Narrative:

On may/xa/99, I was contacted for a 14 crash fire rescue equipment part 135 flight. The mission was an aircraft reposition to mfd, a freight pick-up at mfd with subsequent delivery of freight to lrd. Dispatch assigned a learjet 24 to the crew to complete the trip. No open discrepancies or aircraft squawks were discovered. The crew repositioned the aircraft to mfd and picked up freight destined for lrd. After takeoff, the crew flew the aircraft to the flight plan altitude of FL390. The trip continued uneventfully to shv, an en route fuel stop. After takeoff, the crew flew the aircraft to the flight plan altitude of FL390. The trip continued uneventfully to the destination airport, lrd. Upon arrival at lrd, the crew was informed that the company would like the crew to reposition the aircraft back to base at yip. The crew was put in contact with the director of operations, who explained that the aircraft was restr to a 'maximum altitude of FL350.' the crew repositioned the aircraft, flying at all times below FL350, back to yip with an intermediate fuel stop in mem. The flight was uneventful. The crew subsequently discussed the flight with the director of operations. The director of operations explained that the aircraft had a dual flame-out the week prior. The aircraft was fixed and flown with a maintenance acceleration check completed to FL350. The aircraft was repositioned to yip, with the intention of another maintenance acceleration check to be completed at the maximum altitude. Accordingly, the director of operations has promised that steps will be implemented so that such an occurrence will not occur in the future.

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Original NASA ASRS Text

Title: ACFT DISPATCHED TO FLY AT AN UNAUTH ALT.

Narrative: ON MAY/XA/99, I WAS CONTACTED FOR A 14 CFR PART 135 FLT. THE MISSION WAS AN ACFT REPOSITION TO MFD, A FREIGHT PICK-UP AT MFD WITH SUBSEQUENT DELIVERY OF FREIGHT TO LRD. DISPATCH ASSIGNED A LEARJET 24 TO THE CREW TO COMPLETE THE TRIP. NO OPEN DISCREPANCIES OR ACFT SQUAWKS WERE DISCOVERED. THE CREW REPOSITIONED THE ACFT TO MFD AND PICKED UP FREIGHT DESTINED FOR LRD. AFTER TKOF, THE CREW FLEW THE ACFT TO THE FLT PLAN ALT OF FL390. THE TRIP CONTINUED UNEVENTFULLY TO SHV, AN ENRTE FUEL STOP. AFTER TKOF, THE CREW FLEW THE ACFT TO THE FLT PLAN ALT OF FL390. THE TRIP CONTINUED UNEVENTFULLY TO THE DEST ARPT, LRD. UPON ARR AT LRD, THE CREW WAS INFORMED THAT THE COMPANY WOULD LIKE THE CREW TO REPOSITION THE ACFT BACK TO BASE AT YIP. THE CREW WAS PUT IN CONTACT WITH THE DIRECTOR OF OPS, WHO EXPLAINED THAT THE ACFT WAS RESTR TO A 'MAX ALT OF FL350.' THE CREW REPOSITIONED THE ACFT, FLYING AT ALL TIMES BELOW FL350, BACK TO YIP WITH AN INTERMEDIATE FUEL STOP IN MEM. THE FLT WAS UNEVENTFUL. THE CREW SUBSEQUENTLY DISCUSSED THE FLT WITH THE DIRECTOR OF OPS. THE DIRECTOR OF OPS EXPLAINED THAT THE ACFT HAD A DUAL FLAME-OUT THE WK PRIOR. THE ACFT WAS FIXED AND FLOWN WITH A MAINT ACCELERATION CHK COMPLETED TO FL350. THE ACFT WAS REPOSITIONED TO YIP, WITH THE INTENTION OF ANOTHER MAINT ACCELERATION CHK TO BE COMPLETED AT THE MAX ALT. ACCORDINGLY, THE DIRECTOR OF OPS HAS PROMISED THAT STEPS WILL BE IMPLEMENTED SO THAT SUCH AN OCCURRENCE WILL NOT OCCUR IN THE FUTURE.

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.