 |
37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
An SF340 was dispatched with 2 conflicting deferred items. A cockpit fuel quantity indicator and an under wing fuel quantity indicator in the same tank.
| Attributes | |
| ACN | 700999 |
| Time | |
| Date | 200605 |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : zzz.airport |
| State Reference | US |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | SF 340B |
| Operating Under FAR Part | Part 121 |
| Flight Phase | ground : preflight |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | other personnel |
| Qualification | other |
| ASRS Report | 700999 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | other personnel |
| Qualification | other |
| ASRS Report | 700998 |
| 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 : fuel qty indicators other other : 1 |
| Resolutory Action | none taken : detected after the fact |
| Consequence | other other |
| Factors | |
| Maintenance | contributing factor : schedule pressure contributing factor : manuals performance deficiency : logbook entry performance deficiency : non compliance with legal requirements |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance Maintenance Human Performance Aircraft Chart Or Publication Company |
| Primary Problem | Company |
| Situations | |
| Publication | Minimum Equipment List |
Narrative:
Saab aircraft was assigned on my desk for 1 roundtrip. During planning; I noted that MEL 28-9 and 28-10 had both been opened and that the language in 28-10 seemed to preclude having both MEL's open at the same time. MEL 28-10 says to use the cockpit gauges to confirm fuel quantity but MEL 28-09 allows 1 of the 2 gauges to be inoperative with the magnetic dipsticks to be used instead. I went to the saab maintenance controller (I don't remember which one) and explained my concern about the operations procedure in MEL 28-10; but to the best of my recollection; he explained that with the dipstick procedure we were allowed to fly. He conceded that MEL 28-10 was poorly written and a correction should be published. I coordination with the captain and confirmed that all other requirements of MEL 28-09 were met.
Original NASA ASRS Text
Title: AN SF340 WAS DISPATCHED WITH 2 CONFLICTING DEFERRED ITEMS. A COCKPIT FUEL QUANTITY INDICATOR AND AN UNDER WING FUEL QUANTITY INDICATOR IN THE SAME TANK.
Narrative: SAAB ACFT WAS ASSIGNED ON MY DESK FOR 1 ROUNDTRIP. DURING PLANNING; I NOTED THAT MEL 28-9 AND 28-10 HAD BOTH BEEN OPENED AND THAT THE LANGUAGE IN 28-10 SEEMED TO PRECLUDE HAVING BOTH MEL'S OPEN AT THE SAME TIME. MEL 28-10 SAYS TO USE THE COCKPIT GAUGES TO CONFIRM FUEL QUANTITY BUT MEL 28-09 ALLOWS 1 OF THE 2 GAUGES TO BE INOP WITH THE MAGNETIC DIPSTICKS TO BE USED INSTEAD. I WENT TO THE SAAB MAINT CTLR (I DON'T REMEMBER WHICH ONE) AND EXPLAINED MY CONCERN ABOUT THE OPS PROC IN MEL 28-10; BUT TO THE BEST OF MY RECOLLECTION; HE EXPLAINED THAT WITH THE DIPSTICK PROC WE WERE ALLOWED TO FLY. HE CONCEDED THAT MEL 28-10 WAS POORLY WRITTEN AND A CORRECTION SHOULD BE PUBLISHED. I COORD WITH THE CAPT AND CONFIRMED THAT ALL OTHER REQUIREMENTS OF MEL 28-09 WERE MET.
Data retrieved from NASA's ASRS site as of January 2009 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.