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It was interesting when I "Googled" "Calkins Aero Service" and cliked on the first one mentioned. This was a serious situation with the elevator, and something sounded very suspicious as to how it was repaired.

This is what was googled...On November 13, 2001, at 0920 central standard time, an Aero Commander 200D, N28PC, was substantially damaged when it experienced an airframe structural failure while in cruise flight near Houston, Texas. The airplane was registered to three private individuals and operated by one of the individuals. The commercial pilot, who was the sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The flight originated from the West Houston Airport, Houston, Texas, at 0915, and was destined for Mineral Wells, Texas.

According to the pilot, he departed Houston and ten minutes had elapsed when the airplane "started vibrating, a little at first, then gradually more." When the airplane starting vibrating, it was flying level at 4,000 feet, at an airspeed of 165 mph, and there was no turbulence. The pilot visually checked the wings and tail surfaces, and observed that the horizontal stabilizer was shaking with more intensity than the rest of the airplane. The vibration continued to intensify to the degree that the flight and engine instruments in the cockpit were unreadable. The pilot declared an emergency to air traffic control and initiated an emergency descent toward the David Wayne Hooks Memorial Airport, Houston, Texas. He then slowed the airplane to 120 knots and the vibration subsided; however, the vibration was still apparent. He added that the elevator control was responsive to control inputs. Subsequently, the airplane landed at the David Wayne Hooks Airport. After the pilot exited the airplane, he observed that the left elevator was hanging 3-4 inches low, at the outboard end.

Examination of the airplane by an FAA inspector revealed damage to the elevator and horizontal stabilizer. The outboard left elevator hinge had separated from the horizontal stabilizer. A section of the aft spar had separated from the horizontal stabilizer and remained attached to the elevator hinge. The left elevator trim tab push rod had separated in two places.

On September 1, 2001, the airplane underwent an annual inspection, at which time it had accumulated a total of 2,823.4 hours. On October 29, 2001, according to a work order (No. 11061) from Calkins Aero Service, Inc. Houston, Texas, several dents on the left elevator were repaired. The work order stated that the left elevator end cap and balance weight were removed from the airplane, and the damaged areas were repaired. During the repairs, rivets on a portion of the elevator were removed and then replaced while the elevator remained attached to the horizontal stabilizer. The balance weight and end cap were then reinstalled. Caulkins Aero stated that no abnormal stresses were placed on the elevator hinge attachment points during the repairs. The work order revealed that the airplane had accumulated a total of 2,889.0 hours at the time that the work was completed. At the time of the accident, the airplane had accumulated a total of 2,900.0 hours.

Lovely.

That should make us all sleep well...

Scary stuff.

I hate the FAA. There, I said it.

No one is perfect. IF there's a fly in your soup, call the waiter and he'll bring you another bowl of soup. The manager will likely come visit and your meal will be free.

That's not perfect service, but they did what they could to make it right. Before the liberals jump on my ass for comparing a bowl of soup to the airplanes that we fly, I'll grant you that it is apples and oranges. BUT...the mindsdet is the same.

If, instead of calling over the waiter, you reach into your trusty cell phone and call the health department and register a complaint with them, all before you've called the waiter. Then, you call over the manager over and say...don't worry about the fly in my soup, I just called the health department. He'll run you out of the building with a rolling pin. I would, too.

When I was running my business as my full time employment, I spend some time every day, 7 days a week, worrying about being sued. Sure, I did the work to the best of my ability, but I'm human. It really pisses me off when aircraft owners who don't know crap about the maintenance of their planes try to tell me how to do my job. It's not the ignorance, but the attitude that you'd better do everything perfectly or I'll sue and own this place. Believe you me, I've heard that exact phrase. I've pushed at least one owner's airplane out onto the ramp with all their crap piled inside.

Mechanics, unfortunately, have to put up with this crap because we need the work to stay afloat. Don't think for a second that we don't realize that even a small slip-up could kill someone. That's why we inventory our tools, buy the best books and equipment, and, when the job is tough, we often get a second set of eyes whether we need it or not. All of this we do in the interest of keeping the lives of those flying the planes we maintain intact. That is the first and foremost concern. Then, we try to whittle down the bill cause we know the owners will complain. They nearly always do. Then, and only after that, do we worry about our profit on the job and if we'll get sued because we might have missed something.

IF I do make a mistake, and I've made some, I want the chance to make it right. Period. I know there's no way to if the plane is wrecked and everyone dies. But, If I forget to tighten the ignition leads on the plugs and there's an inflight roughness...give me the chance to make it right. I've gone to great lengths and considerable expense to cover something I screwed up. You know what? The owner called ME!!!!! He called me at 10 in the evening with a problem. I wasn't sure it was something I did or not, but I went out there and fixed his problem...on my nickel. He'll be a customer for life. If he would have called the FAA suspecting I had done something wrong before he would have called me, he'd be looking for another mechanic. In fact, all those who have called the FAA to complain about a shop... most of the mechanics that I know spread that information amongst ourselves and those owners are blacklisted. It's easier to keep a kicking horse out of the pen than to worry about getting kicked.

In all this, I'm not advocating that there's not a time and place to involve the FAA, but the mindset of they should be notified with any problems is hogwash. Those owners better stay clear of my shop. It would undoubtedly suck to have to fly 100 miles to another airport for maintenance because no one on your own field will touch your plane.

