MEL dilema
We learn that MEL is "only" to be referenced to before TO, after airborne, QHR and NNC will do the job. OK, all agree but I want to ask your opinion about some scenarios.
One: You are dispatched by MEL with one Engine driven Generator inop. MEL Operational procedures mandate a test of the Electrical backup system after engine start and confirmation of its operation. So for the condition you need backup system operative. After TO, you loose the backup system, but NNC for that does NOT mention any procedure or concern! no mention to land at nearest airport, but you know you have a MEL condition and that system was required. As NNC does not limit you to continue a long flight and forget about the MEL? would you consider to adopt MEL requirements in flight?
NNC does not always cover for cumulative failures or failures in addition of an already limited MEL dispatched flight. That is my understanding. But MEL limits in flight is a "tabu" and not normally accepted.
Second: You have an ETOPS 180 required system that became inop in flight. MEL would limit your dispatch, but you don't need no refer to it anymore. You continue for 180 ETOPS? You you get fired if you decide to land just before a North Atlantic crossing?
Another one: MEL mentions that L windshield wiper is required for CATlll operations, no NNC or mention of that in any other reference material. You takeoff in rain, your wiper fails during TO run just above 80kt, I believe you will not reject at this point, so it's a GO.........your destination is operating CAT3, and you know that L wiper is required by MEL, but MEL is not required to be referred to in flight so you just disregard this and forget that you know about this requirement?
One more: it has been years since I have flown the B737, but I remember that with one pack inop, you are limited in FL. That info was in the MEL, but not in the NNC. So you happen to know about the MEL limit, and loose a pack while climbing, are you going to climb to a higher level, and CRZ at a higher level than the one in the MEL? you can, as nothing is said in the NNC. So you just disregard the MEL? If you level at the lower FL, you will not reach your destination, as the fuel burn and winds are not as planed. So you decide to return. Are you getting fired by your company for making a wrong command decision that costed them a canceled flight?
Have you ever referred to MEL in flight, used its limitation, and considered the correct thing to do? or you are very straight forward and say MEL is ONLY for dispatch. ...?
Last edited by ricfly744; 19th December 2013 at 14:52.