Originally Posted by
tucumseh
Ultimately, both Burgess and Cunningham were killed by the failure to heed a maxim hammered into you during initial training, before you're allowed near an aircraft or its equipment. Servicing is not complete until verified.
Burgess' aileron wasn't checked after reassembly. Cunningham's shackles weren't checked for disengagement after reassembly. The difference being an illegal instruction was issued preventing the shackle check.
Burgess jet was signed for. The Servicing instruction didn't mention the aileron control linkage disconnect I believe but it was a norm to do so as it made the task of removing the component required for the NDT check. A violation in itself of the maintenance procedure but one known about as a simple workaround to ease the task. Well known on the rigger trade desk. Violation compounded by lack of paperwork raised for what automatically was an independent creating action. Not the last time I have heard it happen. Mike Seares failed a Jaguar on an air test post second line maintenance. Yaw trimming was impossible to be stable and was getting worse. Before towing to the hangar, the liney stuck on the EHP to charge the brake accumulator and the rudder deflected full one way by itself. The input rod to the PFCU had been found not pinned, nut not on the bolt and the bolt had fallen out. No paperwork trail to that item (even though it was part of a 2988 entry for the comprehensive yaw checks and should have been raised as a disconnect). No proof on whom of the several riggers could have removed it and no one was man enough to own up.