An avionics mechanic for an MD-80 commercial passenger plane last April confessed to a mistake he made in servicing the wiring of a plane he was working on.
In a report to a database maintained by the National Aeronautics and Space Administration, he offered an insight into how mistakes can occur when maintaining the safety of a machine as complex as a jet that conveys hundreds of people miles above the earth.
The mechanic reported that he “unintentionally misinterpreted” the instructions on how to handle wire bundles. It’s not known which airline was involved, and it doesn’t seem as if any danger followed from the work.
But it’s the sort of issue that is forcing airlines to pull hundreds of planes from the sky this week, stranding thousands of passengers and raising questions about the air safety system.
On Thursday, American Airlines canceled more flights to conduct wiring inspections demanded by the Federal Aviation Administration, which increasingly relies on airlines themselves to conduct safety inspections. Alaska Airlines and Midwest were also doing airplane inspections in this latest round.
The growing concern about airline maintenance was highlighted last year in an investigation by Consumer Reports in March 2007 that found two trends profoundly affecting the safety margins: outsourcing of maintenance work and a change in the way the FAA regulates air carriers.
In recent years, more and more heavy maintenance work has been conducted not by the airlines themselves, but by outside repair stations, some of them overseas. At the same time, the FAA is increasingly relying on airlines to police themselves. The FAA uses a statistical system to identify potential problems instead of on-the ground inspections, as in the past.
The issues found new voice today in congressional testimony by Calvin L. Scovel III, the inspector general for the Department of Transportation, which oversees the FAA.
Scovel said that an overly collaborative relationship between FAA inspectors and Southwest Airlines had created a situation in which depending on Southwest to disclose safety violations without coming up with a plan to solve the issues clearly didn’t work.
Scovel also said that the Southwest case revealed overall problems with the way the FAA oversaw safety: “We also found that the events at SWA demonstrate weaknesses in FAA’s national program for risk-based oversight—the Air Transportation Oversight System (ATOS). This allowed AD (airworthiness directive) compliance issues in SWA’s maintenance program to go undetected for several years"
“We previously identified system-wide problems with ATOS, " he continued. "In 2005, we found that inspectors did not complete 26 percent of planned ATOS inspections—half of these were in identified risk areas.”
Clearly, this is not any way to run an airline system. Using new technology to make inspections more efficient makes sense, but only if it really finds and fixes problems. And depending on airlines to police themselves runs the risk of complacency or even misunderstandings in an issue as critical as passenger safety.—Bob Tiernan