Narrative:

A loading truck backed into the right side of my fuselage near the forward belly cargo door. Exterior inspection revealed no popped or loose rivets, no punctures, and no tears or cracks into the metal skin of the airplane. Interior inspections revealed a bent longeron (horizontal) in the airframe structure. Inspections were performed by a&P mechanic and a&P flight engineer. After describing the damage to director of maintenance in gso, he faxed a ferry permit to me as per general maintenance manual chapter 11. Flight engineer made inspection entry in aircraft logbook, and both a&P mechanics and flight engineer's stamps, signatures and numbers entered as per general maintenance manual. Ferried aircraft from mdsd to tjbq. Repairs are possible in tjbq. This is considered a maintenance base. Chief pilot and director of operations instructed me to ferry the aircraft again to mia for crew change and continuation to gso. The FAA was called. When this course of action was considered in appropriate by our other chief pilot, the FAA revoked our in-house ferry permit authority and issued me an FAA ferry permit to fly from tjbq direct to gso. Another logbook inspection entry was made by an air carrier mechanic in tjbq. Both ferry flts conducted at 10000 ft MSL with aircraft unpressurized. Ferry flight from tjbq to gso conducted on feb/thu/92. The director of maintenance was to have called aircraft maintenance before issuing me the ferry permit for the flight from mdsd to tjbq. I was assured he did, and did my best to have all the required documents legal for the flight.

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Original NASA ASRS Text

Title: UNCOORDINATED MAINT POLICY PROC FOR RELEASE PROC ON FERRY FLT.

Narrative: A LOADING TRUCK BACKED INTO THE R SIDE OF MY FUSELAGE NEAR THE FORWARD BELLY CARGO DOOR. EXTERIOR INSPECTION REVEALED NO POPPED OR LOOSE RIVETS, NO PUNCTURES, AND NO TEARS OR CRACKS INTO THE METAL SKIN OF THE AIRPLANE. INTERIOR INSPECTIONS REVEALED A BENT LONGERON (HORIZ) IN THE AIRFRAME STRUCTURE. INSPECTIONS WERE PERFORMED BY A&P MECH AND A&P FE. AFTER DESCRIBING THE DAMAGE TO DIRECTOR OF MAINT IN GSO, HE FAXED A FERRY PERMIT TO ME AS PER GENERAL MAINT MANUAL CHAPTER 11. FE MADE INSPECTION ENTRY IN ACFT LOGBOOK, AND BOTH A&P MECHS AND FE'S STAMPS, SIGNATURES AND NUMBERS ENTERED AS PER GENERAL MAINT MANUAL. FERRIED ACFT FROM MDSD TO TJBQ. REPAIRS ARE POSSIBLE IN TJBQ. THIS IS CONSIDERED A MAINT BASE. CHIEF PLT AND DIRECTOR OF OPS INSTRUCTED ME TO FERRY THE ACFT AGAIN TO MIA FOR CREW CHANGE AND CONTINUATION TO GSO. THE FAA WAS CALLED. WHEN THIS COURSE OF ACTION WAS CONSIDERED IN APPROPRIATE BY OUR OTHER CHIEF PLT, THE FAA REVOKED OUR IN-HOUSE FERRY PERMIT AUTHORITY AND ISSUED ME AN FAA FERRY PERMIT TO FLY FROM TJBQ DIRECT TO GSO. ANOTHER LOGBOOK INSPECTION ENTRY WAS MADE BY AN ACR MECH IN TJBQ. BOTH FERRY FLTS CONDUCTED AT 10000 FT MSL WITH ACFT UNPRESSURIZED. FERRY FLT FROM TJBQ TO GSO CONDUCTED ON FEB/THU/92. THE DIRECTOR OF MAINT WAS TO HAVE CALLED ACFT MAINT BEFORE ISSUING ME THE FERRY PERMIT FOR THE FLT FROM MDSD TO TJBQ. I WAS ASSURED HE DID, AND DID MY BEST TO HAVE ALL THE REQUIRED DOCUMENTS LEGAL FOR THE FLT.

Data retrieved from NASA's ASRS site as of July 2007 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.