Aerossurance’s Post

Couple of things come to my mind first up: 1. What about duplicate inspection for such a critical maintenance task? 2. What about post installation ops checks?

I posted an article last week on Personal Conveyance (PC.) I was forwarded a company's recent changes to its PC program and am amazed that the policy tells the company's drivers they can PC from their last delivery home: 1. May a driver, who drops his or her last load at a receiver’s facility use personal conveyance to return to their normal work location (i.e. home or terminal?) No.... https://lnkd.in/g7iR3tyz When a carrier develops policies that contradict the FMCSR they're violating Part 390.3(d): Additional requirements. Nothing in this subchapter shall be construed to prohibit an employer from requiring and enforcing more stringent requirements... https://lnkd.in/gCAV-FzP The FMCSR doesn't allow carriers to have policies less restrictive. I struggle with the concept of drivers leaving their homes and using PC to the carrier's terminal or drop lot: 2. Commuting between the driver’s terminal and his or her residence, between trailer-drop lots and the driver’s residence, and between work sites and his or her residence. https://lnkd.in/gyCGFbsg The interp says terminal to home, not home to terminal/drop lot: § 392.7 Equipment, inspection and use. (a) No commercial motor vehicle shall be driven unless the driver is satisfied that the following parts and accessories are in good working order,... https://lnkd.in/g4m2736x § 395.1 Scope of rules in this part. (j) Travel time — (1) When a property-carrying commercial motor vehicle driver at the direction of the motor carrier is traveling, but not driving or assuming any other responsibility to the carrier, such time must be counted as on-duty time unless the driver is afforded at least 10 consecutive hours off duty  https://lnkd.in/g5mwgYfW § 395.2 Definitions. On-duty time means all time from the time a driver begins to work or is required to be in readiness to work.... https://lnkd.in/gzC_YAy9 I hear about Safety Auditors with the Federal Motor Carrier Safety Administration and scale personnel (Commercial Vehicle Safety Alliance?) telling drivers that if they're not under load they can PC: Uses of a CMV that Would Not Qualify 1. The movement of a CMV in order to enhance the operational readiness of a motor carrier.  https://lnkd.in/gyCGFbsg Deadheading home is for operational readiness, as the carrier will reload near the drivers' homes. We and the industry need to do better. Part 395.8(e) false logs, i.e. inappropriate use of PC, is the NUMBER ONE roadside inspection violation.

■ What is the difference between a pre-trip and post-trip Inspection? ■ Why is it a required by DOT ? ○ The pre-trip and post-trip inspections are required by the FMCSA every time you start a shift, operate a vehicle during a shift, and complete a shift. ● A pre-trip Inspection, prevents you from rolling out with a truck that suffered damage that no one noticed and unsafe to be on the road. ● A post-trip Inspection, on the other hand is the process you use to look for damage after a work-related drive. it can help prevent costly delays and make it easier for you to move your trucks out on time. Ensures your mechanic have time to repair damaged. ○The goal of mandatory inspections is to prevent accidents by catching small problems before they can become dangerous and costly. *Note: Signatures are a big part of the process. If the driver doesn’t find anything, they sign the report. But if they find a problem, then the driver, their supervisor, the mechanic, and the next driver must also sign. From there, it’s about submitting work orders to ensure fixes are in place before the vehicle is allowed back on the road.

Undocumented maintenance. If this article is true, the removal of the door and reinstalled needs to be back checked. Especially in a Heavy Maintenance check or production line. As stated to many fingers in the pot, oversight is needed to prevent accidents. https://lnkd.in/eYpDptum

