Narrative:

I have been flying for atx 1 since jan/xx/94. I am currently on another certificate with atx 2 in ormond beach, florida. I was given some ground and flight instruction with the director operations at atx 1 and he said the FAA gave him a waiver for me to fly on his certificate based on the fact that I was 135 current on atx 2. I assumed this was correct and did not pursue it any more. Recently we changed aircraft from 1 navajo to another navajo. The new navajo we received, I assumed, had all of the necessary paperwork such as an MEL, discrepancy board, etc. On the previous day to our may/xx/94 flight, I noticed that the MEL was not aboard and that we did not have the co-pilot's altitude indicator working and the DME. I called our director of operations and asked him where the MEL was and informed him of the inoperative equipment. He said it was definitely on the aircraft and that we were okay to go with the inoperative equipment. I took his word for it and departed on the flight. We had a military colonel on board inspecting our aircraft on 1 leg since we were doing military charlies. He asked us about our MEL and I said I was not sure if it was onboard. He also asked us about the discrepancy board and the maintenance logbooks which I could not locate. He informed the FAA about this and now they are investigating. The next day we found the MEL and logbooks in a box in the nose baggage compartment. I am now also unsure of whether I am also actually legal to be on atx 2's 135 operation. I assumed that I was legal because the director of operations told me I was, and that I had atx 1 ground training. I think that it is important to make sure for yourself whether you are legal as far as certificates and equipment on board is concerned. This could be prevented by a thorough check of the aircraft and good knowledge of the FARS.

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Original NASA ASRS Text

Title: AN ACFT CHANGE CREATED AN MEL PROB FOR A PT 135 PLT.

Narrative: I HAVE BEEN FLYING FOR ATX 1 SINCE JAN/XX/94. I AM CURRENTLY ON ANOTHER CERTIFICATE WITH ATX 2 IN ORMOND BEACH, FLORIDA. I WAS GIVEN SOME GND AND FLT INSTRUCTION WITH THE DIRECTOR OPS AT ATX 1 AND HE SAID THE FAA GAVE HIM A WAIVER FOR ME TO FLY ON HIS CERTIFICATE BASED ON THE FACT THAT I WAS 135 CURRENT ON ATX 2. I ASSUMED THIS WAS CORRECT AND DID NOT PURSUE IT ANY MORE. RECENTLY WE CHANGED ACFT FROM 1 NAVAJO TO ANOTHER NAVAJO. THE NEW NAVAJO WE RECEIVED, I ASSUMED, HAD ALL OF THE NECESSARY PAPERWORK SUCH AS AN MEL, DISCREPANCY BOARD, ETC. ON THE PREVIOUS DAY TO OUR MAY/XX/94 FLT, I NOTICED THAT THE MEL WAS NOT ABOARD AND THAT WE DID NOT HAVE THE CO-PLT'S ALT INDICATOR WORKING AND THE DME. I CALLED OUR DIRECTOR OF OPS AND ASKED HIM WHERE THE MEL WAS AND INFORMED HIM OF THE INOP EQUIP. HE SAID IT WAS DEFINITELY ON THE ACFT AND THAT WE WERE OKAY TO GO WITH THE INOP EQUIP. I TOOK HIS WORD FOR IT AND DEPARTED ON THE FLT. WE HAD A MIL COLONEL ON BOARD INSPECTING OUR ACFT ON 1 LEG SINCE WE WERE DOING MIL CHARLIES. HE ASKED US ABOUT OUR MEL AND I SAID I WAS NOT SURE IF IT WAS ONBOARD. HE ALSO ASKED US ABOUT THE DISCREPANCY BOARD AND THE MAINT LOGBOOKS WHICH I COULD NOT LOCATE. HE INFORMED THE FAA ABOUT THIS AND NOW THEY ARE INVESTIGATING. THE NEXT DAY WE FOUND THE MEL AND LOGBOOKS IN A BOX IN THE NOSE BAGGAGE COMPARTMENT. I AM NOW ALSO UNSURE OF WHETHER I AM ALSO ACTUALLY LEGAL TO BE ON ATX 2'S 135 OP. I ASSUMED THAT I WAS LEGAL BECAUSE THE DIRECTOR OF OPS TOLD ME I WAS, AND THAT I HAD ATX 1 GND TRAINING. I THINK THAT IT IS IMPORTANT TO MAKE SURE FOR YOURSELF WHETHER YOU ARE LEGAL AS FAR AS CERTIFICATES AND EQUIP ON BOARD IS CONCERNED. THIS COULD BE PREVENTED BY A THOROUGH CHK OF THE ACFT AND GOOD KNOWLEDGE OF THE FARS.

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.