Your mechanic is not your enemy. It's funny, and I've seen it a hundred times. When an owner comes to you to ask to have an annual inspection done, they're all smiles and questions, and generally easy to get along with. When they come to get the plane and get the bill, they act like you just killed their child and shot their dog.

95 percent of my experience with owners has been fantastically positive. Eager to have their planes fixed or inspected, happy to pay for the services, anxious to get their planes back to go enjoy flying them. Most are really interesting guys/gals to talk to on top of that. When I hear people talk about calling the FAA because a shop makes a mistake, I put them in the other 5 percent.

Bill, I'm with you on sending Caulkins a letter about the things you found. However, to reply to such a letter and apologize for anything that might have been missed would indicate an admission of guilt. The reply may be used against the shop later. Don't be surprised if you get no reply at all. Or, in the off chance you do get a reply, expect them to stand their ground and state that the aircraft was inspected in accordance with the applicable Cessna maintenance manual, the appropriate Lycoming Owners manual, and all available data pertaining to the modifications installed on your plane. To do otherwise would be legal suicide.

On the flip side, if anyone brought me a 150 or 152, or anything, for that matter, and told me they wanted a perfect plane when I was done, I'd tell them they couldn't afford it. There's just no such thing as a perfect plane. Even brand new, they're not perfect. So, as a mechanic, we try to balance condition with cost without compromising safety.

Think twice about calling the FAA when you get PO'd at a shop. Man who lives in glass house better not throw rocks.

Very well put Gary ... thank you for your insight. I agree, but could never have expressed it as well as you did. I've been watching this thread for a while and have been very interested in all the opinions.

I share your concern for being sued, but I'll not give up flight instruction. I just do the best I can to screen my potential students, do the best job I can, and trust that I'm giving something back to an industry that has given me so much.

Terry

Nice, Gary. I've been ticked off at [censored] Aviation for some time. Did I go out and call the FAA? Nope. Did I piss and moan and act like a child when my starter gears screwed up in North Florida at 8pm one night? I called them and asked the mechanics that were still there to come hop in a 172 and fix her, and when they refused, unpolitely, I told them they could go focus on the baron or navajo they were tinkering on, and that they wouldn't have to worry about me anymore. That's that. No letters, no bitching at the FAA. I just went to a mechanic I could trust and with a slightly different attitude.

Very good, Gary! Very very good! Much more effective then my "Screw the FAA!!!"

Again Gary, you and I are thinking alike. I really had no expectations of a response. I just wanted to let them know what type of work ended up coming out of their shop. If the powers to be were aware of this, so be it. If they were not, now they have a heads up. If I had any intentions of creating problems for them, I would have done so when you and I recognized the motor mount problem when you delivered Mr. Ed. I am not perfect so how can I hold anybody else to be? Or, maybe it is because I hold an A&P license myself and understand the vulnerabilities! Even so, with the number of descrepancies found, I also felt the obligation to let my fellow owners know of my experience with this particular FBO.

I bought an airplane sight unseen. If I was really all that concerned I should have went and inspected the aircraft myself. I feel the same about an owner just taking an aircraft in for maintenance. If he, ir she, is really concerned about how the airplane is maintained, he, or she, should work hand in hand with the mechanic. For those that just drop off the airplane and say, "Fix it!" I am sorry, but..................

Interesting thread. Both sides of the controversy present valid arguments. In hindsight I'm thinking the way to handle it may have been to photo document some of these problems, then send the offending shop a letter carefully worded giving them the opportunity to reimburse you for an amount you deem reasonable for the repairs...possibly on a depreciated basis. I'd focus on the worst of it, including motor mounts and life endangering items like steering boots the muffler, both of which present a carbon dioxide threat. Making it very clear you're a decent guy who wants to give them a chance to make it right with you, rather than having to answer to the FAA for their carelessness, might initiate a dialogue resulting in some monitary reimbursment to you. If not, the next step would be to turn your documentation over to the FAA.

Something really does need to be done to help insure this outfit cleans up its act. We're talking life and death in your case Bill. You know my opinion of the FAA...but this is exactly the kind of situation they need to be dealing with. Anyone rolling work this shabby out the door needs be repremanded in such a way that encourages them never to do it again.

I wouldn't turn my worst enemy into the FAA.

The fact is, most of us are flying old airplanes. Lets face it, even the planes that most of us consider modern are in the 30 year old range. Most of them are less than perfect in many ways. If we held our mechanics responsible for every defect in our airplanes, we couldn't afford to pay our bill. Unless you are looking for an average annual inspection of $5,000.00 on your 150, lighten up on the mechanic. My experience is that most of the mechanics are very knowledgable and conciensous people. The more trouble the mechanics and FBO's have with the FAA, the fewer mechanics and FBO's we'll have to maintain our planes.
Remember, when you decide to turn a mechanic into the FAA, you are screwing with that persons ability to make a living.

I realize I'm preaching to the choir. Most of you have flown for as long or longer than I and certainly do not need my thoughts on this matter. It just really ticks me off to hear people going to the FAA on matters which could easily be handled between the people involved.

While the mechanic plays a key role in the safe operation of any plane, they cannot guarentee the safety of the machine. If the aircraft owners want to live in a perfect world, buy a new airplane and trade every other year.

The rest of us will pays our money and takes our chances.

Oh I would. Some people have it coming. (grumble, grumble. . . people I used to instruct with.)