|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : clt.airport|
|Altitude||agl single value : 0|
|Operator||common carrier : air carrier|
|Make Model Name||EMB ERJ 145 ER&LR|
|Operating Under FAR Part||Part 121|
|Flight Phase||ground : parked|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : cfi|
pilot : atp
|Experience||flight time last 90 days : 210|
flight time total : 5400
flight time type : 1800
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||aircraft equipment problem : critical|
maintenance problem : non compliance with mel
non adherence : company policies
non adherence : far
non adherence : published procedure
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : detected after the fact|
Flight Crew Human Performance
Maintenance Human Performance
I accepted an aircraft that carried 2 MEL's, one the #1 or left bleed and the APU bleed. The MEL for the left engine bleed has 5 parts. Left bleed inoperative APU bleed available no restrs, left bleed inoperative no APU available operations below FL250, right bleed inoperative operations below FL250, both bleeds inoperative APU available operations below FL180 and both bleed inoperative no APU operations unpressurized. I had just swapped out of another aircraft that had a downing item. I was now way behind schedule. The aircraft was extremely hot 50 degrees C flight deck, 40 degrees C cabin. While waiting for the aircraft to arrive, I reviewed the MEL's. I found the one I thought allowed me to depart, however, in my haste and discomfort, I overlooked an operation procedure that contradicts most of the MEL and requires an operating APU bleed. In a hurry, I inadvertently flew an unairworthy aircraft that was not in compliance with an MEL. Early that morning, the same aircraft had been pronounced airworthy and flown from our main maintenance base to clt. This is not the first time I have seen contradicting or vague MEL's on this aircraft. I don't know where the problem starts, with the company, the FAA or with embraer. I have learned a valuable lesson: hurrying never helps, it only hurts safety.
Original NASA ASRS Text
Title: CAPT OF E145 FLEW ACFT NOT IN COMPLIANCE WITH MEL RESTRS REGARDING RE-PRESSURIZATION SYS.
Narrative: I ACCEPTED AN ACFT THAT CARRIED 2 MEL'S, ONE THE #1 OR L BLEED AND THE APU BLEED. THE MEL FOR THE L ENG BLEED HAS 5 PARTS. L BLEED INOP APU BLEED AVAILABLE NO RESTRS, L BLEED INOP NO APU AVAILABLE OPS BELOW FL250, R BLEED INOP OPS BELOW FL250, BOTH BLEEDS INOP APU AVAILABLE OPS BELOW FL180 AND BOTH BLEED INOP NO APU OPS UNPRESSURIZED. I HAD JUST SWAPPED OUT OF ANOTHER ACFT THAT HAD A DOWNING ITEM. I WAS NOW WAY BEHIND SCHEDULE. THE ACFT WAS EXTREMELY HOT 50 DEGS C FLT DECK, 40 DEGS C CABIN. WHILE WAITING FOR THE ACFT TO ARRIVE, I REVIEWED THE MEL'S. I FOUND THE ONE I THOUGHT ALLOWED ME TO DEPART, HOWEVER, IN MY HASTE AND DISCOMFORT, I OVERLOOKED AN OP PROC THAT CONTRADICTS MOST OF THE MEL AND REQUIRES AN OPERATING APU BLEED. IN A HURRY, I INADVERTENTLY FLEW AN UNAIRWORTHY ACFT THAT WAS NOT IN COMPLIANCE WITH AN MEL. EARLY THAT MORNING, THE SAME ACFT HAD BEEN PRONOUNCED AIRWORTHY AND FLOWN FROM OUR MAIN MAINT BASE TO CLT. THIS IS NOT THE FIRST TIME I HAVE SEEN CONTRADICTING OR VAGUE MEL'S ON THIS ACFT. I DON'T KNOW WHERE THE PROB STARTS, WITH THE COMPANY, THE FAA OR WITH EMBRAER. I HAVE LEARNED A VALUABLE LESSON: HURRYING NEVER HELPS, IT ONLY HURTS SAFETY.
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.