|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : 3ck|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft|
|Flight Phase||ground : parked|
|Function||flight crew : single pilot|
|Qualification||pilot : private|
pilot : instrument
|Experience||flight time last 90 days : 20|
flight time total : 760
flight time type : 650
|Affiliation||government : faa|
|Function||other personnel other|
|Qualification||other other : other|
|Anomaly||non adherence : far|
other anomaly other
|Independent Detector||other other : unspecified|
|Resolutory Action||none taken : detected after the fact|
|Air Traffic Incident||other|
I have wanted for 2 yrs to attend the pace program offered by the dupage FSDO but this was the first yr I was able to get a reservation. This was supposed to be a no pain, no violation courtesy spot check by an FAA airworthiness inspector and an operations inspector. I have in the past felt good about attending as many of the accident prevention seminars as possible, both pilot and technician. They reviewed the logbooks, flight manual, west/B and documents, and the aircraft. Items found were a not completely legible compass card, 2 yrs previous a radio had been replaced by a certified repair station and a new west/B but not a 337 form. He also mentioned a possible airworthiness directive on the ammeter (I have not found one on research that applies) and the results of fabric burn tests were not in the logbooks (I have obtained copies of these) on fabric replacements on the seats and wall panels. It is my intention to comply with all regulations and keep this aircraft airworthy. I came away from this experience frightened and certainly have learned to be far more vigilant. I hope I have not left myself open to problems and would certainly suggest to someone planning to attend a pace program to go over their aircraft logbooks and documentation, and perhaps with someone other than owner or usual mechanic to spot discrepancies and correct them before they are found by a ramp check.
Original NASA ASRS Text
Title: SOME AREAS OF NON COMPLIANCE FOUND ON ACFT DURING NO VIOLATION COURTESY SPOT CHK BY FAA INSPECTOR.
Narrative: I HAVE WANTED FOR 2 YRS TO ATTEND THE PACE PROGRAM OFFERED BY THE DUPAGE FSDO BUT THIS WAS THE FIRST YR I WAS ABLE TO GET A RESERVATION. THIS WAS SUPPOSED TO BE A NO PAIN, NO VIOLATION COURTESY SPOT CHK BY AN FAA AIRWORTHINESS INSPECTOR AND AN OPS INSPECTOR. I HAVE IN THE PAST FELT GOOD ABOUT ATTENDING AS MANY OF THE ACCIDENT PREVENTION SEMINARS AS POSSIBLE, BOTH PLT AND TECHNICIAN. THEY REVIEWED THE LOGBOOKS, FLT MANUAL, W/B AND DOCUMENTS, AND THE ACFT. ITEMS FOUND WERE A NOT COMPLETELY LEGIBLE COMPASS CARD, 2 YRS PREVIOUS A RADIO HAD BEEN REPLACED BY A CERTIFIED REPAIR STATION AND A NEW W/B BUT NOT A 337 FORM. HE ALSO MENTIONED A POSSIBLE AIRWORTHINESS DIRECTIVE ON THE AMMETER (I HAVE NOT FOUND ONE ON RESEARCH THAT APPLIES) AND THE RESULTS OF FABRIC BURN TESTS WERE NOT IN THE LOGBOOKS (I HAVE OBTAINED COPIES OF THESE) ON FABRIC REPLACEMENTS ON THE SEATS AND WALL PANELS. IT IS MY INTENTION TO COMPLY WITH ALL REGS AND KEEP THIS ACFT AIRWORTHY. I CAME AWAY FROM THIS EXPERIENCE FRIGHTENED AND CERTAINLY HAVE LEARNED TO BE FAR MORE VIGILANT. I HOPE I HAVE NOT LEFT MYSELF OPEN TO PROBS AND WOULD CERTAINLY SUGGEST TO SOMEONE PLANNING TO ATTEND A PACE PROGRAM TO GO OVER THEIR ACFT LOGBOOKS AND DOCUMENTATION, AND PERHAPS WITH SOMEONE OTHER THAN OWNER OR USUAL MECH TO SPOT DISCREPANCIES AND CORRECT THEM BEFORE THEY ARE FOUND BY A RAMP CHK.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.