Narrative:

On the evening of sep/xx/95, I flew a C152 training aircraft beyond the 100 hour maintenance limit. My obvious mistake was that I did not even check to see how much time was left on the aircraft before this inspection was due. I had set a goal of getting my instrument license before school started again for the fall quarter. Well, school started again on sep/yy/95. The only thing I needed to get my instrument rating was cross country time. The only thing on my mind was getting the needed cross country time before sep/yy/95, or at least as soon as possible. If I did have to miss my goal, I didn't want to miss it by more than a few days. There was not the usual look over the shoulder of a nearby flight instructor or chief pilot. But that didn't bother me. I knew how to do a night cross country. What I was not in the habit of doing, though, was to always check the time remaining before a 100 hour inspection was due. Up until this time I had always been lucky in spite of this, and had always taken an aircraft that had not been due during the time I flew it. I flew this same aircraft on the morning of sep/xx/95 for 1.7 hours, which was a totally legal flight. When I took off on the evening of sep/xx/95 the aircraft still had about 2 hours before the 100 hour was due. The 100 hour became due during the flight, but I was not aware of it. When I landed back in fargo, at the end of the cross country, I had overflown the 100 hour by 3.2 hours. This had been a 5.2 hour flight from far- bis-abr-far. My first knowledge of having overflown the 100 hour was the evening of sep/yy/95. My flight instructor called during the day and left a message for me to call him back when I got home. I did so that evening and he told me what I had done, and what should be done about it. I do regret having broken an far. Because I have broken an far, and because I was caught, I have had to slow down and think about my actions, and receive constructive criticism from my flight instructor, and the chief pilot of the school. I have realized that there are other more important things related to flying than just achieving my own goals, however noble they may be.

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Original NASA ASRS Text

Title: PLT OF TRAINING FLT EXCEEDS 100 HR INSPECTION TIME.

Narrative: ON THE EVENING OF SEP/XX/95, I FLEW A C152 TRAINING ACFT BEYOND THE 100 HR MAINT LIMIT. MY OBVIOUS MISTAKE WAS THAT I DID NOT EVEN CHK TO SEE HOW MUCH TIME WAS LEFT ON THE ACFT BEFORE THIS INSPECTION WAS DUE. I HAD SET A GOAL OF GETTING MY INST LICENSE BEFORE SCHOOL STARTED AGAIN FOR THE FALL QUARTER. WELL, SCHOOL STARTED AGAIN ON SEP/YY/95. THE ONLY THING I NEEDED TO GET MY INST RATING WAS XCOUNTRY TIME. THE ONLY THING ON MY MIND WAS GETTING THE NEEDED XCOUNTRY TIME BEFORE SEP/YY/95, OR AT LEAST ASAP. IF I DID HAVE TO MISS MY GOAL, I DIDN'T WANT TO MISS IT BY MORE THAN A FEW DAYS. THERE WAS NOT THE USUAL LOOK OVER THE SHOULDER OF A NEARBY FLT INSTRUCTOR OR CHIEF PLT. BUT THAT DIDN'T BOTHER ME. I KNEW HOW TO DO A NIGHT XCOUNTRY. WHAT I WAS NOT IN THE HABIT OF DOING, THOUGH, WAS TO ALWAYS CHK THE TIME REMAINING BEFORE A 100 HR INSPECTION WAS DUE. UP UNTIL THIS TIME I HAD ALWAYS BEEN LUCKY IN SPITE OF THIS, AND HAD ALWAYS TAKEN AN ACFT THAT HAD NOT BEEN DUE DURING THE TIME I FLEW IT. I FLEW THIS SAME ACFT ON THE MORNING OF SEP/XX/95 FOR 1.7 HRS, WHICH WAS A TOTALLY LEGAL FLT. WHEN I TOOK OFF ON THE EVENING OF SEP/XX/95 THE ACFT STILL HAD ABOUT 2 HRS BEFORE THE 100 HR WAS DUE. THE 100 HR BECAME DUE DURING THE FLT, BUT I WAS NOT AWARE OF IT. WHEN I LANDED BACK IN FARGO, AT THE END OF THE XCOUNTRY, I HAD OVERFLOWN THE 100 HR BY 3.2 HRS. THIS HAD BEEN A 5.2 HR FLT FROM FAR- BIS-ABR-FAR. MY FIRST KNOWLEDGE OF HAVING OVERFLOWN THE 100 HR WAS THE EVENING OF SEP/YY/95. MY FLT INSTRUCTOR CALLED DURING THE DAY AND LEFT A MESSAGE FOR ME TO CALL HIM BACK WHEN I GOT HOME. I DID SO THAT EVENING AND HE TOLD ME WHAT I HAD DONE, AND WHAT SHOULD BE DONE ABOUT IT. I DO REGRET HAVING BROKEN AN FAR. BECAUSE I HAVE BROKEN AN FAR, AND BECAUSE I WAS CAUGHT, I HAVE HAD TO SLOW DOWN AND THINK ABOUT MY ACTIONS, AND RECEIVE CONSTRUCTIVE CRITICISM FROM MY FLT INSTRUCTOR, AND THE CHIEF PLT OF THE SCHOOL. I HAVE REALIZED THAT THERE ARE OTHER MORE IMPORTANT THINGS RELATED TO FLYING THAN JUST ACHIEVING MY OWN GOALS, HOWEVER NOBLE THEY MAY BE.

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.