Narrative:

I ferried an small transport light twin from dpa, to rid. At richmond, I taught another instrument for 4.7 hours how to fly the aircraft. The aircraft had just gone through a prepurchase inspection at sandwich, il, and joliet avionics had installed a stormscope and LORAN. The paperwork was supposed to be in order. The aircraft had at least 10 logbooks. First mistake, I personally did not look at the logbooks! The transponder had not been checked in 24 mos. Second mistake, I did not look for arrow (airworthiness, registration, radio license, operating limitations and weight and balance); the registration was missing! On preflight the aircraft looked in good condition. The overhead speaker did not work, but I had a headset. The runup was ok, the right engine had a 150 RPM magnetic drop on the left magnetic. Leaning the engine did not correct the problem, but the aircraft was within tolerances. The takeoff was normal. Five mins after takeoff the heater went inoperative. The landing at richmond was normal. I then talked to the new owners and instrument. They were concerned about the heater, but pleased with the aircraft. I gave ground and flight instructions in the aircraft. The aircraft on takeoff would have a rise in the right cht close to redline, but worked fine in cruise. The left engine had oil on the cowling coming from the propeller governor. The next morning, to be sure there was no remains of a bird nest in the right engine, I opened the cowlings to find the 3RD section of the exhaust manifold on the right side was missing. I grounded the plane. Looking at the books, I found problem #1 and #2. The aircraft had cracked air intakes that were supposed to have been fixed one yr ago, work never done. The aircraft had a one time ferry permit to fly from dpa to mdw, with the gear down to fix the air intakes. Note, this was located loose in the glove box and not in the logbooks. Note #2, company does good work. I am looking to get on with an airline, 1900 hours total time and 600 multi. I do not want to get in trouble with the FAA. Lesson, do not trust anyone! The buyers, aircraft dealers, ferry pilot, and seller all made mistakes. The seller was dishonest and dangerous.

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Original NASA ASRS Text

Title: PLT FERRYING A LIGHT TWIN BETWEEN DPA AND RID FAILS TO ADEQUATELY CHECK THE ACFT PAPERWORK AND LATER DISCOVERS THAT THE ACFT WAS UNAIRWORTHY DUE TO INCOMPLETE MAINTENANCE, MISSING ENGINE PARTS, AND NO REGISTRATION CERTIFICATE.

Narrative: I FERRIED AN SMT LIGHT TWIN FROM DPA, TO RID. AT RICHMOND, I TAUGHT ANOTHER INSTR FOR 4.7 HRS HOW TO FLY THE ACFT. THE ACFT HAD JUST GONE THROUGH A PREPURCHASE INSPECTION AT SANDWICH, IL, AND JOLIET AVIONICS HAD INSTALLED A STORMSCOPE AND LORAN. THE PAPERWORK WAS SUPPOSED TO BE IN ORDER. THE ACFT HAD AT LEAST 10 LOGBOOKS. FIRST MISTAKE, I PERSONALLY DID NOT LOOK AT THE LOGBOOKS! THE TRANSPONDER HAD NOT BEEN CHKED IN 24 MOS. SECOND MISTAKE, I DID NOT LOOK FOR ARROW (AIRWORTHINESS, REGISTRATION, RADIO LICENSE, OPERATING LIMITATIONS AND WT AND BALANCE); THE REGISTRATION WAS MISSING! ON PREFLT THE ACFT LOOKED IN GOOD CONDITION. THE OVERHEAD SPEAKER DID NOT WORK, BUT I HAD A HEADSET. THE RUNUP WAS OK, THE R ENG HAD A 150 RPM MAG DROP ON THE L MAG. LEANING THE ENG DID NOT CORRECT THE PROB, BUT THE ACFT WAS WITHIN TOLERANCES. THE TKOF WAS NORMAL. FIVE MINS AFTER TKOF THE HEATER WENT INOP. THE LNDG AT RICHMOND WAS NORMAL. I THEN TALKED TO THE NEW OWNERS AND INSTR. THEY WERE CONCERNED ABOUT THE HEATER, BUT PLEASED WITH THE ACFT. I GAVE GND AND FLT INSTRUCTIONS IN THE ACFT. THE ACFT ON TKOF WOULD HAVE A RISE IN THE RIGHT CHT CLOSE TO REDLINE, BUT WORKED FINE IN CRUISE. THE L ENG HAD OIL ON THE COWLING COMING FROM THE PROP GOVERNOR. THE NEXT MORNING, TO BE SURE THERE WAS NO REMAINS OF A BIRD NEST IN THE R ENG, I OPENED THE COWLINGS TO FIND THE 3RD SECTION OF THE EXHAUST MANIFOLD ON THE R SIDE WAS MISSING. I GNDED THE PLANE. LOOKING AT THE BOOKS, I FOUND PROB #1 AND #2. THE ACFT HAD CRACKED AIR INTAKES THAT WERE SUPPOSED TO HAVE BEEN FIXED ONE YR AGO, WORK NEVER DONE. THE ACFT HAD A ONE TIME FERRY PERMIT TO FLY FROM DPA TO MDW, WITH THE GEAR DOWN TO FIX THE AIR INTAKES. NOTE, THIS WAS LOCATED LOOSE IN THE GLOVE BOX AND NOT IN THE LOGBOOKS. NOTE #2, COMPANY DOES GOOD WORK. I AM LOOKING TO GET ON WITH AN AIRLINE, 1900 HRS TOTAL TIME AND 600 MULTI. I DO NOT WANT TO GET IN TROUBLE WITH THE FAA. LESSON, DO NOT TRUST ANYONE! THE BUYERS, ACFT DEALERS, FERRY PLT, AND SELLER ALL MADE MISTAKES. THE SELLER WAS DISHONEST AND DANGEROUS.

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.