The captain of a B747-400 cites several reasons why he believes it was inappropriate to allow an ino...

Attributes
ACN	884926
Time
Date	201004
Local Time Of Day	0001-0600
Place
Locale Reference	ZZZ.Airport
State Reference	US
Aircraft 1
Make Model Name	B747-400
Operating Under FAR Part	Part 121
Flight Phase	Parked
Flight Plan	IFR
Component
Aircraft Component	Fuel Distribution System
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 150 Flight Crew Total 15000 Flight Crew Type 3000
Events
Anomaly	Aircraft Equipment Problem Critical Deviation - Procedural Other / Unknown

Narrative:

Just had a 'legally deferred' fuel dump system inoperative MEL [on a flight] I flew trans oceanic; to ZZZZ. As I sit in ZZZZ reflecting on this MEL; I am not happy because this MEL; at a TOGW of 816.0K lbs; is only marginally safe. Not such a good idea for a flag dispatch; [considering a maximum] structural landing weight of 630.0K lbs. Engine failure on takeoff scenario has 3 outcomes: 1. Extreme use of my emergency authority; land as soon as possible at about 800K lbs gross weight (not good; due to no training). 2. Try to use the deferred fuel dump system anyway (maintenance said it would still probably work); [but doing so would conflict with an] FAA hot item no-no.3. Divert and climb above MEA; [an] fom no-no; for a 4 hour emergency divert; still probably overweight landing. Explain that on cnn. I suggest that this MEL should be company limited to domestic only; non flag dispatch. (Also include body gear steering inop too.)

Original NASA ASRS Text

Title: The Captain of a B747-400 cites several reasons why he believes it was inappropriate to allow an inoperative fuel dump system to be MEL'd when departing near MATOG on a trans-oceanic flight.

Narrative: Just had a 'legally deferred' fuel dump system inoperative MEL [on a flight] I flew trans oceanic; to ZZZZ. As I sit in ZZZZ reflecting on this MEL; I am not happy because this MEL; at a TOGW of 816.0K Lbs; is only marginally safe. Not such a good idea for a flag dispatch; [considering a maximum] structural landing weight of 630.0K Lbs. Engine failure on takeoff scenario has 3 outcomes: 1. Extreme use of my emergency authority; land ASAP at about 800K Lbs gross weight (not good; due to no training). 2. Try to use the deferred fuel dump system anyway (Maintenance said it would still probably work); [but doing so would conflict with an] FAA hot item no-no.3. Divert and climb above MEA; [an] FOM no-no; for a 4 hour emergency divert; still probably overweight landing. Explain that on CNN. I suggest that this MEL should be company limited to domestic only; non flag dispatch. (Also include Body Gear Steering inop too.)

Data retrieved from NASA's ASRS site as of April 2012 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.

The captain of a B747-400 cites several reasons why he believes it was inappropriate to allow an inoperative fuel dump system to be MEL'd when departing near matog on a trans-oceanic flight.