Now you are talking about whether or not to accept a MEL. That's not what we were discussing. If an MEL is not acceptable to use for the condition of flight, then you don't accept the aircraft. That's your job as a captain...easy enough.

 

We write in the mx side when doing a flight crew placard. You cannot legally depart with an open writeup at both carriers I've worked for.

 

Do you guys not have the MEL book in the plane? Because maybe that's the issue here?

If you write up the GPWS then it will probably say you cannot fly into mountainous terrain or to contact dispatch and maintenance for alternate procedures. They're procedure should be not to operate in mountainous terrain but if it isn't and you're flying into RNO then you could argue it's unsafe and you're not going. But DEN? Come on, that might as well be in Kansas.

If your TCAS is out, per the EMB-145 MEL, you have 2 but only need 1. That means if you have 0, then you're not flying.

If both of windshield wipers are out, guess what, you don't get to takeoff or land if rain is within 5nm. If just 1, you're good to go. Even if the wiper gets parked halfway in your view you get to go as long as the blades can be positioned providing an acceptable field of vision to flight crew. That's in the MEL book.

Same with anti-ice inop. You can fly. Just can't go into conditions that has known or forecast ice conditions. Done that MEL in the 88.

 

Wait a minute... you figured out what we're discussing because its been rather confusing.

I think I get it now, AE has an odd MEL procedure that includes a Jurassic procedure that a mechanic comes out for every MEL... $$$$$... now if a regional wants to do that on every flight more power to them.

 

Yes we have it in the plane.

Nope we can fly into mountainous terrain and in windshear conditions without EGPWS

2 FLT DAYS


made within

 

It's not a Jurassic procedure and we are not the only ones doing it. I was just on an Alaska Jumpseat and had the APU fail on start up. They called the mechanic out to MEL it. While the mechanic was MELing it, the captain was on the ACARS getting a new release to include add fuel for the MEL (need to do cross bleed start) and the FO was keeping the passengers up to speed on the situation.

The only reason I said that was because you said this:

Quote:

Originally Posted by DLpilot

If it is something that might affect the safety of flight then you wouldn't be able to flight crew placard it in the first place.

 

Wow, so the alternate procedures Eagle created to meet the FAA requirement without EGPWS is to just stay on track? I guess that works. Not great. I think at night or in bad weather that may not be an airplane to take and I know that means fighting with the company and that just puts a mark on you and blah blah.

As to TCAS, what does it show under 34-43-00 TCAS II as well as under 1)? How many do you have, 2? Or 1?


Now back to the OP's question does Eagle require a mechanic to come out to the aircraft and verify or complete an MEL?

 

Be a captain, like I said. Just because it's legal doesn't make it smart. If you're flying into a mountainous area.. is going there without EGPWS a good idea? Is flying without TCAS a good idea? No. Don't do it. Use your melon.

I've refused aircraft on a number of occasions b/c of MELs and conditions we were operating into.

If we're at a mx station, we'll always call the mechanics regardless if it's legal to be flight crew placarded. You may have been mistaken. Mx has to be coordinated with for any deferral...

We cannot do any action that requires reference to a maintenance manual.

 

But you were at a maintenance base for AK? If you're in ATL and the APU INOP you can run the QRH on it and see if it starts and/or call maintenance. Maintenance can come out and try to fix it or if it won't fix or if it's their prerogative just MEL it. We could MEL it but per our MEL says if you're on the jetway with the door open at a MX base then contact maintenance.

Now you're at an outstation. The APU is INOP. You write it up, call maintenance, MEL it and go fly. If you're next destination is a maintenance hub and they're not planning on fixing it then they won't come out to see the book. The next crew will take it somewhere else and the APU may be inop for as long as the MEL allows, nobody needs to see that MEL.

 

33

(43-00)

Traffic Alert Collision

Avoidance System (TCAS)
B category
1 installed
0 required

(O)(M) May be inoperative provided:
PLACARD: RMU or MFD Bezel panel.

(O)
1. Flight is not departing out of a U.S. mainland
airport to a Mexico destination.
2. Ensure that enroute or approach procedures
do not require its use.

(M) May be flight crewmember accomplished:

34

(43-00-1)

Combined Traffic Alert (TA)
and Resolution Advisory

(RA) Dual Display

category C
2 installed
1 required

(O) May be inoperative provided:
PLACARD: RMU or MFD Bezel panel.
(O)
1. The PF will be designated based on the side
that the TCAS is fully operational.
2. Perform a TCAS System test to ensure that
RA or TA display and audio functions are
operative on the Flying Pilot’s side.
3. Ensure that TCAS is selected to the AUTO
mode during the entire flight.

35

(43-00-2)

TCAS
Resolution Advisory (RA)
Display System(s)

METHOD 1


category C
2 installed
1 required

May be inoperative provided the following

MEL

item has not been issued in conjunction with this

MEL

:
34-36 (TCAS Resolution Advisory (RA) Display
System(s) - Method 2)
PLACARD: RMU or MFD Bezel panel.

(O)
1. The PF will be designated based on the side
that the TCAS is fully operational.
2. Perform a TCAS System test to ensure that
the RA display function is operative on the

Flying Pilot’s side.

36

(43-00-2)

TCAS
Resolution Advisory (RA)
Display System(s)

METHOD 2

category C
2 installed
0 required

O) May be inoperative provided the following

MEL

item has not been issued in conjunction
with this MEL:
34-35 (TCAS Resolution Advisory (RA) Display
System(s) - Method 1)
PLACARD: RMU or MFD Bezel panel.

(O)
1. Perform a TCAS System test to ensure that
the TA display and audio functions are
operative.
2. Ensure that the TA only mode is selected.
3. Ensure that enroute or approach procedures

do not require its use.

So basically we need the display but we don't need the TCAS to actually work.