Pilots & Aircraft Defects

P

Prodrive555

Well-Known Member
Scenario:

You're flying Part 135 and encounter a defect during the flight. You land at your destination. What do you do?

Something like, inop prop heat, some nav equip not working, missing static wicks, etc (ie: relatively minor, probably MEL'able)

1. Do you have a specific company policy for who, when, where the defect is entered in the log? (Do you even enter it at all?)

2. What is your understanding of the proper regulation for entering a defect?

I'm just looking for thoughts, comments, etc on this matter, specifically what you personally do, or if your company has it's own "guidelines". I know the answer for myself, but am trying to better understand the rational and thoughts of others in the industry on this subject.

Thanks
 
I could be wrong, but I believe 135 operators are required to have an operations manual to address these things, same as 121 operators do
 
Since you mentioned MEL, we'll assume that the operator has OpSpecs that allow use of an MEL.

Once the squawk is discovered, you enter it into the discrepancy log.

You then go to the MEL to to see if you can dispatch with the inop equipment. You comply with the provisions of the MEL which may include M or O procedures (Maintenance or Operator actions), and note the repair interval (category A,B,C or D). You now sign off the discrepancy log with the appropriate MEL number, place a MEL sticker which shows the MEL number on the inop equipment (or cockpit switch for that equipment) and off you go.

You complete the return leg and have it fixed before the MEL "expires" per the repair interval limitations.
 
If you're the instructors at my fbo, you wait until the plane is in for maintenance and then say "oh by the way...the beacon doesn't work"

*facepalm*
 
Roger said:
If you're the instructors at my fbo, you wait until the plane is in for maintenance and then say "oh by the way...the beacon doesn't work"

*facepalm*
Click to expand...

If you're like the instructors at my flying club, you'll say "Don't sqwak that, the airplane will have to go out of service if you do".
 
Roger said:
If you're the instructors at my fbo, you wait until the plane is in for maintenance and then say "oh by the way...the beacon doesn't work"

*facepalm*
Click to expand...

Mike H said:
If you're like the instructors at my flying club, you'll say "Don't sqwak that, the airplane will have to go out of service if you do".
Click to expand...

Or if you're my boss, you don't say anything and then when I show up at the plane I have to take a 6 hour delay, pissing off the pax, because a light is out and has to be replaced.


....vs just getting it replaced before I showed up after he completed his post flight inspection.

-mini
 
Roger, Mike, Mini:

At my FBO the mechanic (airport manager of mom and pop deal, the son) picked up the ticket such as stall horn INOP, smiled, and dropped it in the trash.
 
shdw said:
Roger, Mike, Mini:

At my FBO the mechanic (airport manager of mom and pop deal, the son) picked up the ticket such as stall horn INOP, smiled, and dropped it in the trash.
Click to expand...

Time to call el FSDO. I'm not really a fan of that, but a mechanic doing something like that is BS. If you don't want to do the work, no one forces you to...but you don't pitch the squawk.

-mini
 
Obviously if something is broken, it's Friday and I've just arrived in base. I carefully write up the squawk, notify the company that it needs to be fixed by Monday, and start drinking.
 
TFaudree_ERAU said:
Since you mentioned MEL, we'll assume that the operator has OpSpecs that allow use of an MEL.

Once the squawk is discovered, you enter it into the discrepancy log.

You then go to the MEL to to see if you can dispatch with the inop equipment. You comply with the provisions of the MEL which may include M or O procedures (Maintenance or Operator actions), and note the repair interval (category A,B,C or D). You now sign off the discrepancy log with the appropriate MEL number, place a MEL sticker which shows the MEL number on the inop equipment (or cockpit switch for that equipment) and off you go.

You complete the return leg and have it fixed before the MEL "expires" per the repair interval limitations.
Click to expand...


:clap:


Added to the Inop Equipment lesson plan with ERAU;1297327 as reference.

Thanks.

b.
 
minitour said:
Time to call el FSDO. I'm not really a fan of that, but a mechanic doing something like that is BS. If you don't want to do the work, no one forces you to...but you don't pitch the squawk.

-mini
Click to expand...


heh.

heh.heh.

hee.

hee. hee.

schnortle, cough.

ahem.

sorry.

giggle.

snort.

:laff:

:rotfl:

:rotfl::rotfl::rotfl::rotfl::rotfl:



Sorry, Mx at the last gig I worked at was like that; Enter a squack, next day the page was missing.


On one side is the regs, on the other is $.

Owner sees $$$$$

Guess what Mx does.

I resigned btw.


b.
 
beasly said:
Enter a squack
Click to expand...
mallard_duck.jpg


Scuaaaaaaaaaaaaaaaaaaaaaaflaaaaaaaaaaaaaaaaaaaaaaaaaaaaack.

-mini
 
§ 91.7 Civil aircraft airworthiness.

(a) No person may operate a civil aircraft unless it is in an airworthy condition.

(b) The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight. The pilot in command shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur.
 
beasly said:
heh.

heh.heh.

hee.

hee. hee.

schnortle, cough.

ahem.

sorry.

giggle.

snort.

:laff:

:rotfl:

:rotfl::rotfl::rotfl::rotfl::rotfl:



Sorry, Mx at the last gig I worked at was like that; Enter a squack, next day the page was missing.


On one side is the regs, on the other is $.

Owner sees $$$$$

Guess what Mx does.

I resigned btw.


b.
Click to expand...
Who is that hottie? Dang....that's my dream woman.
 
Itchy said:
Non sequential log page numbers = BIG RED FLAG when the faa takes a gander at it.
Click to expand...

Because the FAA is staffed with intelligent people full of diligence and concern with, first and foremost, safety. Their commitment to safety is equaled in their natural common sense. I have found that FSDO staff, for the majority, are groups of people who drop their egos at the door and stay at the office well past 2pm, even on fridays and weekends, and are committed to the flying public. Truly civil servants. Of course there are a few bad apples.

I can't remember if I mean the above, or the exact opposite.
 
What about some of the larger, more "structured" companies out there such as the fractionals and majors?

What is your procedure after encountering a defect. Do you write it yourself, and abide by the MEL, or just let dispatch know and have it fixed when convenient to the company?
 
Prodrive555 said:
What about some of the larger, more "structured" companies out there such as the fractionals and majors?

What is your procedure after encountering a defect. Do you write it yourself, and abide by the MEL, or just let dispatch know and have it fixed when convenient to the company?
Click to expand...
Step 1 - Call Maintenance
Step 2 - Tell them what's wrong
Step 3 - Do what they say
Step 4 - Tell Dispatch
Step 5 - Go to hotel...and probably get ready to be sent home for writing up a grounding item. It happens...
 
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