<< >> NASA ASRS Report 575244, February 2003

A DC10-10 was dispatched with #2 engine N1 indicator deferred as inoperative per the MEL, but actually had the engine fail system inoperative.

Attributes
ACN	575244
Time
Date	200302
Day	Tue
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	agl single value : 0
Environment
Flight Conditions	IMC
Weather Elements	Snow
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	DC-10 10
Operating Under FAR Part	Part 121
Flight Phase	climbout : takeoff ground : takeoff roll
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : commercial pilot : flight engineer pilot : instrument pilot : multi engine
Experience	flight time last 90 days : 250 flight time total : 14000 flight time type : 3000
ASRS Report	575244
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : critical maintenance problem : non compliance with mel non adherence : far non adherence : published procedure
Independent Detector	aircraft equipment other aircraft equipment : #2 n1 indicator other flight crewa other flight crewb other other : 3
Resolutory Action	none taken : detected after the fact
Consequence	other
Factors
Maintenance	contributing factor : manuals contributing factor : schedule pressure performance deficiency : logbook entry performance deficiency : testing performance deficiency : fault isolation
Supplementary
Problem Areas	Maintenance Human Performance Aircraft Flight Crew Human Performance Chart Or Publication
Primary Problem	Maintenance Human Performance

Narrative:

We had a deferred #2 engine N1 gauge. Procedurally, this requires some different procedures for engine start, but all other system are supposed to be normal. It was snowing, which necessitated deicing. We finally taxied out for takeoff on runway 18L. On takeoff roll, we added power and began the takeoff roll. Frequently we get an engine fail light due to the engines spooling up at different rates, but they soon extinguish. The lights remained on, but all engine instruments remained normal. The takeoff and subsequent flight were uneventful, and we went to our destination. As it turns out, the airplane was deferred on the incorrect MEL. Rather than an inoperative gauge, the sensor was inoperative. This will cause the engine fail light to illuminate and also requires a weight limitation -- which we were below. I felt the safest course of action was to continue the takeoff rather than abort, but safety could have been compromised.

Related reports:

• A DC10-30 was dispatched with an inoperative #2 engine N1 in...
• A B747-200 was dispatched in non compliance with #2 engine N...
• A B757-200 was dispatched in non compliance with the cockpit...
• A B737-200 was dispatched in non compliance with a deferred ...
• An airbus 320 was dispatched in non compliance with a deferr...
• A B767 was dispatched with the rudder trim indicator deferre...

	Enter your search terms Submit search form
	Web www.37000feet.com

Original NASA ASRS Text

Title: A DC10-10 WAS DISPATCHED WITH #2 ENG N1 INDICATOR DEFERRED AS INOP PER THE MEL, BUT ACTUALLY HAD THE ENG FAIL SYS INOP.

Narrative: WE HAD A DEFERRED #2 ENG N1 GAUGE. PROCEDURALLY, THIS REQUIRES SOME DIFFERENT PROCS FOR ENG START, BUT ALL OTHER SYS ARE SUPPOSED TO BE NORMAL. IT WAS SNOWING, WHICH NECESSITATED DEICING. WE FINALLY TAXIED OUT FOR TKOF ON RWY 18L. ON TKOF ROLL, WE ADDED PWR AND BEGAN THE TKOF ROLL. FREQUENTLY WE GET AN ENG FAIL LIGHT DUE TO THE ENGS SPOOLING UP AT DIFFERENT RATES, BUT THEY SOON EXTINGUISH. THE LIGHTS REMAINED ON, BUT ALL ENG INSTS REMAINED NORMAL. THE TKOF AND SUBSEQUENT FLT WERE UNEVENTFUL, AND WE WENT TO OUR DEST. AS IT TURNS OUT, THE AIRPLANE WAS DEFERRED ON THE INCORRECT MEL. RATHER THAN AN INOP GAUGE, THE SENSOR WAS INOP. THIS WILL CAUSE THE ENG FAIL LIGHT TO ILLUMINATE AND ALSO REQUIRES A WT LIMITATION -- WHICH WE WERE BELOW. I FELT THE SAFEST COURSE OF ACTION WAS TO CONTINUE THE TKOF RATHER THAN ABORT, BUT SAFETY COULD HAVE BEEN COMPROMISED.

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.