the sump can. We did not follow the job check list which did have a statement about inspecting the #6&7 scavenge system for oil flow prior to light off.
What else happened here?
1.) We were reminded that there is nothing routine about aircraft maintenance. Every maintenance event is serious business and we had better bring our “A” game each time. Sometimes, routine lapses into complacency.
2.) We learned that neither you nor your coworker are mind readers — task related communication is paramount.
3.) And finally, task specific maintenance paperwork is created to keep us focused on the procedures. We need to use it as we are progressing through the job — the paperwork is not to be completed after we have released the aircraft back to service!
To sum this up, we both got a cheap lesson in responsible maintenance protocol, (KAPT) along with an exciting, although embarrassing, “There I was” story — neither of which we will soon forget. In retrospect, I am indeed
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grateful for the outcome and I’m also appreciative that I have been given the opportunity to share this experience with you in hopes that you won’t experience what I just shared with you!! And so with that I will sign
off — remember keep your KAPT in place thereby giving the pilot the opportunity for his or her safe “And there I was…..” story!
Mike Broderick has been an A&P Technician since 1971. During his career he has worked as a shop and hangar technician;
field tech and customer support rep, and owner of a Part 145 engine overhaul facility. He was also the
December 2019 | January 2020
HelicopterMaintenanceMagazine.com 19
VP of Business Development at H.E.R.O.S. Inc., which is a Part 145 repair station for the Rolls-Royce 250 engine, and a Honeywell fuel system overhaul agency. His specific experience is in turbo-shaft engines in light to medium helicopters. The one he is most familiar with is the Rolls-Royce (formally Allison) 250 series engines. Mike is currently employed at TRACE Worldwide Corp., as its business development specialist.
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