May, 1998

Published by

The FAA’s Honolulu
Flight Standards District Office
135 Nakolo Place
Honolulu, HI 96819

Safety Program Managers
Operations
Scott Allen
808/837-8307 or e-mail
scott.e.allen@faa.dot.gov

Airworthiness
Jim Hein
808/837-8335 or e-mail
jim.r.hein@faa.dot.gov

BRAIN FUEL
Make sure you have enough before you fly.

By Fred P. Harms,
Safety Program Manager,
St. Louis FSDO

Each of us has experienced fatigue at one time or another. Most jobs in aviation don’t lend themselves to "normal" hours, and even those that do, always have those wonderful times of urgency when the pace really steps up. In addition to work related events, we all have other influences in our lives that add pressure and lead to fatigue. It’s part of life, and it’s been getting more a part of all our lives because of downsizing, increased competition and responsibility.

When our brain is fatigued it is considerably slower in its ability to process information from the senses, causing information to be lost. Fatigue also disrupts our timing. Instead of being in the "groove," and moving things along at a rhythm that allows each task to be performed harmoniously with other tasks, we slow down, and must perform each task separately. Relatively simple things take forever and we often have to repeat things because of errors.

Judgment and reasoning are the mental processes we use to form opinions, evaluate and compare information. Forethought is the process of making judgments about something beforehand, and how to handle those things. Initiative is the mental power to take action. Working together, forethought is the function that sees the need to act, initiative is the spark that makes the action happen, and judgment and reason assure that the response is correct. Fatigue touches each one of these processes, and even though it’s a natural function, it is just as dangerous as alcohol.

Fatigue accidents are often related to omission errors. The equipment is usually operating properly and there are no signs of any other problems. The mishap occurs for no apparent reason. The task being performed is usually one that is relatively easy and has been done before, but due to fatigue, stress, heat, noise or emotional problems, the operator may find that their capabilities are no longer adequate.

Some typical situations associated with fatigue and task saturation are:

Failure to extend landing gear after a long day’s flying.
Not properly securing a cowling or inspection plate after staying late to complete the job.
Ground handling an aircraft into a hangar structure, or another aircraft.
Mis-fueling an aircraft.
Mixing-up or using the wrong call signs.
Unnecessary risk taking.
Misreading critical information.

As it happens, the end of a task is normally the most critical time--landing the aircraft, completing the inspection, reattaching everything that was disconnected. It is also the time when our capabilities may be at their lowest levels. We often think that we can counteract fatigue by using caffeine containing beverages. "Put on a fresh pot of coffee and call home to tell them you’ll be late." The real effect of caffeine is that it masks fatigue. We don’t feel tired, therefore, we must be alert. Not so. It stimulates our body, but it doesn’t do much for stimulating our judgment. And, when its effects wear off, we drop further, faster.

A common lie we all tell ourselves is that we know when our performance is being adversely affected by fatigue. Our reasoning and subjective judgment skills are the first to go, so any evaluation we make regarding our performance under those conditions will likely be flawed. The Army did tests on soldiers who were allowed to get only four hours of sleep each night for several weeks. When asked how they were performing, their subjective evaluation of their performance indicated that they thought they were functioning quite well, Objective tests showed that they were actually functioning at about 30-35% of their normal capacity. If you don’t believe it, steal your kid’s Game Boy computer and compare your Tetris scores when you’re tired and when you’re rested.

There are a few objective questions we can ask ourselves, and if we truly answer them, we can more accurately determine whether we are fatigued. Am I tired? Probably the most obvious one, but also the most ignored. Have I been awake for more than 12 hours? Even if I began well rested, after twelve hours my performance is going to begin to erode. Am I experiencing clumsiness or mental lapses? Higher than normal anyway? Am I irritable, upset, or angry? I.E., do I drive to work on I-55 northbound, I-40 eastbound, or I-70 in either direction? Have I had anything close to regular nutritious meals? A six-pack of beer and a bag of peanuts is not a seven-course meal.

Skill and determination are simply not enough to overcome fatigue. Combined with task saturation, the two can be an expensive and potentially deadly mix. I hope this has been food for thought. Fly safely.

IN THE HANGAR

With Jim Hein

Isn’t the Mechanic responsible for airworthiness when he or she signs the maintenance log book?

In the March issue, I discussed Pilot/Owner Maintenance Record Responsibilities. The bottom line there is that the pilot/owner is responsible for all of the aircraft maintenance records, including the wording of the entries themselves. The obvious question then is, "what are the mechanic’s responsibilities for the maintenance log book entries?" Here’s a couple of questions that have surprising answers. Try to answer them before you read my answers.

Q1. If a mechanic has performed an Annual or 100 hour inspection and signed it off in accordance with Section 43.11 (an "Inspection" sign off), how long is that mechanic held responsible for the airworthiness of the aircraft?

Q2. If a mechanic has performed servicing, a repair, or an alteration and signed it off in the aircraft’s logbooks in accordance with Section 43.9 (a "maintenance performed" sign off), how long is that mechanic held responsible?"

