FAILURE TO FOLLOW PROCEDURES WHILE PERFORMING AIRCRAFT INSPECTIONS CFR 91, 125, 135, AND 121. 

This training uses a scenario of an actual aircraft incident involving a Cessna 182 aircraft. Although the incident involves a small general aviation aircraft, this training is applicable to any Aviation Maintenance Technician. Whether you work on small aircraft or for a large air carrier, this training module will benefit you.  

The objective of this lesson is to provide the Aviation Maintenance Technician…

 
 
 

The aircraft incident involves a certificated mechanic we’ll name Charlie, who holds ratings for Airframe & Power Plant. Charlie has been working for the owner of a small aviation business we will name Mr. Wright, who rents aircraft to the public. Charlie has been routinely performing inspections and maintenance on Mr. Wright’s aircraft. Although an inadequate inspection resulted in a serious aircraft incident, it was fortunate that it didn’t result in a fatal accident.  

Charlie: Hello 

Mr. Wright: Hello Charlie, this is Mr. Wright… I’ve got some good news and bad news. I rented our Cessna 182M to a pilot and passenger today. I just got a phone call from the National Transportation Safety Board (NTSB) reporting that the pilot called them and advised they were involved in a serious incident today. 

Charlie: What happened? Is anybody hurt? Is the aircraft damaged? 

Mr. Wright: No Charlie, nobody got hurt and the aircraft is not damaged. However, this could have been a fatal accident. The NTSB said the pilot reported that he and his passenger took off and climbed to about 2000 feet when they experienced flight control problems. The pilot reported he had lost elevator control. Air Traffic Control (ATC) directed him to closest airfield. Using only elevator trim, pilot safely landed the aircraft at the old Airbase 15 miles away. How about driving over there and check out the aircraft to see if you can determine what went wrong. I also got a call from the FAA and they are interested in what caused the incident 

Charlie: OK, I am on my way 

While driving to the aircraft, Charlie recalls he performed the last two 100 hour inspections. The most recent was done less than 5 hours ago. In conjunction with the last 100 hour inspection, an annual inspection also had been completed by an IA. The aircraft appeared to be in great shape. He asks himself, did I do a thorough inspection? Did I miss anything? Did the aircraft meet all airworthiness requirements when I approved it for returned it to service? 

Select the best answer to the following question?

A person performing an inspection shall:

  1. Document all discrepancies in the maintenance records
  2. Insure the aircraft is safe for continued flight
  3. Determine all applicable airworthiness requirements are met.
  4. Correct all discrepancies and document only major repairs in the maintenance records.
 
 
 
 

There is a Federal Aviation Regulation that requires a person performing an inspection to determine all applicable airworthiness requirements have been met. It is 14 CFR Part 43 Section 43.15 (a) (1): “Perform the inspection so as to determine whether the aircraft or portion(s) thereof, under inspection, meets all applicable airworthiness requirements….” 

Select the correct answer to the following question?  

Which Code of Federal Regulations provides additional performance rules for inspections?

  1. CFR 14 Part 43
  2. CFR 14 Part 65
  3. CFR 14 Part 121
  4. CFR 14 Part 145
 

14 CFR Part 43 “Maintenance, Preventative Maintenance, Rebuilding, and Alterations” provide performance rules for certificated mechanics regarding inspections? 

Notice the word “inspection” is not in the title of Part 43.  Do you know why?  Because the definition of “maintenance” found in FAR Part 1, is defined as “inspection, overhaul, repair, preservation, and the replacement of parts, but excludes preventative maintenance.” 
 
 

The specific rule for inspections is found in 14 CFR Part 43.15(a) (1), Additional Performance Rules for Inspections: 

Each person performing an inspection required by FAR Part 91, 125, or 135 of this chapter shall perform the inspection so as to determine whether the aircraft, or portion(s) thereof under inspection, meets all applicable airworthiness requirements. 

What does “meets all applicable A/W requirements” mean? 

It means at the time you approve the aircraft for return to service, such as after an inspection, you have determined the aircraft meets type design and is in condition for safe operation.   

