Cessna 172 private pilot operated aircraft when the aircraft records did not have an a&P sign-off fo...

Attributes
ACN	557252
Time
Date	200208
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : lot.airport
State Reference	IL
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : personal
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	ground : takeoff roll
Flight Plan	None
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : private
Experience	flight time last 90 days : 38 flight time total : 400 flight time type : 340
ASRS Report	557252
Person 2
Affiliation	government : faa
Function	other personnel other
Events
Anomaly	aircraft equipment problem : less severe non adherence : far non adherence other
Independent Detector	other other : 2
Resolutory Action	none taken : detected after the fact
Consequence	faa : reviewed incident with flight crew faa : investigated faa : assigned or threatened penalties other
Supplementary
Problem Areas	Flight Crew Human Performance Aircraft
Primary Problem	Aircraft

Narrative:

On aug/sat/02, after a preflight inspection I started the engine on my cessna 172. Upon checking all gauges I noticed that the ammeter was reading a -60 amp condition. The engine and electrical system were immediately shut down to try to determine the nature of the problem with the ammeter reading. Voltage on the voltmeter remained constant as things were checked and the voltmeter remained at -60 volts. Being unsuccessful at determining the problem I tired in vain to find an a&P on the lot field that could help. Subsequently I called the local FSDO to inquire what would be necessary to fly the aircraft to a nearby field for maintenance (1c5 clow international). They said that I would need a ferry permit to move the plane with the electrical power at the main switch off. I could get a permit on aug/thu/02. The morning of aug/thu/02, I went to check on the plane again and found that the ammeter and all other gauges reading correctly. I was unable to make the ammeter trouble reappear. I started the engine and turned on all electric one at a time to see what would happen and all seemed normal. The plane was taxied around for a few mins in case some engine vibration might cause a reoccurrence of the ammeter indication. All looked normal, so the plane was flown the 5 mi to 1c5 for their maintenance shop to see if they could find out what caused the ammeter reading. As the plane was being worked on the local FSDO called me and I informed them what had transpired. They said that I was most likely in violation of the far's. I had thought that since all system were operational that the flight would be fine. They said that because I had informed them of a problem that the plane would have needed an airworthiness signoff by an a&P before another flight. In retrospect, I should have kept in touch with the FSDO on the lane to be sure it would be appropriate to move the plane. This would have prevented any improper action on my part and insured the safety of the plane and occupants.

Original NASA ASRS Text

Title: CESSNA 172 PVT PLT OPERATED ACFT WHEN THE ACFT RECORDS DID NOT HAVE AN A&P SIGN-OFF FOR ELECTRICAL PWR FAILURE EVEN THOUGH THE ELECTRICAL PWR CAME BACK ON LINE FOR THE FLT.

Narrative: ON AUG/SAT/02, AFTER A PREFLT INSPECTION I STARTED THE ENG ON MY CESSNA 172. UPON CHKING ALL GAUGES I NOTICED THAT THE AMMETER WAS READING A -60 AMP CONDITION. THE ENG AND ELECTRICAL SYS WERE IMMEDIATELY SHUT DOWN TO TRY TO DETERMINE THE NATURE OF THE PROB WITH THE AMMETER READING. VOLTAGE ON THE VOLTMETER REMAINED CONSTANT AS THINGS WERE CHKED AND THE VOLTMETER REMAINED AT -60 VOLTS. BEING UNSUCCESSFUL AT DETERMINING THE PROB I TIRED IN VAIN TO FIND AN A&P ON THE LOT FIELD THAT COULD HELP. SUBSEQUENTLY I CALLED THE LCL FSDO TO INQUIRE WHAT WOULD BE NECESSARY TO FLY THE ACFT TO A NEARBY FIELD FOR MAINT (1C5 CLOW INTL). THEY SAID THAT I WOULD NEED A FERRY PERMIT TO MOVE THE PLANE WITH THE ELECTRICAL PWR AT THE MAIN SWITCH OFF. I COULD GET A PERMIT ON AUG/THU/02. THE MORNING OF AUG/THU/02, I WENT TO CHK ON THE PLANE AGAIN AND FOUND THAT THE AMMETER AND ALL OTHER GAUGES READING CORRECTLY. I WAS UNABLE TO MAKE THE AMMETER TROUBLE REAPPEAR. I STARTED THE ENG AND TURNED ON ALL ELECTRIC ONE AT A TIME TO SEE WHAT WOULD HAPPEN AND ALL SEEMED NORMAL. THE PLANE WAS TAXIED AROUND FOR A FEW MINS IN CASE SOME ENG VIBRATION MIGHT CAUSE A REOCCURRENCE OF THE AMMETER INDICATION. ALL LOOKED NORMAL, SO THE PLANE WAS FLOWN THE 5 MI TO 1C5 FOR THEIR MAINT SHOP TO SEE IF THEY COULD FIND OUT WHAT CAUSED THE AMMETER READING. AS THE PLANE WAS BEING WORKED ON THE LCL FSDO CALLED ME AND I INFORMED THEM WHAT HAD TRANSPIRED. THEY SAID THAT I WAS MOST LIKELY IN VIOLATION OF THE FAR'S. I HAD THOUGHT THAT SINCE ALL SYS WERE OPERATIONAL THAT THE FLT WOULD BE FINE. THEY SAID THAT BECAUSE I HAD INFORMED THEM OF A PROB THAT THE PLANE WOULD HAVE NEEDED AN AIRWORTHINESS SIGNOFF BY AN A&P BEFORE ANOTHER FLT. IN RETROSPECT, I SHOULD HAVE KEPT IN TOUCH WITH THE FSDO ON THE LANE TO BE SURE IT WOULD BE APPROPRIATE TO MOVE THE PLANE. THIS WOULD HAVE PREVENTED ANY IMPROPER ACTION ON MY PART AND INSURED THE SAFETY OF THE PLANE AND OCCUPANTS.

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.

Cessna 172 private pilot operated aircraft when the aircraft records did not have an a&P sign-off for electrical power failure even though the electrical power came back on line for the flight.