Commercial Fixed Wing
Flight Crew Commercial; Maintenance Powerplant; Maintenance Airframe
Communication Breakdown; Distraction; Situational Awareness; Time Pressure; Training / Qualification
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Environment - Non Weather Related; Company Policy; Procedure; Aircraft
During pre-flight of aircraft; I noticed that the First Officer seat shoulder harnesses were frayed and quite worn. As an experienced airline 121 A&P mechanic; I suspected the shoulder harnesses were not airworthy. I brought it to the attention of the Captain. He chose not to address the issue by not writing the item in the logbook or calling aircraft maintenance to inspect the harnesses. This concerned me and I decided to take pictures of the un-airworthy parts. I informed the Captain that I would find out if they were legal. I did not want to pursue the issue as I feel pressure from the Regional Chief Pilot not to cause problems. In the past I have brought up two other safety issues for him to follow up with. He did not follow up on either. I mistakenly did not press the issue further. The Regional Chief Pilot in a previous conversation relayed to me that if I ever press the issue on a maintenance item; I better be right. We flew the aircraft on a flight. When we arrived; I sent the picture to the Fleet Manager and asked if he thought the item was legal. He responded no it was not legal. I immediately realized that we had operated an aircraft without a proper write-up and that the aircraft was not airworthy. I called Regional Chief Pilot about disposition and process of a self disclosure. I suggested direct contact with our carrier's Primary Operations Inspector (POI) or an ASAP report. The Regional Chief Pilot suggested that I not report anything to anybody. I felt uneasy with participating in a cover-up of the situation. Later that day; flying a different aircraft; I received a phone message from Chief Pilot that I was to be relieved of flying duty and was to go home. He noted that information would be gathered for a hearing for me later next week. I can only imagine they intend to fire me for bringing up a safety issue and possibly for the issues brought up in the past. Please note the Captain was not pulled from the trip. At my air carrier; I the First Officer; am not responsible for writing up discrepancies; the Captain is. The Chief Pilot did not pull the Captain; he pulled me. I believe this to be intimidation to keep me from reporting this event. The event occurred because of pressure from the company to depart on time regardless of the aircraft condition. Once the item was discovered; I immediately called Regional Chief Pilot for disposition on a self disclosure. I believe the culture of safety and a reduction of blatant intimidation of employees at this air carrier would greatly improve overall safety.
The Reporter stated that prior to being hired as an airline pilot he was a mechanic and maintenance supervisor at a major air carrier working primarily on Boeing products. He feels that his present carrier; which recently had a major accident; employs intimidation and threats against pilots to keep aircraft flying. He urged the Company to self disclose about this event and was rebuffed. As far as he knows the air carrier's POI was not involved but he recently received a call from the FAA asking for the shoulder harness picture he took. He has not idea how the word got to the FAA. When the Company took him off line they intended to fire him but after the hearing someone realized the seriousness of the errors and after three weeks he was put back online with pay. No action was taken against the Captain.
An air carrier First Officer with A&P experience deemed the aircraft's should harness un-airworthy but was given three weeks off after pressing the issue.