Type Design means the aircraft still conforms to the Type Certificate Data Sheet and Supplemental Type Certificate. 

All airworthiness requirements also includes all applicable Airworthiness Directives have been complied with, all Field Approvals, Major Repairs and Major Alterations, and still meet applicable airworthiness requirements. (FAA form 337) 

The Cessna 182 may not have met Type Design and was not safe for continued operation when it was approved for return to service. The post incident evaluation of the elevator control system revealed an amazingly rare finding.  

Let’s continue and find out what Charlie found. 

“Charlie arrives at the aircraft and performs an evaluation. He does not find any physical problems with elevators or cable attachments at the tail of the aircraft. He does notice that when he moves the elevators by hand, the control column doesn’t respond.  

Charlie then examines the area under and behind the instrument panel. Charlie must lie on his back and insert his head up and behind the instrument panel. This is a difficult area to inspect. Charlie’s inspection revealed the elevator UP control cable was disengaged from right arm on the bellcrank control tube that’s located behind the instrument panel.

The safety hardware was MISSING where the UP cable swage is connected to the bellcrank right arm. Safety hardware was also missing from left arm on the bellcrank control tube bus quadrant where elevator DOWN cable is connected to the system. However, fortunately the DOWN cable remained connected. This aircraft incident certainly would have resulted in a fatal accident if both cables became disengaged! 
 

The safety hardware is located on top of the arms, which is hidden from normal view, when installed in the aircraft.  

Only careful examination with simple inspection aids such as a flashlight and mirror would enable a mechanic to detect of the missing hardware.  

Each cable end swage is required to be secured in the bellcrank arm with safety hardware. 

The correct hardware consists of a clevis bolt, washer, castle nut and cotter pin.  

If installed properly with cotter pin, what do you think is the probability of this hardware falling out of both bellcrank arms? A thorough search inside the aircraft did not result in any of the hardware pieces being found. 

The Cessna 182 instrument panel has limited accessibility and the area behind it is extremely cramped and loaded with a variety of radio equipment, instruments, wires, and other components. 

This confined environment increases the difficulty of inspecting that may have attributed to the mechanic overlooking the missing hardware. 

Mechanic knowledge, experience, and technique are challenged in this type of environment. The mechanic must focus attention on specific components and systems and completely inspect each component thoroughly before moving on to the next. 

Why were these items overlooked during this inspection? Was checklist used? Was the checklist adequate? If it was adequate, was it used effectively?  

There is a Federal Aviation Regulation that requires the mechanic to use a checklist, with specific scope and detail, when performing a 100 hour or annual inspection?  

Select the correct answer from the following:

  1. Each person performing a 100 hour inspection shall use a checklist that includes the scope of Appendix D of FAR Part 43.
  2. Each person performing an annual or 100 hour inspection shall use a checklist that includes the scope and detail of 14 CFR, Part 43, Appendix D
  3. Each person performing an annual or 100 hour inspection shall use a checklist that includes the detail of Appendix D of FAR Part 43.
 

The specific rule is 14CFR Part 43.15:

c) Annual and 100hour inspections 

(1) Each person performing an annual or 100 hour inspection shall use a checklist that includes the scope and detail of Appendix D of FAR Part 43. 

14 CFR Part 43, Appendix D directs that each person performing an annual or 100 hour inspection shall inspect the following components of the cabin and cockpit group: 

Flight and engine controls for improper installation and improper operation. 

This item includes the ELEVATOR cable installation behind the instrument panel. It means inspect ALL flight controls for improper installation and improper operation. The condition of improper installation includes detecting missing safety devices within the system.  

14 CFR Part 43, Appendix D directs that each person performing an annual or 100 hour inspection shall inspect the following components of the CABIN and COCKPIT group: 

All systems for improper installation, poor general condition, apparent and obvious defects, and insecurity of attachment. 

This item also includes inspecting the ELEVATOR cable system for improper installation, poor general condition apparent, obvious defects, and insecurity of attachment. The condition of improper installation, apparent, obvious defects, and insecurity of attachment includes detecting missing safety devices in the entire system. 

