Accidental Damage Examples
Holder Rash
Holder Rash is a typical undocumented harm. Which can without much of a stretch lead to an undocumented fix. Suppose a lineman was re-situating airplane to prepare for the following day's takeoffs when he incidentally cuts a position light against the holder entryway. He understands this and sees that it hauled the light out from the wings fiberglass mounting surface just marginally. He, who is precisely disposed yet not approved to do a maintenance, gets his tool kit and eliminates the wingtip and foundations an unacceptable and unlawful fix to keep anybody from understanding that any harm happened. Presently he accepts he has made the best decision, after all he has saved his organization from the time and humiliation related with managing this issue and the client can fly his plane the following morning. This is clearly an uncommon event however none the less it happens really regularly. This is a model where undocumented harm turns into an undocumented fix.
Bird Strike
Bird Strikes are even more uncommon yet represent a main problem with undocumented harm. A pilot is on short last when a little run of birds is alarmed and fly into his way. He gets a negative mark against his wing's driving edge and it gouges marginally. This pilot who is an A&P checks out the harm and concludes that it is irrelevant and doesn't report the harm to the proprietor. This bird strike was subsequently seen by the proprietor and he got some information about it. The repairman recounted to him the story and said it was an insignificant gouge and wouldn't influence the flight qualities of the airplane. What's more "you don't need a harm history". Well this is altogether all around normal. A repairman encourages his customer to not report or fix unimportant harm because of its impact on airplane esteem. This is basically not a word of wisdom. Toward the day's end the airplane should adjust to its unique kind plan and any insignificant harm isn't essential for the sort plan. I realize you're's opinion and the appropriate response is "It is an extremely limited line to walk however utilize your judgment on what ought to be fixed and what truly is irrelevant." Regardless it should all be reported.
Hard Landings
This is common during aviation training. The fact is that airplanes are very difficult. Sometimes though, it’s not hard enough. Some hidden damage can be overlooked by several test cycles and sometimes may not be found at all. It is important to make sure that when you get a hard arrival the plane is properly inspected directly for that damage. Don't wait until the next 100 hours and say "Wow, I had a student who really put this down in my nose last month. Would you like any damage?" What is happening here is that the mechanic is doing a 100-hour test, not a hard arrival test. The inspection should always be commensurate with the alleged damage. That is why if you suspect any damage you should check that damage immediately. Do not procrastinate because you do not see any obvious defects. Improper Practices to Reduce a History of Corruption Believe it or not it's possible. It is when a person provides substandard services, illegal repairs, when the owner "Repairs his plane", and where a person puts the amount of future aircraft ahead of safety and compliance law. When the above events and circumstances were to lie this will come directly from my experience as a mechanic.
Un-Ethical Practices To Reduce Damage History In all honesty it occurs.
This is the point at which an individual offers inadequate types of assistance, illicit fixes, when a proprietor "Fixes his plane", and when an individual puts the future airplane esteem in front of wellbeing and the standard of administrative consistence. Where the occasions and situations above were invented these will be straightforwardly from my experience as a repairman.
Cowling Modification - Low quality service.
I was working at a facility where a young twin was laid to rest due to poor air quality. The plane had some serious problems but could not be repaired easily. One of the disadvantages was the aft engraving plates of the engine bulls. Repairs were completed and equipment was moved to the next issue. At this point the plane got a hangar and a new elevator was needed. This was a major problem and once it was resolved the plane was signed as valid in the air but the cattle repairs were not recorded. The service received by the owner was not up to the standards required by FAR and the owner had to expect Cowling Modification - Low quality service I was working at a facility where a young twin was laid to rest due to poor air quality. The plane had some serious problems but could not be repaired easily. One of the disadvantages was the aft engraving plates of the engine bulls. Repairs were completed and equipment was moved to the next issue. At this point the plane got a hangar and a new elevator was needed. This was a major problem and once it was resolved the plane was signed as valid in the air but the cattle repairs were not recorded. The service received by the owner was not up to the standards required by FAR and the owner had to expect these technicians to do a better job. Be very careful when renting equipment because it does not fit all of them.
