|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : zzz.airport|
|Operator||general aviation : instructional|
|Make Model Name||PA-28 Cherokee/Archer II/Dakota/Pillan/Warrior|
|Flight Phase||climbout : takeoff|
cruise : level
descent : approach
ground : parked
|Function||instruction : instructor|
oversight : pic
|Qualification||pilot : cfi|
pilot : commercial
|Experience||flight time last 90 days : 40|
flight time total : 580
flight time type : 150
|Anomaly||non adherence : published procedure|
non adherence : far
|Resolutory Action||none taken : detected after the fact|
none taken : anomaly accepted
|Problem Areas||Flight Crew Human Performance|
|Primary Problem||Flight Crew Human Performance|
I am certificated flight instructor. I flight instruct part-time as a sub-contractor at a part 61 flight school in houston, tx. 2 weeks after I completed a night training flight with a student, I had reviewed my logbook and realized that I was not legally night current (per 14 cfg 61.57(B)) at the time of the flight. After a more in-depth review of my logbook, I realized that this had happened on at least two other locations without realizing it. This problem greatly concerns me because the lapse in my night currency compromised not only my own safety, but more importantly, my students'. I have a professional responsibility to my students to always be safe. In my case, I believe that there were 3 possible contributing factors. The first and most significant factor was that I did not recognize my own hazardous attitudes towards the flts. Second, I had not placed enough conscious effort in ensuring that I was night current. Maintaining night currency during the summer requires more effort than in the winter because of the longer days. I had also noticed that my night currency also lapsed during the previous summer. And third, my on-going busy schedule was a factor. I had allowed myself to get too busy over a long period of time. This had prevented me from taking the time to check the status of my night currency. I mentioned earlier that my failure to recognize my own hazardous attitudes was a contributing factor. The following hazardous attitudes were encountered: 1) impulsivity. The need to get a student's night training complete at a specific time prevented me from stopping to ask myself 'can I legally do this?' since I make regular night flts, I had perceived myself as being night current. 2) invulnerability. 'I flew at night just a few weeks ago and I did not have any problems. Why would I have any problems tonight?' 3) macho. 'Flying at night is not hard and is no big deal.' however, flying at night is a big deal in that it requires different skills than those that are used during day flts. 4) resignation. A 'what's the use' attitude prevented me from implicitly checking on my night currency status. I believe that my overly busy schedule led to my hazardous attitudes. I was flying a lot, so my confidence was high. These actions may help other pilots avoid finding themselves in the same situation. I plan on following these for myself. 1) if you are a flight instructor, stop booking back-to-back students. 2) schedule a standardized time once a month to review all of your pilot records. 3) initiate the 'buddy system' with a fellow aviator. The buddy system has worked well for many yrs for swimmers and scuba divers. It will work equally well for pilots if they use it. Each buddy will be responsible for requesting and reviewing the other's documents and records on a regular basis. If one buddy is not in compliance in a specific area, the other buddy will assist in remedying the situation. This may include scheduling flight training or a medical appointment while the buddy is right there. A buddy may even act as a safety pilot when required. This will work only when both buddies are proactive in initiating and conducting regular review sessions. 4) as painful as this might sound, regular record reviews by local FSDO's can help pilots remain aware of currency requirements. It would be very important that the FSDO's use this as an opportunity to educate and encourage pilots to maintain their compliance in all applicable areas. If an FSDO were to use this as an opportunity to initiate enforcement action, it could have negative consequences. As an example, a pilot may feel that it would be safer to just pad his or her logbook with the time required for a compliance instead of facing FAA enforcement. Enforcement actions may cause others to cover up the real issue -- safety.
Original NASA ASRS Text
Title: PA28 INSTRUCTOR PLT WAS NOT CURRENT WHEN HE GAVE A STUDENT NIGHT INSTRUCTION.