14 CFR Part 43, Appendix D directs that each person performing an annual or 100 hour inspection shall inspect the following components of the FUSELAGE and HULL group for: 

“Systems and components—for improper installation, apparent defects, and unsatisfactory operation.” 

This item also includes inspecting the ELEVATOR cable system for improper installation, poor general condition apparent defects, and unsatisfactory operation. The condition of improper installation and apparent defects includes looking for missing safety devices in the entire system. 

Mechanic understanding Appendix D and their training, knowledge, and experience on the aircraft will dictate the quality of inspections they perform. 

Charlie didn’t use Appendix D. He used the inspection guide and checklist from the Cessna Service Manual. Let’s see how it compares to 14 CFR Part 43, Appendix D regarding guidance to mechanics for inspecting the elevator control system? 

The Cessna Service Manual Inspection Guidelines state:  

“Inspect moveable parts for: lubrication, servicing, security of attachment, binding, excessive wear, safetying, proper operation, proper adjustment, correct travel, cracked fittings, security of hinges, defective bearings.

The Cessna Service Manual Inspection Checklist includes inspect the: 

“Airframe Group: Control column bearings, pulleys, cables & turnbuckles, control lock, control wheel, and control column mechanism.” 

“Control Systems: Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles, and fairleads.”  

Although not specifically stated in the Cessna inspection guidelines and checklist, as with Appendix D, it includes inspecting the ELEVATOR control system for missing safety devices.  The mechanic is expected and required to inspect all moveable parts for required safety devices. 

Our review of both, CFR 14 Part 43, Appendix D and the Cessna Service Manual inspection guidelines and checklist, reveal they provide the guidance although broad and generic, that should have resulted in detection of the missing hardware during this inspection. 

If the Cessna Service Manual guidance was used, there may have been other factors ….or CAUSES that attributed to the inadequate inspection that resulted in this near fatal accident?  
 

Twelve of the most common CAUSES of human error in maintenance have been identified and termed The Dirty Dozen. If we minimize or control these 12 causes of errors, we will eliminate a very high percentage of maintenance related events. 

All of us make mistakes. No matter how hard we try, that will never change! However, as aviation maintenance technicians, you must take the proper steps to MINIMIZE errors. It is a matter of SAFETY! It is also a matter of pride in your work and a matter of cost control for you company. You can minimize errors by using all your senses, developing and using effective inspections techniques and job aids. 

Which of the following actions would increase the likelihood of a mechanic performing a more thorough inspection?

  1. Use of inspection aids (i.e. flashlight and mirror)
  2. Move component full travel while inspecting system.
  3. Keep focused on inspecting one specific component or system at a time
  4. All of the above
 
 

However FOCUS is most critical to maintain while inspecting an aircraft. Even though you have all necessary inspection aids, a checklist and effective inspection techniques, your focus is constantly being challenged by DISTRACTIONS.  

DISTRACTION is one of the 12 Dirty Dozen causes of human error in maintenance. It is defined as an unlimited number of possible events/conditions that interrupt one’s ability to focus on a specific task. 

Using detailed checklists and going back three steps when you return to the job will reduce the likelihood of overlooking defects. 

If you recall, Appendix D and Cessna Inspection both state what to inspect but in very broad generic terms. Mechanic focus can be increased by developing a more DETAILED inspection checklist that breaks the aircraft into specific areas, systems or components. Although the checklist may be extremely detailed it must include the scope and detail of FAR 43, Appendix D.  

A well prepared, very detailed thorough and comprehensive inspection checklist may significantly improve the quality of inspections performed by mechanics. However to develop one requires the mechanic to have certain qualifications. 
 
 
 

Which of the following is necessary to develop a comprehensive detailed inspection checklist?

  1. Training
  2. Experience
  3. Knowledge of Current Manuals
  4. All of the above
 

Which of the following examples would provide the most effective checklist item for inspecting the Cessna elevator cables?

  1. Flight and engine controls for improper installation and improper operation.
  2. Control System cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles, and fairleads.
  3. Elevator control cables for:
  1. All systems for improper installation, poor general condition, apparent and obvious defects, and insecurity of attachment.
 