Ice Shield Repair - Illegal Repair
While working for the airline I was involved in a squawk that needed to be repaired or replaced with a fuselage ice shield. Part of the replacement was in the list of computer items and I removed the damaged item. The question raised in this case is what happens if the incoming part is not in custody? Of course unfortunately the broad answer is not so simple. My answer is that you can't install that damaged item even if it was returned because the steps to properly write the repair event to record the removal of the damaged part. Once you have committed to removing the damaged part it becomes unfit for air and cannot be re-installed no matter how it is reduced in MEL.
The actual events that took place were as follows:
I saw a great impact on the ice protection and marked it as damaged. The inspector told me to change my snow shield. I have confirmed the availability of a replacement component. I removed the damaged part and repaired the top of the replacement part. I posted a new part and was told we don’t have it in stock. (Inventory Error) The Inspector said to re-install the old one. I refused. He said to fix it. I researched SRM and found that we did not have a suitable place to repair it. He said you just put 5 minute epoxy in the area and then just paint it. I left. You have found someone who puts their standards at risk and the flight was timely, illegal, and inappropriate. This practice is common and most people ignore it and can be considered an SOP in some correctional facilities. It is the job of the mechanic to stand firm in his knowledge of the regulations and to inquire about the actions of his supervisors if the policy is to avoid the rules of timely departure.
Owner Repair - Propeller Installation - Wrong Authority
This is a case of obvious violation. The pilot who was tying his plane to a field where I worked in the summer put a different propeller on his plane. The pilot did not have a basic understanding of the rules as they applied to the pilot's ability to make adjustments. His answer to my question about his authority to replace his generator was that "it was in his power." That he knew, but did not want to show that his skills had nothing to do with the authority to create a helicopter depot. Initially the pilot is limited to protective care as set out in FAR section 43 Appendix A. In addition the pilot has installed this device without guidance or maintenance manual. This is absolutely wrong. The pilot said he only needed to enter the logbook which meant the plane was included in the airframe. I don’t believe the pilot knew the value of the yellow tag or if the pilot had it. To this day I still don't know if the pilot even installed a prop that was a certified type of aircraft. This is a situation where undocumented or incorrect changes can affect aircraft safety, and they still happen.
Unwritten Editing - Pre-Editing -
During a pre-purchase inspection I encountered a serious problem with an unplanned fuselage plane. the aircraft received minor injuries in the past few months and the recorded damage occurred openly so that repairs would not be as significant as the NTSB reporting requirements. The only solution that could be written to prevent the required reporting from the NSTB was the replacement of the previous fuselage. I ignored this past until I got the pictures and got a chance to read the pictures in the tail section. I suspect why this amendment was left undocumented is because it would require a plane crash filing at the NTSB and the introduction of major amendments to the FAA that would reduce the cost of the aircraft. Repairs are well done and the flight would be more expensive if repairs were written. In part because I would not advise my client to purchase this aircraft due to this paperless repair. Remember "Where there is smoke there is fire." If the owner was willing to hide the matter, what else was he willing to do? It is clear that he no longer wants to fly this plane. Why would one sell it? So be careful when preparing to buy a plane and make sure your mechanic who is reviewing the aircraft is very careful. This would be a difference for hundreds of thousands of dollars.
Incorrect Record Keeping - Keep Your Tasks Orders.
As for the public debt settlement channels they do not like to keep work orders longer than they should. Be prepared to ask any institutions that do not wish to make copies of work orders for your records. The reason for the record-keeping restrictions is not to reduce the load and liability of the repair channel. to reduce the storage and retention capacity of records related to the complexity of aircraft repair operations. FARs provide a two-year record-keeping requirement for correctional channels after which many remedial channels choose to destroy those records on the grounds that they take up space where they actually damage these records frequently to eliminate any debt. This is an issue that needs to be addressed by regulatory authorities and should be considered a priority. I will hear from the owners of the repair channels in this area, but the fact is that if you provide proper repairs and record maintenance for your site, then the records will only support your defense. As the owner it is your job to make sure you are ready to be on the air. this includes the continuation of your records which support your claims of eligibility on air. I would advise all aircraft owners to make sure that the facilities provide their proper storage and properly document the maintenance done on each flight.
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