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them in a letter to which he will reply when the necessary corrections have been effected. He has no actual records of inspections made of his shop by the FAA, but he does have all of their mutual correspondence on file.
VAS' President Britt is listed as Allegheny Commuter's authorized inspector, meaning that he must sign for each individual aircraft's annual inspection. At any other time, either Mills or any of his mechanics, who all hold A&P licenses and are considered repairmen in a repair station, may sign-off any repairs made to any aircraft within the shop. Mills explained that a repairman does not have to hold an actual A&P license but must simply be well-qualified for his job. The difference between a repairman's inspection report and an A&P licensee's inspection report is needless additional paper work. Therefore, Mills and his mechanics all sign-off their repairs as in-shop repairmen. Mills maintains his repairmen's records for two years as specified in VAS' Operations Manual. All of his repair manuals are neatly kept on shelves in the locked supply room. They all seemed to be in order when examined by our commission investigator.
Equipment discrepancies are reported by the pilots on their in-flight daily records, a copy of which is kept within each aircraft. Each of the commuter airplanes is normally rotated through the repair shop every third night and all repairable discrepancies are attended to at that time. Occasionally, an air worthiness item might malfunction and if a repairman cannot fly to it with the necessary parts and/or tools, the crippled aircraft will be immediately ferried to Danville. If a certain repair cannot be effected within the shop, the defective part will usually be sent out for proper repair elsewhere. Such sensitive items are sophisticated electronic gear, propellers, etc. Major engine overhauls are also subcontracted out of the maintenance shop.
Mills and his mechanics do not perform work subcontracted to them while working for Allegheny Commuter, but they do occasionally perform repairs for aircraft landing at Danville as repairmen in a fixed base repair station (VAS). He has an FAA approved inspection schedule that provides for an overall aircraft casual inspection every 65 hours, usually performed on each aircraft when it rotates through the shop every third day. This schedule also provides that a more detailed inspection be performed on each aircraft after every 130 flying hours on a progressive basis. That is, approximately one-
fourth of the aircraft will be thoroughly inspected during each of these 130 hour inspections.
The fourth such inspection will complete an entire detailed study of the aircraft every 520 flying hours. It is this same complete inspection that is given annually to each aircraft and signed-off by Britt. However, these particular annual inspections are performed all at once rather than in progressive stages.
Whenever any such inspection (65, 130, 520) is performed, it is recorded in the individual aircraft's log as having been completed by an A&P licensed mechanic.
5. Norman E. Hamilton. He is a former captain pilot of VAS, resides at R. R. No. 3, Danville, and was interviewed by us on January 5, 1972. He is presently the chief pilot for C. P. Hyster Company, 1901 E. Voorhees, Danville. Currently he holds Airline Transport Pilot's Rating No. 1504763. He first worked for VAS from January to June 1965 as an air taxi charter pilot. In April 1966 he and his family moved to New Guinea, South Africa, where he flew for a missionary organization. In June 1969 he returned to work for VAS until he left them again in March 1970 for his current better-paying and more responsible position.
During his second stint with VAS, Hamilton was paid approximately $800 per month as a line captain flying charters, freight and explosives. He usually worked seven hours per day, three of which were spent flying. This was during a normal five-day work week. Occasionally, when hauling explosives, he would work longer hours necessitated by the cross-country trips. Hamilton stated that perhaps while hauling explosives, he had occasionally exceeded his regulation duty time and perhaps even his regulation flight time, but never by more than an hour and it was only when they had to fly great distances across the country.
Describing his working conditions, Hamilton said that while flying for VAS, he never felt a sense of true stability as far as his position and duties within the company were concerned. He explained that Britt could either be easy-going or a taskmaster depending on his mood and that his temperment was readily reflected in his company.
