Narrative:

[I] went on road trip for FOD damage to left engine. Got to aircraft and found fan blades damaged; nose inlet; containment case; rub strip; and lower core cowl damaged. There was [a] hole in the inlet about 1/2 inch in diameter and deep. Several holes in containment case one went through honeycomb and about 1/2 inch wide and one inch long. Three or four other holes at various spots and 3-inch x 1-inch wide section of rub strip missing.inspected engine; found no FOD damage in core. Found 3-inch long gash in lower core cowl. [I] plotted all damage and faxed location; size and depth of damage to maintenance control. Removed and installed new [fan] blades and was told by control they were working to try to get a ferry flight [permit] and not fix damage until it got back home. At this time we had timed-out and had to go to hotel for rest. Came out of rest next day and found out they had ferried aircraft back home. Returned home and wanted to see what had been done to get it safe for a ferry flight; saw that they had applied speed tape inside inlet cowl and containment case with no other restriction. I did not feel this was safe. Read release paperwork they used to fly aircraft home and noticed it only stated damage on inlet and core cowl; not on containment case and rub strip. Safety needs to be top priority and follow proper procedure. I know when an aircraft is down in outstation the need to get aircraft back on line or back to base to get fixed is a big deal but we must be safe first. The release is the only paper I have seen and was the only thing used in the logbook; so unless there was some other approval to make it safe I do not feel this was safe to fly aircraft home. We took epoxy to fill holes in engine for a temporary repair; I felt this would be safe for a temporary repair to get aircraft home.

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Original NASA ASRS Text

Title: A Line Mechanic reports his Air Carrier ferried a CRJ-200 back to a Maintenance Base without adequate or even temporary Repairs to the #1 engine that had sustained FOD damaged. Prior to aircraft being ferried; Mechanic found the # 1 engine fan blades; nose inlet; containment case; rub strip and lower core cowl was damaged.

Narrative: [I] went on road trip for FOD damage to left engine. Got to aircraft and found fan blades damaged; nose inlet; containment case; rub strip; and lower core cowl damaged. There was [a] hole in the inlet about 1/2 inch in diameter and deep. Several holes in containment case one went through honeycomb and about 1/2 inch wide and one inch long. Three or four other holes at various spots and 3-inch x 1-inch wide section of rub strip missing.Inspected engine; found no FOD damage in core. Found 3-inch long gash in lower core cowl. [I] plotted all damage and faxed location; size and depth of damage to Maintenance Control. Removed and installed new [fan] blades and was told by Control they were working to try to get a ferry flight [permit] and not fix damage until it got back home. At this time we had timed-out and had to go to hotel for rest. Came out of rest next day and found out they had ferried aircraft back home. Returned home and wanted to see what had been done to get it safe for a ferry flight; saw that they had applied speed tape inside inlet cowl and containment case with no other restriction. I did not feel this was safe. Read release paperwork they used to fly aircraft home and noticed it only stated damage on inlet and core cowl; not on containment case and rub strip. Safety needs to be top priority and follow proper procedure. I know when an aircraft is down in outstation the need to get aircraft back on line or back to base to get fixed is a big deal but we must be safe first. The release is the only paper I have seen and was the only thing used in the logbook; so unless there was some other approval to make it safe I do not feel this was safe to fly aircraft home. We took epoxy to fill holes in engine for a temporary repair; I felt this would be safe for a temporary repair to get aircraft home.

Data retrieved from NASA's ASRS site as of April 2012 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.