Both certificated mechanics and non certificated mechanics work on large aircraft operated under CFR Part 121. They have the advantage in using the certificate holder’s very thorough manual system as well as prepared work cards.

However, using inspection checklists or prepared workcards alone may not be assurance that adequate inspections/task will be performed. A mechanic may lack the knowledge to effectively use the available inspection guidance.  

Lack of Knowledge is another of the 12 Dirty Dozen common causes of human error in maintenance. It is defined as failure to have training, information, and/or ability to conduct a task. Mechanics must ask if they don’t know and/or use current manuals to determine and maintain their knowledge of the procedures to do the task properly. 

The quality of work is influenced by certain attributes of a mechanic. Recall the inspection guidance we addressed previously. The level of detail, contained in 14 CFR Part 43, Appendix D, the Cessna Service Manual inspection guidance, and inspection workcards, is expected to be used by mechanics with an expected level of experience, training, and knowledge.  

Which of the following attributes will affect quality of inspections performed by a mechanic?

  1. Level of Experience
  2. Level of Training
  3. Level of Knowledge
  4. All of the above
 
 
 
 

Experience, Training, and Knowledge, although closely related, have unique meanings. 

Experience is the act of having performed the task before. Repetitive acts will increase the mechanics ability to complete the task properly. 

Having performed the task before is such an important attribute that it’s a requirement in the Federal Aviation Regulation. It can be found in 14 CFR Part 65.81, General privileges and limitations. 

The Maintenance Personal Minimums Checklist ALSO contains the question, “Have I performed the task previously?  It is one of the 10 questions a mechanic should ask themselves, and honestly answer, before doing a task. 

Although experience is increased by doing repetitive tasks also increases the potential for another one of the 12 Dirty Dozen common causes of human error in maintenance called COMPLACENCY. 

Complacency is defined as overconfidence from repeated experience on a specific activity.  

Repetitive inspections, such as annual and 100 hour inspection, are ripe candidates for this.  

Mechanics must expect to find errors and not sign off inspections if they did not thoroughly complete the inspection 

Training is instruction to increase mechanic proficiency to perform the task. 

The Maintenance Personal Minimums Checklist contains the question, “HAVE I HAD THE PROPER TRAINING TO SUPPORT THE JOB TASK? It is another one of the 10 questions a mechanic should ask themselves, and honestly answer, BEFORE doing a task.  

Knowledge is the range of information or understanding a mechanic has about a particular task. 

The Maintenance Personal Minimums Checklist contains the question, “DO I HAVE THE KNOWLEDGE TO PERFORM THE TASK? It is another one of the 10 questions a mechanic should ask themselves, and honestly answer, BEFORE doing a task. 

The Dirty Dozen refers to the 12 major causes of human errors in maintenance. Lack of Knowledge also is one of those causes.   

It is the “Failure to have training, information, and/or ability to conduct a task”

Mechanics can reduce this cause by:

1. Asking questions when they don’t know

2. Using the current manuals 
 
 

14 CFR Part 65, Subpart D applies to all mechanics.  

Depending upon AUTHORIZATIONS or RATINGS held, a certificated mechanic may perform or supervise certain inspections which ultimately result in approval for return to service. However, the requirements in 14 CFR Part 65, Section 65.81(a) must be complied with. 

A certificated mechanic may not supervise the maintenance, preventative maintenance or alteration of, or approve and return to service, any aircraft or appliance, or part thereof, for which he is rated UNLESS.

  1. He has satisfactorily performed the work concerned at an earlier date or
  2. Shown his ability to do it by performing it to the satisfaction of the Administrator or
  3. He is under the direct supervision of a certificated and appropriately rated mechanic, or certificated repairman who has had previous experience in the specific operation concerned.
  4. All of the above
 

Review (14 CFR part 65, section 65.81(b)

A certificated mechanic may not exercise the privileges of his certificate or rating UNLESS:

  1. he understands the current instructions of the manufacturer for work concerned
  2. he has access to maintenance manuals
  3. he has access to current maintenance instructions
  4. he understands the current instructions of the manufacturer, and the maintenance manuals for the specific operation concerned
 

Now back to this particular Cessna scenario. The post incident inspection revealed other indications that an adequate annual or 100 hour inspection may have not been performed.  

When the floor panels, over the rudder pedals, were removed to conduct search for hardware, a loose check nut was found on push pull rod, on the pilots right rudder pedal linkage. 

The check nut is a safety device that secures the rod end in the control rod. 

The investigation revealed that the certificated mechanic did not remove these panels during the previous inspections. 

Which aspect of human error may have attributed to failure of the mechanic to remove the rudder pedal panels before doing the 100 hour inspection?

  1. Lack of knowledge
  2. Norms adopted by mechanic
  3. Complacency
  4. Any of the above
 

Any of these may have applied. Previously, we discussed Complacency and the Lack of Knowledge which are two of the 12 Dirty Dozen common causes of human failure in maintenance. But NORMS is another Dirty Dozen cause that also may have been a factor why the panels were not removed. 

NORMS are defined as standard practices, usually undocumented, adopted by an organization or group. In the case of the Cessna 182, 100 hour inspection, the mechanic revealed the panels were too difficult to remove and reinstall. An undesirable NORM may have been adopted. 

Existing NORMS don’t make it right. Good safety procedures were not followed because critical components located under the panels were not inspected resulting in a defect on critical components not being detected. 
 
 

14 CFR Part 43, APPENDIX D REQUIRES a certificated mechanic to open up the aircraft before beginning an annual or 100 hour inspection. 

(READ PARAGRAPH A of Appendix D) 

In the case of this Cessna 182, the mechanic made a decision not to remove the rudder pedal panels. The result of this decision was failure to detect on a critical component.  

The decisions mechanics make depends upon their experience, knowledge and training. Decisions regarding the conduct an inspection are also influenced by preexisting conditions.  To emphasize this relationship we have created several scenarios. 

Select the best answer or answers for each scenario. 

A mechanic, who is well experienced and knowledgeable on Cessna aircraft, is preparing to perform a 100 hour inspection on a Cessna aircraft he has not inspected previously. The owner says he wants the inspection done as quickly as possible to put the aircraft into service. The aircraft appears to be in impeccable condition and the maintenance records are well maintained. The mechanic should:

  1. Complete the MAINTENANCE “Personal Minimums” Checklist BEFORE and AFTER the inspection.
  2. Meet with owner and review the maintenance records together. Advise the owner that added time is needed to do extensive research of the maintenance history.
  3. Thoroughly clean aircraft and aircraft engine before the inspection. Remove all inspections plates and open all access doors, fairings and cowling. Use a comprehensive, detailed checklist to perform a thorough and intense examination of the aircraft to determine all applicable airworthiness requirements are met.
  4. All of the above
 

The mechanic should meet with owner to review/discuss maintenance records. He should exercise assertiveness and advise that since the he has no prior knowledge regarding this specific aircraft a detailed historical research of Airworthiness Directives, major repair and alterations, and service data is required. Adequate time will be needed to perform the extensive research and do a thorough inspection to determine all applicable airworthiness requirements are met. 

Lack of ASSERTIVENESS is another Dirty Dozen cause of human error. It is the failure to speak up or otherwise document concerns about instructions/orders or actions of others.

Mechanics must put safety first and JUST SAY NO if safety may be compromised. 

Scenario 2: A mechanic, who is well experienced and knowledgeable on Cessna aircraft, is preparing to perform a 100 hour inspection on an aircraft he has maintained and inspected continuously for the past two years.  The mechanic should:

  1. Complete the MAINTENANCE “Personal Minimums” Checklist BEFORE and AFTER the inspection.
  2. Thoroughly clean aircraft and aircraft engine before the inspection. Remove necessary inspection plates and open necessary access doors, fairings, and cowlings.
  3. Use a detailed comprehensive checklist to determine all airworthiness requirements are met.
  4. All of the above
 

A thorough inspection will be performed but much quicker than in scenario # 1. The extensive historical research is not necessary, the mechanic knows the condition of aircraft inside and out, and he is knowledgeable how it’s been maintained and operated.