Know the difference between Preflight and Daily Checklist 📌 Preflight Checklist. Purpose ➡️ Safety Assurance: Ensures that the aircraft is safe for immediate flight. Operational Readiness: Confirms that all systems are functioning properly before takeoff. Timing ➡️ Frequency: Conducted before each flight. Duration: Typically completed in a relatively short timeframe, often during the pre-flight preparations. Scope ➡️ Items Covered: Exterior Inspections: Check for visible damage, leaks, or obstructions. Fluid Levels: Confirm fuel, oil, and other fluid levels are adequate. Control Surfaces: Verify that ailerons, elevators, rudders, and other controls are free and functioning. Instruments: Ensure cockpit instruments are operational and correctly set. Emergency Equipment: Check the presence and functionality of emergency equipment (e.g., fire extinguishers, first aid kits). Focus: More immediate and operational concerns that affect the flight about to be undertaken. Personnel: Who Performs It: Typically conducted by the flight crew (pilot and co-pilot) and sometimes assisted by ground personnel. Daily Checklist Purpose ➡️ Routine Maintenance: Ensures the aircraft remains airworthy and safe over a longer period. Comprehensive Review: Addresses both operational and maintenance concerns that may not be visible during a preflight check. Timing ➡️ Frequency: Conducted daily, or as specified by maintenance schedules or regulations. Duration: Takes longer than a preflight checklist as it may involve more detailed inspections and checks. Scope ➡️ Items Covered: System Checks: More in-depth evaluation of systems like hydraulics, avionics, and landing gear. Detailed Inspections: May include checks of components not visible externally (e.g., engines, fuselage integrity). Fluid Checks: More thorough examination of all fluid levels, including oil and coolant. Maintenance History: Review of any ongoing or completed maintenance tasks and discrepancies. Focus: Broader inspection that looks at both immediate flight readiness and long-term operational safety. Personnel ➡️ Who Performs It: Usually conducted by maintenance personnel, such as licensed aircraft maintenance engineers or technicians, along with input from flight crew. Summary 🔁 Preflight Checklists are focused on ensuring an aircraft is safe and ready for immediate flight, while Daily Checklists provide a broader assessment of the aircraft’s overall condition and compliance with maintenance standards. Both checklists are crucial for maintaining aircraft safety and operational efficiency but serve different functions and are performed by different personnel.

✈️ Safety First: Critical Precautions for Aircraft Maintenance ✈️ There are safety measures that must be followed for the well-being of personnel in aircraft maintenance and for the integrity of the aircraft. Some of these are as follows: 1. Earthing of Aircraft: Ensure the aircraft is always earthed before any maintenance procedure. This causes no static electricity build-up that could develop dangerous sparks or electric shocks. 2. **Do not work alone on an aircraft**: Always work accompanied by a colleague while at work on an aircraft. This will ensure that you may be available to assist in case of an emergency and develop safety procedure awareness. 3. **Proper tools**: Follow the OEM for guidance, and apply the right kind of tool at every specific activity. This helps avoid probable damage to the aircraft but ensures safety and efficiency. 4. **High Tension Wire Area Caution**: Be extremely cautious while working in the area of high tension wires. These areas are very dangerous and extra care is needed at every step in order to avoid accidents. 5. **Per Reference to Manuals**: Never rely on memory alone, however experienced you may be. Always refer to the maintenance manuals issued by competent authorities. In such manuals, all procedures and safety precautions have been carefully incorporated and absolutely essential for safe and effective maintenance operations. By strictly sticking to those safety measures, we can ensure the persons involved in maintenance and the aircraft are secure. Let us embrace those high standards in our practices of aviation maintenance! #AviationSafety #AircraftMaintenance #SafetyFirst #BestPractices #AviationStandards

The FAA has just mandated safety management system (SMS) programs for all Part 135 operators and some Part 91 operators. Hear in in this video about the many resources available to assist VAI members with improving operational safety, including how one operator used them to create her SMS program. Learn more about all the ways VAI can help: https://lnkd.in/eeZpiGqD Want to learn more about VAI and join? Visit rotor.org/members today! #WeAreVAI #PoweringUp

Member services and support is a big part of VAI.

Inspection of Wiring in Several Transport-Category Airplanes, summary of accidents caused due to wiring contamination Note: information taken from NTSB reports excerpts. Post accident inspection of recovered wiring from the accident airplane and other transport-category airplanes revealed numerous notable conditions in both older and newer transport-category airplanes, including damage to wire insulations, fluid stains on wires, and metal shavings resting on and between wires in wire bundles. The Safety Board is aware of several prior incidents that resulted from short circuits apparently caused by contaminants. For example, after a January 9, 1998, short-circuit incident aboard a United Airlines 767, copper conductors from wires within the damaged wire bundle were found with melted aluminum (consistent with metal shavings found immediately beneath the wire bundle), indicating that a metal shaving acted as a bridge to form a short circuit. Another example is the October 22, 1995, incident involving roll/yaw oscillations on a 737 near Manchester, England. The incident was attributed to a short circuit in the rudder circuitry resulting from lavatory fluid bridging the pins within an electrical conductor. Additional similar incidents are described in the Systems Group Chairman s Factual Report Addendum for Aircraft Wire Inspections and Historical Reports, including the following: a July 19, 1997, incident involving a Lufthansa 747 (after circuit breakers opened while on approach to JFK, drill shavings were found in an area of burned and damaged wiring in the front cargo hold) and a May 10, 1985, incident involving a Monarch Airlines 757 (after generators tripped and smoke appeared in flight, lavatory fluid was found on a burned area of a wire bundle, and insulation was found damaged by out-of-tolerance hot-stamp markings).

SAFETY ITEMS when you work on aircraft, make sure that you obey all the AMM safety procedures. This will prevent injury to persons and /or damage to the aircraft. The following items are used in the AMM and are defined as follows: