Every month I put together the NTSB Accident Reports and the Aviation Safety Reporting System posts for General Aviation News. And month after month I see a similar pattern in those reports, with pilots running out of fuel or flying scarily close to another airplane in the pattern.
Lately, however, I’ve been noticing more reports on accidents and incidents that happen on the first flight after maintenance. Sometimes it’s nothing, like this one where the pilot thought there was a maintenance problem, but it was just his seat belt hanging outside the door. But other times it’s something really serious, like when a Piper PA-22 crashed after a mechanic incorrectly rigged the aileron control cables.
The General Aviation Joint Steering Committee (GAJSC) and the National Transportation Safety Board (NTSB) have 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 after maintenance. In-flight emergencies have been the direct result of maintenance personnel who have serviced or installed systems incorrectly, FAA officials note.
In many cases, although the maintenance personnel made the initial mistake, the pilot could have prevented the accident by performing a thorough or advanced preflight check, FAA officials add.
That led the FAA to put together a video in its 57 Seconds to Safer Flying series, “Advanced Preflight After Maintenance.” While it’s been available for a couple of years, it’s worth the minute to check it out to get some tips on how to ensure you have a safe flight.
Every time I see a story like this with the plane getting flown just a few hours a month I think “that guy should find somebody like me who wants to fly 10-20 hours a month. That’s enough to keep that engine really healthy. “. Guess I need to make some more pilot friends. 😉
As a mechanic, you should always double check your work. Even better have someone else check your work. Don’t let yourself be distracted during essential maintenance tasks. When you stop/start on anything, that can lead to missing something. Make sure you logs are properly signed off prior to flight. I always tell pilots to due a extensive pre flight after any maintenance. Last year a local shop installed elevator trim tabs upside down on an aircraft after maintenance that lead to a fatality. A simple check of proper degree range and correct movement would have prevented that. Also as a pilot and a mechanic, this particular abnormally should have stuck out like a sore thumb as the trim tab would have been at a crazy angle. So if something doesn’t look right, question it.
On at least 2 occasions I have flagged down pilots just about to get airborne after maintenance with the pitot cover still attached – how can that be prevented?
On my 182 I have tied the pitot cover, fuel vent screen cap, and the foam nose plugs, along with all their “Remove Before Flight” flags, together with a length of blaze orange paracord. The way it comes back from the nose to the left wing makes it impossible to access the dipstick, prop, oil filler, and sump drain without removing the paracord and everything it’s attached to. Lots of items would have to be totally disregarded to get started taxiing without taking everything off. But the best way? Checklist discipline and eliminating distractions.
The plane will fly just fine with the pilot cover on. I never look at my airspeed indicator in the pattern anyway. I look out the window and either take off or land the plane.
We work on motorcycles, a test ride happen after any and all oil changes, tire changes, and any work done. If there is a problem we will pickup on it then. If work is done on my aircraft you can abet it will have a flight test before we are done.
1. A short test flight may not immediately reveal a problem created during maintenance.
2. Performing test flights presents problems for many shops. First it requires the test pilot to have a commercial rating if its part of a repair station operation, and this aspect requires special insurance considerations for both the pilot and the business. Many A & P’s don’t have a pilot’s license, thus this adds a complication on who will perform test flights.
Stick to motorcycles – it has a totally different regulatory realm.
So … here’s the situation — I fly my vintage C150 regularly (couple hours each month), but not more than 30 hours a year. Now FAA admits I’m taking a chance having the requisite annual inspection. This amounts to considerable disassembly of the aircraft, and usually there’s at least one inspection plate missing a screw. When will a “condition inspection “ suffice? Inspector mechanics aren’t at every airport. Also, over the past 20 years of ownership I’ve learned enough about this airplane to do it myself. But I’m only a CFI…
It may take a lot of searching but find an A&P I/A that will do
“owner assist” annuals. It should save some money, gives another set of eyes and will (should) make the process quicker. The inspection (physically at the aircraft) is primarily a mirror and flashlight affair. The oil change,spark plugs,tires/brakes and panel removal/installation are all maintenance,”preventive maint.” at that so you as the owner/pilot can legally perform those tasks.
It’s not easy to find a good mechanic.
Aircraft owners and pilots need to be mindful that maintenance Errors create significant hazard and must act accordingly the most likely time for an aircraft to suffer mechanical problem is on the first flight after maintenance be thoroughly Skeptical anytime Aircraft comes out of the shop your preflight and post flight maintenance test flight or last line of defense against maintenance errors.
First off, as noted the example makes no sense.
Most addressable after maintenance issues you’re relating to are the repetitive errors pilots have always made. Most do not have “mechanics intuition”. But then neither do many A&Ps.
The real maintenance problem is you weren’t there providing oversight of the torque wrench clicking off during the prop installation. All you know is the spinner is back on,
The presenter in the 57 sec video related a personal experience when after the plane was released from maintenance he found himself in day IMC with a total electrical failure. He said the battery and alternator had not been hooked back up. If so, how did he start the engine without batter power? Let’s assume the cables were placed on the battery posts but not screwed down. This would allow the engine to start but in flight the cables could have vibrated off. If the alternator was not hooked up then it should have been obvious in the cockpit the alternator was inop. There would have been an annunciator light and the amp meter would have read zero. But then again, maybe the cables were placed on the posts and again not screwed down. The alternator would then have functioned until the cables vibrated off. So, were the cables not screw down properly? Again, hard to understand how one could start the engine, takeoff into IMC conditions if the battery and alternator were in the failed mode on the ground. So, yes, a thorough preflight inspection just after maintenance would have been appropriate, especially if the electrical system was what was being worked on. Alternators are generally always visible for inspection on all preflight inspections. Batteries on the other hand are not always easily inspected without removing a rear bulkhead or access plate. But after annual inspection or any maintenance requiring the battery to be disconnected would warrant a close look before flight.
Having just read the article on more through pre-flights. I would suggest that prior to the aircraft being released back to standard flight category there should be “maintenance flight” with the mechanic accompanying the pilot. I would also suggest that the maintenance department investigate a robust SMS program……
4 year mechanic and ATP…
In addition to doing an extensive preflight, I wont go hard IFR or Night operations immediately following maintenance. I learned about flying from that.
Excellent advice. No IFR, night or passengers on first flight after maintenance.