Narrative:

The situation described below involves a paperwork error, not a flying error. The aircraft daily flight log for our commuter airliner, light transport X, showed that the #5 detailed inspection and the routine inspection were both due at flight hour meter (fhm) xyz. All detailed inspections are due each 120 hours routines every 60 hours, with no grace time allowed. It was not discovered until after the flight landed in rfo that the aircraft had flown approximately 1.5 to 2.O hours over the inspection due time. I was captain of the flight. Looking back on the flts previous to this one, several flts may have been flown past the inspection due time. I first noticed a potential problem when I was totaling the flight times for the page, prior to this flight. I therefore looked back at each page prior to this flight, hoping to find an addition error. I noticed that the mechanic showed the #5 inspection to be due at xyz plus 10 hours not xyz hours. I thought we were legal to fly to rfo since it was not due in the shop until xyz plus 10 hours. It was not until I arrived in rfo that the mechanics and I realized that, in fact, it was due in at xyz hours fhm. I strongly urge all pilots to check and double check and never take for granted all inspection times and all paperwork in general. The aircraft was scheduled for mechanic work on 9/90, so I took it for granted that we had enough time to finish the shift. What the mechanic did not know was that there were 4.0 hours of training time put on the aircraft on the 2 previous days.

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Original NASA ASRS Text

Title: COMMUTER ACFT OVERDUE ON INSPECTION.

Narrative: THE SITUATION DESCRIBED BELOW INVOLVES A PAPERWORK ERROR, NOT A FLYING ERROR. THE ACFT DAILY FLT LOG FOR OUR COMMUTER AIRLINER, LTT X, SHOWED THAT THE #5 DETAILED INSPECTION AND THE ROUTINE INSPECTION WERE BOTH DUE AT FLT HR METER (FHM) XYZ. ALL DETAILED INSPECTIONS ARE DUE EACH 120 HRS ROUTINES EVERY 60 HRS, WITH NO GRACE TIME ALLOWED. IT WAS NOT DISCOVERED UNTIL AFTER THE FLT LANDED IN RFO THAT THE ACFT HAD FLOWN APPROX 1.5 TO 2.O HRS OVER THE INSPECTION DUE TIME. I WAS CAPT OF THE FLT. LOOKING BACK ON THE FLTS PREVIOUS TO THIS ONE, SEVERAL FLTS MAY HAVE BEEN FLOWN PAST THE INSPECTION DUE TIME. I FIRST NOTICED A POTENTIAL PROB WHEN I WAS TOTALING THE FLT TIMES FOR THE PAGE, PRIOR TO THIS FLT. I THEREFORE LOOKED BACK AT EACH PAGE PRIOR TO THIS FLT, HOPING TO FIND AN ADDITION ERROR. I NOTICED THAT THE MECH SHOWED THE #5 INSPECTION TO BE DUE AT XYZ PLUS 10 HRS NOT XYZ HRS. I THOUGHT WE WERE LEGAL TO FLY TO RFO SINCE IT WAS NOT DUE IN THE SHOP UNTIL XYZ PLUS 10 HRS. IT WAS NOT UNTIL I ARRIVED IN RFO THAT THE MECHS AND I REALIZED THAT, IN FACT, IT WAS DUE IN AT XYZ HRS FHM. I STRONGLY URGE ALL PLTS TO CHK AND DOUBLE CHK AND NEVER TAKE FOR GRANTED ALL INSPECTION TIMES AND ALL PAPERWORK IN GENERAL. THE ACFT WAS SCHEDULED FOR MECH WORK ON 9/90, SO I TOOK IT FOR GRANTED THAT WE HAD ENOUGH TIME TO FINISH THE SHIFT. WHAT THE MECH DID NOT KNOW WAS THAT THERE WERE 4.0 HRS OF TRNING TIME PUT ON THE ACFT ON THE 2 PREVIOUS DAYS.

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.