Incorrect: please try again. 

Scenario 3: A mechanic has performed only one Cessna 150 and one Cessna 172 inspection in the past year. He is preparing to perform a 100 hour inspection on a Cessna 172 used extensively as a flight training aircraft that was just purchased by his boss. The mechanic should:

  1. Complete the MAINTENANCE “Personal Minimums” Checklist BEFORE and AFTER the inspection.
  2. Meet with owner and thoroughly review maintenance records.
  3. Thoroughly clean aircraft and aircraft engine, remove all inspections plates, and open all access doors, fairings and cowling. Use a comprehensive detailed checklist and perform a thorough inspection to determine all airworthiness requirements are met.
  4. All of the above
 
 
 

Again let’s return to the Cessna incident. Another serious defect was found during the post incident evaluation.  

The mechanic failed to detect, that a self-locking nut was almost completely backed off a bolt that secures the right aileron’s push pull control rod to the quadrant. 

 
 
 
 
 
 
 

When performing a 100 hour and annual inspection a certificated mechanic must:

 

Up till now we’ve discussed only five of the 12 causes of human error in maintenance; we call these the Dirty Dozen. They are Distraction, Lack of Knowledge, Complacency, Norms, and Lack of Assertiveness.  

There are seven others to be aware of which will help in recognizing and reducing human error in performing tasks. 

LACK OF TEAMWORK is the failure to work together to complete a shared goal. Mechanics should discuss how the job is done and make sure everyone understands and agrees.  

This is extremely important if two inspectors are teamed together using the same checklist or work card to perform an inspection.

Teamwork however, was not a factor during the Cessna 182 inspection, because only one mechanic performed the 100-hour inspection. 

FATIGUE is physical or mental exhaustion which threatens work performance. 

Mechanics should watch for symptoms of fatigue in themselves and others. If fatigued, mechanics should ask others check their work. 

LACK OF RESOURCES is the lack of people, equipment, documentation, time parts, etc., to complete a task. 

Mechanics should plan ahead. Order parts before they are required or have a plan for pooling of loaning parts. 

PRESSURE is External or internal forces demanding high level job performance. It can be real or perceived. 

Mechanics should communicate their concerns and not be afraid to ask for help. 

LACK OF COMMUNICATION is the Failure to transmit, receive, or provide sufficient feedback in order to complete a task. 

Mechanics must never assume anything. Itemize needed and completed work. 

STRESS is a Physical or mental condition resulting from external forces. It may affect health and quality of work. 

A mechanic must take a rational approach to problem solving. Taking short breaks when needed to reassess what you are doing. 

LACK OF AWARENESS is the Failure to see a condition, understand what it is, and predict the possible results. 

Mechanics need to see the BIG safety picture. Don’t let your work conflict with an existing repair. 

The Maintenance “PERSONAL MINIMUMS” CHECKLIST is a tool a mechanic should use to perform a self assessment when doing tasks. It is a list of questions you should ask yourself ………and answer honestly………..before and after performing a task. 

Let’s review the PERSONAL MINIMUMS self assessment checklist items a mechanic should ask BEFORE beginning a task. 

“DO I HAVE THE KNOWLEDGE TO PERFORM THE TASK?” 

Knowledge is having the range of information or understanding to adequately perform a particular task.

Do I have the knowledge of the aircraft or system I am about to inspect?  

Do I thoroughly understand the instructions and information contained in the manufacturer’s maintenance manual, Airworthiness Directives, Type Certificate Data Sheets, Supplemental Type Certificate, Service Bulletins, Service Instructions, appropriate inspections checklists or inspection work cards? 

Do I know the maintenance and operational history of the aircraft that I am about to inspect? 

“DO I HAVE THE TECHNICAL DATA TO PERFORM THE TASK?” 

Do I have the current manufacturer’s maintenance manual and do I understand the procedures it contains? Do I have access to Airworthiness Directives, Type Certificate Data Sheets, Supplemental Type Certificate, Service Bulletins, and Service Instructions? Do I have the appropriate inspection checklist or inspection work cards and do I understand the instructions. 

