PLT OF AN ATX CARGO FLT OPERATED WITHOUT THE WT MANIFEST AND EXCEEDED THE TIME BEFORE OVERHAUL ON ONE ENG (TBO).

Narrative

REGULAR ACFT SCHEDULED FOR A CARGO FLT BECAME DISABLED. I RECEIVED A CALL ASKING WHAT TO DO FOR THE FLT (NO BACK- UP ACFT AVAILABLE). I TOLD PERSONNEL (MECHS) THAT WE WOULD USE THE CHARTER ACFT. SEATS WERE REMOVED AND A CARGO NET WAS INSTALLED. THIS OCCURRED AT XA30 AM. SCHEDULED DEP WAS XC30 AM. I GAVE A FUEL LOAD TO LINE SVCS; PREFLTED ACFT; FILED A FLT PLAN AND CHKED WX. THE METAL CLIPBOARD WAS IN THE ACFT. FREIGHT ARRIVED. I LOADED IT AND STARTED ENGS. WE WERE PAST THE SCHEDULED DEP TIME; SO I WAS IN A HURRY TO GET ACFT IN THE AIR. DURING RUN-UP AND ENG WARM UP; I LOOKED FOR THE METAL FOLDER FOR PAPERWORK; IT WAS BEHIND THE PLT SEAT. DURING THE FLT; I LOOKED FOR LOAD MANIFEST AND COULD NOT FIND ANY COPIES. I JOTTED THE WEIGHTS DOWN ON THE CARGO MANIFEST; ACFT EMPTY WT; PLT; CARGO; FUEL. THIS FLT IS A NORMAL 3 LEG FLT WITH A LAYOVER. I HAD ARRANGED TO CANCEL THE THIRD LEG AND JUST RETURN TO ORIGINAL DEP ARPT. THIS WAS BECAUSE THE R ENG HAD ONLY 8-9 HRS LEFT BEFORE TIME BEFORE OVERHAUL. THE TOTAL TRIP WAS TO TAKE 6-6.5 HRS WITHOUT THE THIRD LEG. UPON ARR BACK AT THE ORIGINAL DEP ARPT; I WAS IMMEDIATELY GREETED BY 5 FAA INSPECTORS DOING A 'RAMP CHK.' I WAS ASKED FOR MY PLT CERTIFICATE; MEDICAL; LOAD MANIFEST; AND ACFT FLT/TRIP LEG. I COULD NOT SHOW A LOAD MANIFEST NOR A TRIP LOG AS THE METAL FOLDER DID NOT HAVE ANY. I WAS QUESTIONED ABOUT THE ENG TIME AND I STATED I HAD ENOUGH TO DO THE TRIP. UPON CHKING OF PAST TRIP LOGS AND CURRENT HOBBS METER READING; THE HOBBS SHOWED 226.5; THE LAST KNOWN HOBBS READING WAS 226.4; ONLY 0.1 HR FOR A 6.5 HR FLT HAD RECORDED. ALSO THERE WAS A QUESTION ABOUT THE ACTUAL TIME LEFT ON THE ENG BEFORE TBO. A CHK WAS MADE OF THE FUNCTION OF THE HOBBS METER AND IT PERFORMED SATISFACTORILY. I SHOULD HAVE MADE SURE OF PAPERWORK IN ACFT BEFORE DEP. I SHOULD HAVE CHKED HOBBS READING AND TRIP LOG BEFORE DEP AND OR LAYOVER TO VERIFY OP OF IT. I ACCOUNT THIS PROB TO BEING IN TOO MUCH OF A HURRY TO GET AIRBORNE; A LATE NIGHT CALLOUT AND AN INTERMITTENT HOBBS METER.