Hold on to your hat, the answer to question one might surprise you. After a mechanic/IA "certifies" that an Annual or 100 hour inspection has been performed in accordance with Section 43.11, he or she is only responsible for the airworthiness of the aircraft until the ink used for his or her signature has dried. You see, when a maintenance technician signs off a 100 hour or Annual Inspection, that technician is certifying that the aircraft is airworthy at that very moment in time. Once the aircraft leaves the hangar, the control over the status of the aircraft leaves his or her hands. The FAA does not hold that mechanic responsible for the continued airworthiness of an aircraft since it is no longer in his or her care. After all, how is it possible for the mechanic to be responsible for any maintenance, servicing, alterations, or repairs that are performed on the aircraft in the future? What the mechanic/IA is signing off is the aircraft’s past ... not its future.

However, the mechanic/IA who signs off the Annual or 100 hour inspection cannot breathe too easy. The FAA holds that technician responsible for any repairs, alterations, service bulletins, AD compliance, or other maintenance done to the aircraft clear back to the aircraft’s first airworthiness certificate; be it six months ago, six years ago, or 60 years ago ... he or she is taking responsibility for anything that has happened or (didn’t happen and should have) to the aircraft in the past. The mechanic/IA who signs off a 100 hour or Annual inspection is certifying that everything done (or not done) to the aircraft up to his or her signature, meets standards in accordance with Section 91, 23, and 43 of the rules and regulations. He or she is basically stating that all of the work done by other mechanics prior to the inspection has been found to meet the standards for airworthiness. If he or she misses something, then a possible non-compliance situation exists for both the owner and that mechanic/IA ... to say nothing of the potential for an unairworthy aircraft.

But what about when a mechanic makes a repair or alteration to the aircraft as described in question two? Is that one of those "dried ink" stories as well? Absolutely not! When work on an aircraft is performed and is logged in accordance with Section 43.9, the person responsible for that repair, alteration, servicing, or preventive maintenance is only responsible for that work until it is inspected, replaced, altered, or repaired again. Since an Annual or 100 hour inspection encompasses all of that, a mechanic is only responsible for work he or she actually performed (or supervised) for approximately a year (or less); because the next Annual or 100 hour inspection sign off will "certify" that all of the work previously done meets the standards of Section 23, 43, and 91 of the rules and regulations. In other words, a mechanic who does maintenance after a 100 hour or Annual Inspection is only responsible for that work until the next 100 hour or Annual Inspection is performed.

Let’s summarize. We have three individuals, one airworthiness standard, and different lengths of time that each is held responsible for the airworthiness of the aircraft. The aircraft’s owner or operator is primarily responsible for the airworthiness of the aircraft as long as he or she owns it. However, the mechanic who performs work on the aircraft shares the responsibility with the owner until the next inspection. If no maintenance entries are ever made between the annual or 100 hour inspections, then the owner holds sole responsibility for the airworthiness of the aircraft. The mechanic who performs the Annual or 100 hour inspection becomes responsible for work performed prior to the inspection. When that inspection sign off occurs, the responsibility stops for the mechanic who had previously performed the work. The mechanic who signs off the Annual or 100 hour inspection is making a certified statement that the aircraft meets the standards for its airworthiness ... at that exact time when the inspection/signature took place. He or she is now taking responsibility for anything that happened (or didn’t happen) prior to the inspection sign off.

..... and the airworthiness responsibility cycle begins again.

SAFETY SEMINARS

Aviation Safety Seminar - Kauai
Date: Tuesday, May 5, 1998, 6:30 - 8:30 P.M.
Where: Kauai CAP - Kauai Commuter Terminal
Contact: Jim Hein (808) 837-8335; Scott Allen (808) 837-8307;
Bill Enoka (808) 644-2716

Wings Safety Meeting - Kona
Date: Tuesday, May 12, 1998, 6:00 - 8:00 P.M.
Where: Kona
Contact: Scott Allen (808) 837-8307; Jim Hein (808) 837-8335;
Phil Auldridge 808/969- 2000

Wings Safety Meeting - Maui
Date: Thursday, May 21, 1998, 7:15 - 9:15 P.M.
Where: Cameron Center
Contact: Scott Allen (808)837-8307; Jim Hein (808) 837-8335

Wings Safety Meeting - Honolulu
Date: Thursday, May 28, 1998, 7:00;- 9:00 P.M.
Where: HNL-FSDO Conference Room
Contact: Scott Allen (808)837-8307; Jim Hein (808) 837-8335

Note for all Seminars - No reservations are required unless otherwise noted. - Never a fee. - For more information contact the Safety Program Managers listed on the front page. All FAA Safety Seminars satisfy the requirements of AC-61.91H; the Pilot Proficiency Awards Program (wings) and /or the Aviation Maintenance Technician Awards Program; AC-65-25A.

OTHER ANNOUNCEMENTS

Hawaiian Flyers Toastmasters - Honolulu
Dates: Thursday, May 7, 1998 and Thursday, May 21, 1998, 5:30 - 6:30 P.M.
Where: Hololulu FSDO Office
Contact: Dennis Noll (808) 837-8324; Jim Hein (808) 837-8335.
Hawaiian Flyers Toastmasters invites anyone interested in improving their listening and speaking skills to attend our fun-filled meetings. We meet on the first and third Thursdays of each month from 5:30 to 6:30 P.M. at the Honolulu FSDO office. For more information, call Dennis Noll (808) 837-8324 or Jim Hein (808) 837-8335.

WINGS PROFICIENCY AWARD PROGRAM

PHASE II
Heinz Gert De Couet

PHASE VI
George W. Read

PHASE VIII
Aimee Kuprash

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