Page:CAB Accident Report, Standard Airways Flight 388C.pdf/6

 The aircraft was then ferried on three engines to Miami, Florida, where the following additional work was performed on the power unit

The mechanic who reinstalled the power unit in the No. 3 position following the resetting of the propeller blade feather angle stated that both the external safeties and the brake cage locking bolts were checked, and were in place. According to the records this was the last time work was accomplished on this unit prior to the accident.

{{left margin|2em|{{u|discrepancy}} "No. 3 propeller surges in auto. (OK manually} 100 RPM up or down."}}

Civil Air Regulations (CAR‘s) require the carrier to prepare and maintain a maintenance manual which contains full information pertaining to the maintenance, repair, and inspection of aircraft and equipment, and that the content of this manual be acceptable to the Administrator of the FAA. Provisions within the regulation specify that the manual must contain a schedule of the aircraft's component parts which are subjected to maintenance functions along with the approved time limits at which such functions are to be conducted. All repairs, alterations, and maintenance are to be performed in accordance with procedures set forth in the manual.

The procedures used by Standard Airways for component identification and time control were implemented through the use of the Cardex system in conjunction with the manual and aircraft flight log.

A review of these records revealed numerous instances of erroneous identification and inaccurate accounting of the time controlled components installed on aircraft N 189S. Principal examples of these discrepancies are listed below:

1. The No. 3 engine on aircraft N 189S was identified in the records as S/N 547255 rather than S/N 547253.

2. Engine component records did not agree entirely with respect to serial numbers, date of installation, replacement times, and adjusted TSO's.