Flight with known aircraft discrepancy.

Attributes
ACN	293668
Time
Date	199501
Day	Mon
Place
Locale Reference	airport : sav
State Reference	GA
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : corporate
Make Model Name	Gulfstream Jet Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Navigation In Use	Other Other
Flight Phase	ground : preflight
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : cfi pilot : atp
Experience	flight time last 90 days : 90 flight time total : 14000 flight time type : 3000
ASRS Report	293668
Person 2
Affiliation	Other
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	aircraft equipment problem : less severe non adherence : far other anomaly other
Independent Detector	other other : unspecified
Resolutory Action	none taken : detected after the fact
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

The kk 1159 my company operates is flown primarily under part 91, although the aircraft is occasionally flown on a part 135 certificate. It is maintained on a 'camp' program developed by gulfstream, approved by the FAA, and overseen by the certificate holder. On jan/aa/95, I flew the aircraft to the kk center in savannah for the purpose of an xray corrosion inspection. Along on the flight was our administrator of maintenance (aom) to oversee the inspection. The inspection was completed jan/bb/95 and a small area of corrosion was found at BL592. The area was about 1 inch by 4 inches. The engineering department at gulfstream requested the repair be done at gulfstream's brunswick, GA, facility which is about 60 mi south of savannah. They gave our administrator of maintenance a 2 hour authority/authorized to deliver the aircraft to brunswick. Gulfstream, our administrator of maintenance, and myself all felt the aircraft was airworthy for this 15 min trip. I phoned the certificate holder to obtain a flight release and when asked about the airworthiness status of the aircraft, I indicated it was status 'a' airworthy. I received the release and we delivered the aircraft to brunswick. The next day our administrator of maintenance informed me the certificate holder had been in touch with him and felt they (the certificate holer) should have issued a ferry permit for the flight as it was being operated with a known discrepancy. The certificate holder felt they were obligated to self disclose this operation to the FAA. The operational control of the certificate holder can only be assured if all parties communicate clearly on all matters. In this case, the aircraft manufacturer, our administrator of maintenance, and myself all felt the aircraft was 'a' status. The certificate holder felt otherwise. This certificate holder utilizes over 50 corporate jets of all shapes and sizes along with the pilots and mechanics employed by the companies who own the aircraft. Very little of our time is actually devoted to part 135 operations. The potential for communication breakdown will exist until the FAA and the certificate holders develop procedures to better administer these kinds of operations.

Original NASA ASRS Text

Title: FLT WITH KNOWN ACFT DISCREPANCY.

Narrative: THE KK 1159 MY COMPANY OPERATES IS FLOWN PRIMARILY UNDER PART 91, ALTHOUGH THE ACFT IS OCCASIONALLY FLOWN ON A PART 135 CERTIFICATE. IT IS MAINTAINED ON A 'CAMP' PROGRAM DEVELOPED BY GULFSTREAM, APPROVED BY THE FAA, AND OVERSEEN BY THE CERTIFICATE HOLDER. ON JAN/AA/95, I FLEW THE ACFT TO THE KK CTR IN SAVANNAH FOR THE PURPOSE OF AN XRAY CORROSION INSPECTION. ALONG ON THE FLT WAS OUR ADMINISTRATOR OF MAINT (AOM) TO OVERSEE THE INSPECTION. THE INSPECTION WAS COMPLETED JAN/BB/95 AND A SMALL AREA OF CORROSION WAS FOUND AT BL592. THE AREA WAS ABOUT 1 INCH BY 4 INCHES. THE ENGINEERING DEPT AT GULFSTREAM REQUESTED THE REPAIR BE DONE AT GULFSTREAM'S BRUNSWICK, GA, FACILITY WHICH IS ABOUT 60 MI S OF SAVANNAH. THEY GAVE OUR ADMINISTRATOR OF MAINT A 2 HR AUTH TO DELIVER THE ACFT TO BRUNSWICK. GULFSTREAM, OUR ADMINISTRATOR OF MAINT, AND MYSELF ALL FELT THE ACFT WAS AIRWORTHY FOR THIS 15 MIN TRIP. I PHONED THE CERTIFICATE HOLDER TO OBTAIN A FLT RELEASE AND WHEN ASKED ABOUT THE AIRWORTHINESS STATUS OF THE ACFT, I INDICATED IT WAS STATUS 'A' AIRWORTHY. I RECEIVED THE RELEASE AND WE DELIVERED THE ACFT TO BRUNSWICK. THE NEXT DAY OUR ADMINISTRATOR OF MAINT INFORMED ME THE CERTIFICATE HOLDER HAD BEEN IN TOUCH WITH HIM AND FELT THEY (THE CERTIFICATE HOLER) SHOULD HAVE ISSUED A FERRY PERMIT FOR THE FLT AS IT WAS BEING OPERATED WITH A KNOWN DISCREPANCY. THE CERTIFICATE HOLDER FELT THEY WERE OBLIGATED TO SELF DISCLOSE THIS OP TO THE FAA. THE OPERATIONAL CTL OF THE CERTIFICATE HOLDER CAN ONLY BE ASSURED IF ALL PARTIES COMMUNICATE CLRLY ON ALL MATTERS. IN THIS CASE, THE ACFT MANUFACTURER, OUR ADMINISTRATOR OF MAINT, AND MYSELF ALL FELT THE ACFT WAS 'A' STATUS. THE CERTIFICATE HOLDER FELT OTHERWISE. THIS CERTIFICATE HOLDER UTILIZES OVER 50 CORPORATE JETS OF ALL SHAPES AND SIZES ALONG WITH THE PLTS AND MECHS EMPLOYED BY THE COMPANIES WHO OWN THE ACFT. VERY LITTLE OF OUR TIME IS ACTUALLY DEVOTED TO PART 135 OPS. THE POTENTIAL FOR COM BREAKDOWN WILL EXIST UNTIL THE FAA AND THE CERTIFICATE HOLDERS DEVELOP PROCS TO BETTER ADMINISTER THESE KINDS OF OPS.

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.