Narrative: I AM CERTIFICATED FLT INSTRUCTOR. I FLT INSTRUCT PART-TIME AS A SUB-CONTRACTOR AT A PART 61 FLT SCHOOL IN HOUSTON, TX. 2 WKS AFTER I COMPLETED A NIGHT TRAINING FLT WITH A STUDENT, I HAD REVIEWED MY LOGBOOK AND REALIZED THAT I WAS NOT LEGALLY NIGHT CURRENT (PER 14 CFG 61.57(B)) AT THE TIME OF THE FLT. AFTER A MORE IN-DEPTH REVIEW OF MY LOGBOOK, I REALIZED THAT THIS HAD HAPPENED ON AT LEAST TWO OTHER LOCATIONS WITHOUT REALIZING IT. THIS PROB GREATLY CONCERNS ME BECAUSE THE LAPSE IN MY NIGHT CURRENCY COMPROMISED NOT ONLY MY OWN SAFETY, BUT MORE IMPORTANTLY, MY STUDENTS'. I HAVE A PROFESSIONAL RESPONSIBILITY TO MY STUDENTS TO ALWAYS BE SAFE. IN MY CASE, I BELIEVE THAT THERE WERE 3 POSSIBLE CONTRIBUTING FACTORS. THE FIRST AND MOST SIGNIFICANT FACTOR WAS THAT I DID NOT RECOGNIZE MY OWN HAZARDOUS ATTITUDES TOWARDS THE FLTS. SECOND, I HAD NOT PLACED ENOUGH CONSCIOUS EFFORT IN ENSURING THAT I WAS NIGHT CURRENT. MAINTAINING NIGHT CURRENCY DURING THE SUMMER REQUIRES MORE EFFORT THAN IN THE WINTER BECAUSE OF THE LONGER DAYS. I HAD ALSO NOTICED THAT MY NIGHT CURRENCY ALSO LAPSED DURING THE PREVIOUS SUMMER. AND THIRD, MY ON-GOING BUSY SCHEDULE WAS A FACTOR. I HAD ALLOWED MYSELF TO GET TOO BUSY OVER A LONG PERIOD OF TIME. THIS HAD PREVENTED ME FROM TAKING THE TIME TO CHK THE STATUS OF MY NIGHT CURRENCY. I MENTIONED EARLIER THAT MY FAILURE TO RECOGNIZE MY OWN HAZARDOUS ATTITUDES WAS A CONTRIBUTING FACTOR. THE FOLLOWING HAZARDOUS ATTITUDES WERE ENCOUNTERED: 1) IMPULSIVITY. THE NEED TO GET A STUDENT'S NIGHT TRAINING COMPLETE AT A SPECIFIC TIME PREVENTED ME FROM STOPPING TO ASK MYSELF 'CAN I LEGALLY DO THIS?' SINCE I MAKE REGULAR NIGHT FLTS, I HAD PERCEIVED MYSELF AS BEING NIGHT CURRENT. 2) INVULNERABILITY. 'I FLEW AT NIGHT JUST A FEW WKS AGO AND I DID NOT HAVE ANY PROBS. WHY WOULD I HAVE ANY PROBS TONIGHT?' 3) MACHO. 'FLYING AT NIGHT IS NOT HARD AND IS NO BIG DEAL.' HOWEVER, FLYING AT NIGHT IS A BIG DEAL IN THAT IT REQUIRES DIFFERENT SKILLS THAN THOSE THAT ARE USED DURING DAY FLTS. 4) RESIGNATION. A 'WHAT'S THE USE' ATTITUDE PREVENTED ME FROM IMPLICITLY CHKING ON MY NIGHT CURRENCY STATUS. I BELIEVE THAT MY OVERLY BUSY SCHEDULE LED TO MY HAZARDOUS ATTITUDES. I WAS FLYING A LOT, SO MY CONFIDENCE WAS HIGH. THESE ACTIONS MAY HELP OTHER PLTS AVOID FINDING THEMSELVES IN THE SAME SIT. I PLAN ON FOLLOWING THESE FOR MYSELF. 1) IF YOU ARE A FLT INSTRUCTOR, STOP BOOKING BACK-TO-BACK STUDENTS. 2) SCHEDULE A STANDARDIZED TIME ONCE A MONTH TO REVIEW ALL OF YOUR PLT RECORDS. 3) INITIATE THE 'BUDDY SYS' WITH A FELLOW AVIATOR. THE BUDDY SYS HAS WORKED WELL FOR MANY YRS FOR SWIMMERS AND SCUBA DIVERS. IT WILL WORK EQUALLY WELL FOR PLTS IF THEY USE IT. EACH BUDDY WILL BE RESPONSIBLE FOR REQUESTING AND REVIEWING THE OTHER'S DOCUMENTS AND RECORDS ON A REGULAR BASIS. IF ONE BUDDY IS NOT IN COMPLIANCE IN A SPECIFIC AREA, THE OTHER BUDDY WILL ASSIST IN REMEDYING THE SIT. THIS MAY INCLUDE SCHEDULING FLT TRAINING OR A MEDICAL APPOINTMENT WHILE THE BUDDY IS RIGHT THERE. A BUDDY MAY EVEN ACT AS A SAFETY PLT WHEN REQUIRED. THIS WILL WORK ONLY WHEN BOTH BUDDIES ARE PROACTIVE IN INITIATING AND CONDUCTING REGULAR REVIEW SESSIONS. 4) AS PAINFUL AS THIS MIGHT SOUND, REGULAR RECORD REVIEWS BY LCL FSDO'S CAN HELP PLTS REMAIN AWARE OF CURRENCY REQUIREMENTS. IT WOULD BE VERY IMPORTANT THAT THE FSDO'S USE THIS AS AN OPPORTUNITY TO EDUCATE AND ENCOURAGE PLTS TO MAINTAIN THEIR COMPLIANCE IN ALL APPLICABLE AREAS. IF AN FSDO WERE TO USE THIS AS AN OPPORTUNITY TO INITIATE ENFORCEMENT ACTION, IT COULD HAVE NEGATIVE CONSEQUENCES. AS AN EXAMPLE, A PLT MAY FEEL THAT IT WOULD BE SAFER TO JUST PAD HIS OR HER LOGBOOK WITH THE TIME REQUIRED FOR A COMPLIANCE INSTEAD OF FACING FAA ENFORCEMENT. ENFORCEMENT ACTIONS MAY CAUSE OTHERS TO COVER UP THE REAL ISSUE -- SAFETY.
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.