Do I have data that is applicable to the specific tasks about to be performed? 

“HAVE I PERFORMED THE TASK BEFORE”?

Do I have enough experience from previously performing the task, to  do the task correctly without supervision?

“DO I HAVE THE PROPER TOOLS AND EQUIPMENT TO PERFORM THE TASK?” 

Do I have necessary inspection aids such as flashlight, mirror? Do I have and know how to properly use special tools/equipment required by applicable maintenance manuals? Have the tools, that require calibration, been checked recently? 

“HAVE I HAD THE PROPER TRAINING TO SUPPORT THE JOB TASK”? 

Did I get adequate formal training or on the job training. Was I provided with adequate instructions to properly perform the task without supervision?

Are my inspection techniques effective? 

“AM I MENTALLY PREPARED TO PERFORM THE JOB TASK?” 

Am I confident that I can do the job properly? 

Do I possess the assertiveness to speak up or otherwise document concerns about instructions, questionable procedures or action of others? 

If distractions occur, am I prepared to effectively cope with them so task accomplishment is not affected? 

“AM I PHYSICALLY PREPARED TO PERFORM THE TASK”? 

Am I focused on the job I am about to do? 

Am I rested? If I recognize symptoms of fatigue in myself,  I should ask others to check my work. 

Am I experiencing any stress? 

“HAVE I TAKEN THE PROPER SAFETY PRECAUTIONS TO PERFORM THE TASK?” 

Am I cognizant of safety hazards and tried to eliminate or reduce them? 

“DO I HAVE THE RESOURCES AVAILABLE TO PERFORM THE TASK”? 

Have a planned effectively to know what resources I need and where to get them when needed? 

“HAVE I RESEARCHED THE FAR’S TO ENSURE COMPLIANCE”? 

Do I know what FAR’s are applicable and do I understand what they say? 

Do I understand which Airworthiness Directives apply and do I understand the instructions? 
 

We just finished discussing 10 questions a mechanic should ask BEFORE performing a task. There are also a 10 assessment questions a mechanic should ask AFTER completing a task. These are: 

“DID I PERFORM THE JOB TASK TO THE BEST OF MY ABILITIES?” 

“WAS THE JOB TASK PERFORMED TO BE EQUAL TO THE ORIGINAL”? 

“WAS THE JOB TASK PERFORMED IN ACCORDANCE WITH APPROPRIATE DATA”? 

“DID I USE ALL THE METHODS, TECHNIQUES, AND PRACTICES ACCEPTABLE TO THE INDUSTRY”? 

DID I PERFORM THE JOB TASK WITHOUT PRESSURES, STRESS, AND DISTRACTIONS? 

Remember that pressure, stress, and distractions are three of the 12 common causes of human errors in maintenance. 

PRESSURE is external or internal forces demanding high level job performance. It can be real or perceived.   

If you’re feeling pressures on the job you should communicate your concern or ask for help 

STRESS is Physical or mental conditions resulting from external forces. It may affect health and quality of work. If you are experiencing stress you should: 

Take a rational approach to problem solving

Take a short break when needed 

DISTRACTION it’s An unlimited number of possible events/conditions that interrupt one’s ability to focus on a specific task. You can’t eliminate all distractions but you can reduce their affects by: 

Going back three steps when you return to the job

Using detailed checklists to keep track of your progress 

“DID I REINSPECT MY WORK OR HAVE SOMEONE INSPECT MY WORK BEFORE RETURN TO SERVICE”? 

“DID I MAKE THE PROPER RECORD ENTRIESFOR THE WORK PERFORMED”? 

“DID I PERFORM THE OPERATIONAL CHECKS AFTER THE WORK WAS COMPLETED”? 

“AM I WILLING TO SIGN ON THE BOTTOM LINE FOR THE WORK PERFORMED”? 

“AM I WILLING TO FLY IN THE AIRCRAFT ONCE IT IS APPROVED FOR THE RETURN TO SERVICE”? 

The MAINTENANCE “Personal Minimum” CHECKLIST is available in a convenient pocket size. You can keep it with you on the job and refer to it each time you are performing a task.