In 1968 Judy Collins recorded a song by Joni Mitchell called ‘Both Sides Now’ in which she opines about Clouds, Love, and Life; yeah, in that order and neither making sense. She first compares clouds to feathers, angels, and ice cream before going dreary by saying clouds only rain and snow. It was at this part that I changed the knurled radio dial (we had those back then) to a better AM station (we used to listen to those back then). Stay with me here …
I read a Sept. 29, 2010 article in the Washington Post where the reporter says, “The NTSB issued 21 recommendations after the Air Midwest crash. The FAA still has not implemented two of them: to prohibit the person training a mechanic from serving as the inspector on that same part and to increase oversight of work done by contracted mechanics.”
The article throws blame on the FAA for dragging its feet on reacting to NTSB recommendations. Now this lends itself to the reader’s interpretation, but as the sole NTSB A&P investigator at the time, I worked this accident; I led the Aircraft Maintenance and Records group. In fact, I conducted the interview where these facts came out so I’m able to look at this "cloud" from both sides.
When a reporter misstates information, it draws the public’s attention in any direction but the real issue. For instance, the reporter says there were 21 recommendations related to this accident, NTSB/AAR-04/01, which is true. However seven of them dealt with weight and balance, which was also a probable cause of the fatal accident; minor point, but misstated nonetheless.
There were actually 14 recommendations concerning maintenance and the two the FAA allegedly didn’t implement were: 1. prohibiting the person training a mechanic from serving as the inspector on that same part (actually the word ‘task’ was used), and, 2. increase oversight of work done by contracted mechanics. So, let’s take a look at these …
Trainer not also the inspector
No. 1. Prohibiting the person … same task. I remember my jaw hitting the ground when the required item inspector (RII) in this accident admitted to inspecting his own work, albeit while training the mechanic. When I worked for Brand X in Omaha, NE, I held a RII and one of the biggest Bozo-no-no’s was to sign off your own work — training or no training. That being said, the FAA addressed this issue with a regulation 38 years before this unfortunate accident. In 14 CFR 121.373 (c), which says of a RII, “No person may perform a required inspection if he performed the item of work required to be inspected.”
Now I’ve met many of you folks while working this job, working for the NTSB, and when I was in industry; I could count on one hand the mechanics that can’t employ common sense in interpreting that regulation. But the reporter’s question was: why didn’t the FAA address the recommendation?
The answer is: How many times do you have to say the same thing? You ladies and gentlemen, with the rare exception, know what a regulation means. If you don’t, you’ll ask your fellow mechanic, management, or your FAA office inspector, etc. For the FAA to re-regulate issues would be like saying your state should write a stronger law saying, “You really, really can’t go through red lights, and we mean it this time … a lot.” At what point does redundancy become redundant?
Then there’s No. 2. Increase oversight of contracted workers. A change like this doesn’t qualify as a regulation; the topic is too broad to be all inclusive. So what the FAA doesn’t address in the regulations to the industry it addresses in policy and procedures to itself. I never wrote that recommendation for industry to police contractors; I wrote it for the FAA to accomplish internally.
During this investigation I remember this issue very well; it involved a lot of sleight of hand and shell game tactics, so the FAA had to address this recommendation through internal policy. It spoke directly to the inspectors, the folks that actually conduct oversight and on-site surveillance of air carriers and their contracted workers.
A look at safety from both the NTSB and the FAA perspective
GA accident rates remain at approximately 1,500 accidents per year with almost 500 annual fatalities
New air carrier contract maintenance regulations