and an alien invasion (but fear not, the year still has over two months to go). Given that, be extra careful on maintenance, check, check and recheck, we have a lot going on out there to distract us.
Agree with you. I am glad I have the maintenance professionals I have and value them. They are the hero’s that keep me flying and educate me along the way. Fortunate to have an A&P that thought for years and is pragmatic. Also glad he is in the position to only take on owners he wants to work with.
Sorry that taught for years
Well said, Phil. I will note that nothing he recommended would likely prevented his electrical failure (unless his discussions with maintenance led to an “OH, wait, I forgot … !) moment. It’s best to make that first “mission” out of maintenance a DAY/VFR one if at all possible. 🙂
Having a repairman’s certificate and doing all the maintenance on my home built is very satisfying. Knowing what has been taken apart makes the next preflight inspection more focused. Signing the books puts the oneness on me. Putting my certified Cessna into the maintenance shop for an annual, where I wasn’t allowed for insurance reasons, was a gamble which finally failed. All you had when it came out was a large bill and signed books that said it was airworthy. It took a lot of faith to make that first flight. If you are flying certified and the maintenance shop allows an “owner assisted ” annual. Take advantage of it and know your airplane better.
AC 65-23A states that a person holding a Repairman Certificate for Experimental aircraft, when it involves an amateur-built aircraft, is limited to the aircraft defined on that Certificate, and allows the holder to perform and log condition inspections. It does not permit any repair or overhaul of FAA-certified equipment installed on that aircraft such as engines and appliances on that engine. Such repairs or overhauls must be conducted by the holder of an A&P certificate.
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Did you get that idea? Everything on an experimental airplane is experimental from spinner to tail. Nothing is FAA certified.
Negatory, Bunkie! An experimental aircraft such as an amateur built one can have a certified engine, or a certified propeller, or both. This even decides the longevity of the flight test period. Check Order 8130.2 and AC 20-27.
This is true but a certified component installed in an experimental airplane by the builder has lost it’s certification and does not require a “certified” mechanic to perform maintenance. That includes replacing parts. The repairman’s certificate is all that is needed.
An AC is advisory only and is not mandatory or a regulation.
The worst thing I can think of with most post-maintenance flights is “hurry up-itis”. That “second pair of eyes” is invaluable after any maintenance is performed.