|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : cle|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air carrier|
|Make Model Name||Light Transport, Low Wing, 2 Turboprop Eng|
|Flight Phase||ground : parked|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 120|
flight time total : 3600
|Affiliation||government : faa|
|Function||observation : air carrier inspector|
|Qualification||other other : other|
|Anomaly||non adherence : far|
other anomaly other
|Independent Detector||other other : unspecified|
|Resolutory Action||none taken : detected after the fact|
|Consequence||faa : investigated|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Upon being ramped, after incident, at cle, investigator found that pressurization write up was incorrect. Maintenance personnel told me earlier in the day that the problem was probably corrected and to go ahead and try the pressurization in the automatic mode. Pressurization worked good on the first ferry flight to sdf. I was then going to call dispatch to get the deferred item corrected while en route to cle. Never did though. So, upon arrival at cle, there was an incident and prompted FAA inspectors to check the aircraft logs. And, upon their inspection, found the pressurization MEL'd improperly (I flew in at 17000' MSL) although it worked good. Unfortunately, I only read the first MEL item which said to fly pressurized in the manual mode. The second referral said to fly in the automatic mode. With these contradicting one another, it should have said to fly unpressurized which it did not. Conclusion: reach each and every sentence: on arrival cle the aircraft had exited the runway causing the FAA to investigate the incident. During their examination the discrepancy in the logbook was noted. Maintenance had failed to clear the item from the log after the repair had been made. Has received no further inquiry from FAA.
Original NASA ASRS Text
Title: MINIMUM EUQIPMENT LIST REQUIREMENT REFERENCE PRESSURIZATION OF ACFT WRITTEN UP IN CONTRADICTORY MANNER.
Narrative: UPON BEING RAMPED, AFTER INCIDENT, AT CLE, INVESTIGATOR FOUND THAT PRESSURIZATION WRITE UP WAS INCORRECT. MAINT PERSONNEL TOLD ME EARLIER IN THE DAY THAT THE PROB WAS PROBABLY CORRECTED AND TO GO AHEAD AND TRY THE PRESSURIZATION IN THE AUTO MODE. PRESSURIZATION WORKED GOOD ON THE FIRST FERRY FLT TO SDF. I WAS THEN GOING TO CALL DISPATCH TO GET THE DEFERRED ITEM CORRECTED WHILE ENRTE TO CLE. NEVER DID THOUGH. SO, UPON ARR AT CLE, THERE WAS AN INCIDENT AND PROMPTED FAA INSPECTORS TO CHK THE ACFT LOGS. AND, UPON THEIR INSPECTION, FOUND THE PRESSURIZATION MEL'D IMPROPERLY (I FLEW IN AT 17000' MSL) ALTHOUGH IT WORKED GOOD. UNFORTUNATELY, I ONLY READ THE FIRST MEL ITEM WHICH SAID TO FLY PRESSURIZED IN THE MANUAL MODE. THE SECOND REFERRAL SAID TO FLY IN THE AUTO MODE. WITH THESE CONTRADICTING ONE ANOTHER, IT SHOULD HAVE SAID TO FLY UNPRESSURIZED WHICH IT DID NOT. CONCLUSION: REACH EACH AND EVERY SENTENCE: ON ARR CLE THE ACFT HAD EXITED THE RWY CAUSING THE FAA TO INVESTIGATE THE INCIDENT. DURING THEIR EXAMINATION THE DISCREPANCY IN THE LOGBOOK WAS NOTED. MAINT HAD FAILED TO CLR THE ITEM FROM THE LOG AFTER THE REPAIR HAD BEEN MADE. HAS RECEIVED NO FURTHER INQUIRY FROM FAA.
Data retrieved from NASA's ASRS site as of August 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.