Narrative:

Received a call from originating flight crew that the automated external defibrillator (aed) had been deferred the night before due to a flashing red 'X' indicating that the battery was low and the unit unserviceable. As of apr/mon/04, we are no longer to fly revenue without a serviceable aed on board. Original plan was to send a new unit from ZZZ but dispatch told the maintenance controller working this fleet that it would be less disruptive to the schedule if we were to maintenance ferry the aircraft to ZZZ1 where the part was. I said, 'ok, let's do it.' at this point, I assumed the controller was going to call contract maintenance. I completed the aircraft maintenance ferry permit and faxed to dispatch. I had the controller facsimile the mpm (maintenance procedures manual) logbook procedures to ZZZ1 operations for contract maintenance. At this point, it was just a matter of waiting for contract maintenance to call and complete the logbook (or so I thought). I was in assumption mode (and we all know what that word 'assume' can do). I got busy with other aircraft and the next thing I knew the aircraft was in ZZZ1, and the captain was on the phone with the controller asking if he should have had anything put in the logbook. There was no logbook entry made for the inspection before ferry flight. Several factors contributed to this event, not the least of which was my failure to follow this through from start to finish. First was the fact that the aed had been previously deferred -- therefore the originating captain did not make another logbook entry. Otherwise, there would have been an open discrepancy in the logbook and the new captain operating the ferry flight would have known that we needed the discrepancy to be addressed. Second, I did not specifically verify that contract maintenance had been called out. We also should have insisted that dispatch have the new captain contact us prior to departure. Normally we do not forward the maintenance ferry permit to dispatch until the logbook is complete. In this instance, the ferry flight was scheduled to take place within a half-hour of making the decision and I sent the permit early to try and expedite the process. The crew arrived at the aircraft and already had their release in hand and departed before we had the opportunity to complete the logbook with contract maintenance. In the future the ferry permit will not be sent until we have verified the logbook is complete. Supplemental information from acn 617009: we neglected to follow up with contract to ensure the log was filled our properly. The crew left ont and the next thing I knew the flight was in ZZZ1.

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Original NASA ASRS Text

Title: A B737-700 WAS DISPATCHED IN NON COMPLIANCE ON A MAINT FERRY WITHOUT THE REQUIRED SAFETY INSPECTION AND LOGBOOK ENTRY.

Narrative: RECEIVED A CALL FROM ORIGINATING FLT CREW THAT THE AUTOMATED EXTERNAL DEFIBRILLATOR (AED) HAD BEEN DEFERRED THE NIGHT BEFORE DUE TO A FLASHING RED 'X' INDICATING THAT THE BATTERY WAS LOW AND THE UNIT UNSERVICEABLE. AS OF APR/MON/04, WE ARE NO LONGER TO FLY REVENUE WITHOUT A SERVICEABLE AED ON BOARD. ORIGINAL PLAN WAS TO SEND A NEW UNIT FROM ZZZ BUT DISPATCH TOLD THE MAINT CTLR WORKING THIS FLEET THAT IT WOULD BE LESS DISRUPTIVE TO THE SCHEDULE IF WE WERE TO MAINT FERRY THE ACFT TO ZZZ1 WHERE THE PART WAS. I SAID, 'OK, LET'S DO IT.' AT THIS POINT, I ASSUMED THE CTLR WAS GOING TO CALL CONTRACT MAINT. I COMPLETED THE ACFT MAINT FERRY PERMIT AND FAXED TO DISPATCH. I HAD THE CTLR FAX THE MPM (MAINT PROCS MANUAL) LOGBOOK PROCS TO ZZZ1 OPS FOR CONTRACT MAINT. AT THIS POINT, IT WAS JUST A MATTER OF WAITING FOR CONTRACT MAINT TO CALL AND COMPLETE THE LOGBOOK (OR SO I THOUGHT). I WAS IN ASSUMPTION MODE (AND WE ALL KNOW WHAT THAT WORD 'ASSUME' CAN DO). I GOT BUSY WITH OTHER ACFT AND THE NEXT THING I KNEW THE ACFT WAS IN ZZZ1, AND THE CAPT WAS ON THE PHONE WITH THE CTLR ASKING IF HE SHOULD HAVE HAD ANYTHING PUT IN THE LOGBOOK. THERE WAS NO LOGBOOK ENTRY MADE FOR THE INSPECTION BEFORE FERRY FLT. SEVERAL FACTORS CONTRIBUTED TO THIS EVENT, NOT THE LEAST OF WHICH WAS MY FAILURE TO FOLLOW THIS THROUGH FROM START TO FINISH. FIRST WAS THE FACT THAT THE AED HAD BEEN PREVIOUSLY DEFERRED -- THEREFORE THE ORIGINATING CAPT DID NOT MAKE ANOTHER LOGBOOK ENTRY. OTHERWISE, THERE WOULD HAVE BEEN AN OPEN DISCREPANCY IN THE LOGBOOK AND THE NEW CAPT OPERATING THE FERRY FLT WOULD HAVE KNOWN THAT WE NEEDED THE DISCREPANCY TO BE ADDRESSED. SECOND, I DID NOT SPECIFICALLY VERIFY THAT CONTRACT MAINT HAD BEEN CALLED OUT. WE ALSO SHOULD HAVE INSISTED THAT DISPATCH HAVE THE NEW CAPT CONTACT US PRIOR TO DEP. NORMALLY WE DO NOT FORWARD THE MAINT FERRY PERMIT TO DISPATCH UNTIL THE LOGBOOK IS COMPLETE. IN THIS INSTANCE, THE FERRY FLT WAS SCHEDULED TO TAKE PLACE WITHIN A HALF-HR OF MAKING THE DECISION AND I SENT THE PERMIT EARLY TO TRY AND EXPEDITE THE PROCESS. THE CREW ARRIVED AT THE ACFT AND ALREADY HAD THEIR RELEASE IN HAND AND DEPARTED BEFORE WE HAD THE OPPORTUNITY TO COMPLETE THE LOGBOOK WITH CONTRACT MAINT. IN THE FUTURE THE FERRY PERMIT WILL NOT BE SENT UNTIL WE HAVE VERIFIED THE LOGBOOK IS COMPLETE. SUPPLEMENTAL INFO FROM ACN 617009: WE NEGLECTED TO FOLLOW UP WITH CONTRACT TO ENSURE THE LOG WAS FILLED OUR PROPERLY. THE CREW LEFT ONT AND THE NEXT THING I KNEW THE FLT WAS IN ZZZ1.

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.