Narrative:

On aug/xc/95, I was piloting as captain a be-1900 from gso to cmh. I had previously flown an aircraft from sdf to gso with passenger aboard for my first flight that afternoon. At the last min before departure from gso to cmh, flight operations informed me to take another aircraft to cmh as a scheduled flight for commuter airlines. I quickly preflted the aircraft with my first officer. All the while passenger were waiting and I was obviously under pressure from the company to have an on time departure. The flight was uneventful and the aircraft was scheduled for maintenance in cmh later that night. The following week, I was informed by another captain with my company that the aircraft I flew on aug/xc/95 was determined to be unairworthy by the FAA on an inspection performed on aug/xb/95 at washington dulles airport. The inspector was quoted as saying the pilots who flew this aircraft on aug/xc/95 would be violated. Aircraft was unairworthy as per the FAA because several days prior to aug/xc/95 it was on a ferry flight from myr to gso in need of maintenance on an engine truss mount. The required maintenance was performed in gso, however the ferry flight form in our maintenance log was not signed off in regard to what corrective action had been taken to the work completed. In short, a maintenance release was not completed. I had no way of knowing if a release had been complied with because the daily log sheets reflecting the most recent airworthiness release had been removed and a new log was now in place to be used on my flight on aug/xc/95. At no time did I know or was I made aware that the aircraft was not airworthy even though the required maintenance had been completed but incorrectly signed off. The record keeping of our company makes it very difficult to keep track of all the required documents. There is also great pressure on the pilots at this time in our company due to the fact that our code share agreement with major airline is in jeopardy. This makes it difficult to review everything in regard to paperwork of an aircraft to determine the airworthiness of that particular aircraft. I have not been contacted by the FAA nor my own company in regard to this matter. I will not stand back and allow enforcement action to be taken simply because my own company disregards the severity of such a matter. I have tried to escalate my own consciousness to checking every detail entailing a particular flight.

Google
 

Original NASA ASRS Text

Title: COMMUTER PLT FLEW ACFT DESIGNATED UNAIRWORTHY.

Narrative: ON AUG/XC/95, I WAS PILOTING AS CAPT A BE-1900 FROM GSO TO CMH. I HAD PREVIOUSLY FLOWN AN ACFT FROM SDF TO GSO WITH PAX ABOARD FOR MY FIRST FLT THAT AFTERNOON. AT THE LAST MIN BEFORE DEP FROM GSO TO CMH, FLT OPS INFORMED ME TO TAKE ANOTHER ACFT TO CMH AS A SCHEDULED FLT FOR COMMUTER AIRLINES. I QUICKLY PREFLTED THE ACFT WITH MY FO. ALL THE WHILE PAX WERE WAITING AND I WAS OBVIOUSLY UNDER PRESSURE FROM THE COMPANY TO HAVE AN ON TIME DEP. THE FLT WAS UNEVENTFUL AND THE ACFT WAS SCHEDULED FOR MAINT IN CMH LATER THAT NIGHT. THE FOLLOWING WK, I WAS INFORMED BY ANOTHER CAPT WITH MY COMPANY THAT THE ACFT I FLEW ON AUG/XC/95 WAS DETERMINED TO BE UNAIRWORTHY BY THE FAA ON AN INSPECTION PERFORMED ON AUG/XB/95 AT WASHINGTON DULLES ARPT. THE INSPECTOR WAS QUOTED AS SAYING THE PLTS WHO FLEW THIS ACFT ON AUG/XC/95 WOULD BE VIOLATED. ACFT WAS UNAIRWORTHY AS PER THE FAA BECAUSE SEVERAL DAYS PRIOR TO AUG/XC/95 IT WAS ON A FERRY FLT FROM MYR TO GSO IN NEED OF MAINT ON AN ENG TRUSS MOUNT. THE REQUIRED MAINT WAS PERFORMED IN GSO, HOWEVER THE FERRY FLT FORM IN OUR MAINT LOG WAS NOT SIGNED OFF IN REGARD TO WHAT CORRECTIVE ACTION HAD BEEN TAKEN TO THE WORK COMPLETED. IN SHORT, A MAINT RELEASE WAS NOT COMPLETED. I HAD NO WAY OF KNOWING IF A RELEASE HAD BEEN COMPLIED WITH BECAUSE THE DAILY LOG SHEETS REFLECTING THE MOST RECENT AIRWORTHINESS RELEASE HAD BEEN REMOVED AND A NEW LOG WAS NOW IN PLACE TO BE USED ON MY FLT ON AUG/XC/95. AT NO TIME DID I KNOW OR WAS I MADE AWARE THAT THE ACFT WAS NOT AIRWORTHY EVEN THOUGH THE REQUIRED MAINT HAD BEEN COMPLETED BUT INCORRECTLY SIGNED OFF. THE RECORD KEEPING OF OUR COMPANY MAKES IT VERY DIFFICULT TO KEEP TRACK OF ALL THE REQUIRED DOCUMENTS. THERE IS ALSO GREAT PRESSURE ON THE PLTS AT THIS TIME IN OUR COMPANY DUE TO THE FACT THAT OUR CODE SHARE AGREEMENT WITH MAJOR AIRLINE IS IN JEOPARDY. THIS MAKES IT DIFFICULT TO REVIEW EVERYTHING IN REGARD TO PAPERWORK OF AN ACFT TO DETERMINE THE AIRWORTHINESS OF THAT PARTICULAR ACFT. I HAVE NOT BEEN CONTACTED BY THE FAA NOR MY OWN COMPANY IN REGARD TO THIS MATTER. I WILL NOT STAND BACK AND ALLOW ENFORCEMENT ACTION TO BE TAKEN SIMPLY BECAUSE MY OWN COMPANY DISREGARDS THE SEVERITY OF SUCH A MATTER. I HAVE TRIED TO ESCALATE MY OWN CONSCIOUSNESS TO CHKING EVERY DETAIL ENTAILING A PARTICULAR FLT.

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.