Hamilton's only objection to flying a particular run came on several instances when he was
95
Object Description
| Title | Intrastate air operations in Illinois |
| Creator |
Illinois. General Assembly. Legislative Investigating Commission |
| Subject [LCSH] |
Aeronautics, Commercial--Illinois Local service airlines--Illinois |
| Date Original | 1972 |
| Language | eng |
| Geographic Coverage | United States--Illinois |
| Contributing Institution | Illinois State Library |
| Rights | Materials in this collection are made available by the Illinois State Library. To request reproductions or inquire about permissions, contact: islimg@ilsos.net. Please cite the item title and collection name. |
| Identifier | 0653360 |
| Type | Text |
| Format | Book |
| Digital Format | JPEG |
| Collection Name | Illinois State Library - General Collection |
Description
| Title | Page 95 |
| Contributing Institution | Illinois State Library |
| Rights | Materials in this collection are made available by the Illinois State Library. To request reproductions or inquire about permissions, contact: islimg@ilsos.net. Please cite the item title and collection name. |
| Transcript | them in a letter to which he will reply when the necessary corrections have been effected. He has no actual records of inspections made of his shop by the FAA, but he does have all of their mutual correspondence on file. VAS' President Britt is listed as Allegheny Commuter's authorized inspector, meaning that he must sign for each individual aircraft's annual inspection. At any other time, either Mills or any of his mechanics, who all hold A&P licenses and are considered repairmen in a repair station, may sign-off any repairs made to any aircraft within the shop. Mills explained that a repairman does not have to hold an actual A&P license but must simply be well-qualified for his job. The difference between a repairman's inspection report and an A&P licensee's inspection report is needless additional paper work. Therefore, Mills and his mechanics all sign-off their repairs as in-shop repairmen. Mills maintains his repairmen's records for two years as specified in VAS' Operations Manual. All of his repair manuals are neatly kept on shelves in the locked supply room. They all seemed to be in order when examined by our commission investigator. Equipment discrepancies are reported by the pilots on their in-flight daily records, a copy of which is kept within each aircraft. Each of the commuter airplanes is normally rotated through the repair shop every third night and all repairable discrepancies are attended to at that time. Occasionally, an air worthiness item might malfunction and if a repairman cannot fly to it with the necessary parts and/or tools, the crippled aircraft will be immediately ferried to Danville. If a certain repair cannot be effected within the shop, the defective part will usually be sent out for proper repair elsewhere. Such sensitive items are sophisticated electronic gear, propellers, etc. Major engine overhauls are also subcontracted out of the maintenance shop. Mills and his mechanics do not perform work subcontracted to them while working for Allegheny Commuter, but they do occasionally perform repairs for aircraft landing at Danville as repairmen in a fixed base repair station (VAS). He has an FAA approved inspection schedule that provides for an overall aircraft casual inspection every 65 hours, usually performed on each aircraft when it rotates through the shop every third day. This schedule also provides that a more detailed inspection be performed on each aircraft after every 130 flying hours on a progressive basis. That is, approximately one- fourth of the aircraft will be thoroughly inspected during each of these 130 hour inspections. The fourth such inspection will complete an entire detailed study of the aircraft every 520 flying hours. It is this same complete inspection that is given annually to each aircraft and signed-off by Britt. However, these particular annual inspections are performed all at once rather than in progressive stages. Whenever any such inspection (65, 130, 520) is performed, it is recorded in the individual aircraft's log as having been completed by an A&P licensed mechanic. 5. Norman E. Hamilton. He is a former captain pilot of VAS, resides at R. R. No. 3, Danville, and was interviewed by us on January 5, 1972. He is presently the chief pilot for C. P. Hyster Company, 1901 E. Voorhees, Danville. Currently he holds Airline Transport Pilot's Rating No. 1504763. He first worked for VAS from January to June 1965 as an air taxi charter pilot. In April 1966 he and his family moved to New Guinea, South Africa, where he flew for a missionary organization. In June 1969 he returned to work for VAS until he left them again in March 1970 for his current better-paying and more responsible position. During his second stint with VAS, Hamilton was paid approximately $800 per month as a line captain flying charters, freight and explosives. He usually worked seven hours per day, three of which were spent flying. This was during a normal five-day work week. Occasionally, when hauling explosives, he would work longer hours necessitated by the cross-country trips. Hamilton stated that perhaps while hauling explosives, he had occasionally exceeded his regulation duty time and perhaps even his regulation flight time, but never by more than an hour and it was only when they had to fly great distances across the country. Describing his working conditions, Hamilton said that while flying for VAS, he never felt a sense of true stability as far as his position and duties within the company were concerned. He explained that Britt could either be easy-going or a taskmaster depending on his mood and that his temperment was readily reflected in his company. Hamilton's only objection to flying a particular run came on several instances when he was 95 |
| Collection Name | Illinois State Library - General Collection |
