Narrative:

I recently got the opportunity to fly contract trips on a [dassault falcon 50]. I went through a company training program in april and was able to receive a sic training for that plane. I met with my captain in ZZZ to fly one passenger from ZZZ to ZZZZ. The flight was uneventful. [A few days later] we were told to fly to ZZZZ1. Shortly before the approach the gen 3 light came on; the gen 3 switch tripped. I ran the appropriate checklist but the switch could not be reset. Upon landing; the aircraft was shut down and both the captain and I inspected the right (#3) engine. It showed black [substance] on the bottom. A local mechanic was asked to open the cowling and once it was removed it was clear that some of the wiring burnt and caused the light to come on. As with this particular model with the gen switch in the off position the engine itself cannot be started. [We] read the afm annex to see under what condition a 2 engine ferry flight could be possible. We found the appropriate section and it only required VFR conditions; no passengers and flights during daylight hours only. Early morning we departed ZZZZ1 to ZZZ1; cleared customs and did two more legs to land at ZZZ2. The conditions required to conduct this flight(s) were adhered to. However; if I am not mistaken; an actual ferry permit should have been requested and obtained. I am not 100% certain about it but I should have asked the captain to call the FAA and verify. I agreed to the captain's plan of action as the afm allowed for multiple flights and leaving ZZZZ1 per airline would have been (almost) impossible that very day and I had to be back at my regular job on time. I did not feel uncomfortable flying this plane; the captain has several 1000 hours in it. We had to stay in the low 20's and were significantly slower than normal. On our last leg center inquired about our slow speed and altitude. The captain said that for 'operational considerations' we had to stay low. The controller just 'asked' him to advise them the 'next time' that the plane may not be able to maintain 250kts; as ATC would have expected. No matter what; I think an actual ferry permit should have been requested. Even though all the conditions for a 2 engine ferry flight were met the plane should not have been flown further than to an adequate repair station. In the future; I will be more on my toes when it comes to situations like this. Being the new guy does not mean that I cannot have an opinion; even contrary to the more experienced person in the cockpit. Even if the afm allows flights like this; a call to the FAA and requesting an actual permit would have been the right/better thing to do.

Google
 

Original NASA ASRS Text

Title: Contract pilot reported an FAA Ferry Permit was not obtained prior to returning to home base with an engine inoperable.

Narrative: I recently got the opportunity to fly contract trips on a [Dassault Falcon 50]. I went through a company training program in April and was able to receive a SIC training for that plane. I met with my captain in ZZZ to fly one passenger from ZZZ to ZZZZ. The flight was uneventful. [A few days later] we were told to fly to ZZZZ1. Shortly before the approach the GEN 3 light came on; the GEN 3 switch tripped. I ran the appropriate checklist but the switch could not be reset. Upon landing; the aircraft was shut down and both the Captain and I inspected the right (#3) engine. It showed black [substance] on the bottom. A local mechanic was asked to open the cowling and once it was removed it was clear that some of the wiring burnt and caused the light to come on. As with this particular model with the GEN switch in the OFF position the engine itself CANNOT be started. [We] read the AFM Annex to see under what condition a 2 engine ferry flight could be possible. We found the appropriate section and it only required VFR conditions; no passengers and flights during daylight hours only. Early morning we departed ZZZZ1 to ZZZ1; cleared customs and did two more legs to land at ZZZ2. The conditions required to conduct this flight(s) were adhered to. However; if I am not mistaken; an actual Ferry Permit SHOULD have been requested AND obtained. I am not 100% certain about it but I should have asked the Captain to call the FAA and verify. I agreed to the Captain's plan of action as the AFM allowed for multiple flights AND leaving ZZZZ1 per airline would have been (almost) impossible that very day AND I had to be back at my regular job on time. I did not feel uncomfortable flying this plane; the Captain has several 1000 hours in it. We had to stay in the low 20's and were significantly slower than normal. On our last leg Center inquired about our slow speed and altitude. The Captain said that for 'operational considerations' we had to stay low. The controller just 'asked' him to advise them the 'next time' that the plane may not be able to maintain 250kts; as ATC would have expected. No matter what; I think an actual ferry permit should have been requested. Even though all the conditions for a 2 engine ferry flight were met the plane should not have been flown further than to an adequate repair station. In the future; I will be more on my toes when it comes to situations like this. Being the new guy does not mean that I cannot have an opinion; even contrary to the more experienced person in the cockpit. Even if the AFM allows flights like this; a call to the FAA and requesting an actual permit would have been the right/better thing to do.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.