MEL or operation manual while taxiing......
 

Hi,
I have a question ,if you are taxiing to holding point,following a failure of a part or system ,you use MEL or operation manual.......
Appreciate

Ops manual and common sense.
However, I've noticed otherwise, by some sideways thinking individuals/companies.:rolleyes:

Lets look at an example.
Three engine widebody airplane.
#1 IDG trips offline, and cannot be reset, whilst taxiing for takeoff.
Abnormal checklist completed, APU started, and left operating until 10,000 feet, as per procedures.

What not should be done, is returning to the stand, so engineering can put an 'inop' sticker on the panel and the defect recorded in the DD log.
And yet, I've seen pilots do just that...:ugh:

MEL use is for pre-departure. Not withstanding the fact that you may use it for reference whenever you like.

Ops manual, I guess you mean the QRH or emergency checklist, is to be used for everything else including failures on the ground.

I agree with Chesty with the proviso that it is worthwhile checking the MEL/CDL after running the QRH procedure(s) to see what the defect will have for the destination station. If you already at a main maintenance base where a fix can be made it may be the better option than taking the fault to a station with no spares and it becomes a no dispatch item.

As Chesty/TB say, the wise pilot ( and we'll leave xxx out of this) will check the MEL if time permits since there can be some failures that may preclude departure from the destination.

because I saw in ATPL tests(JAA), the right answer was op. manual(QRH), but........some dozen questions later on, the right answer was MEL !!!! a little bit confused..........As for me, I agree with your opinion, MEL is necessary in order to decide go/no go, if some failures require maintenance at base only.