SR 4-5653423749
实际案例中遇到，有飞机启发后出现EEC备用灯亮故障，自检右发EEC有73-31642 ADIRU 1 and ADIRU 2 Total Pressure Data Disagree 信息，针对是否仅需要根据EEC备用灯亮直接MEL放行飞机，还是介于总压信号需核实皮托管，以免产生更严重的空速不一致等异常，存在一定的争议。与波音做了沟通，波音认为在使用MEL之前，运营人实际已经做了故障隔离确认工作，方可使用MEL进行保留放行。
这与此前大家的理解还是存在一定差异的。
Prior to dispatching airplane with appropriate MMEL item’s, MAINTENANCE (M) and OPERATIONS (O) procedures provided in the DDG it is assumed that the operator has already confirmed the failure or abnormal system behavior. The airplane may then be dispatched by using Boeing suggested DDG (M) and/or (O) procedures or operator defined (M) and/or (O) procedures. Operators can use Boeing suggested (M) and/or (O) procedures along with additional information which may help in their company MEL, subject to the approval of their local regulatory agency.
It is important to note that the DDG procedures are not intended for troubleshooting. It is the responsibility of the operator to first troubleshoot the nature of the failure before entering the MEL in order to determine whether appropriate MEL dispatch relief can be applied.
In the case of MEL 73-11-11, there are no (M) procedures associated with the MEL item. The MMEL assumes that adequate troubleshooting has been performed prior to applying MMEL dispatch relief. The DDG is not intended to be a troubleshooting document. Troubleshooting must be performed using the FIM/AMM to isolate the failure, so that the appropriate MMEL dispatch relief may be applied. HNA should troubleshoot any relevant engine and/or indication related messages via AMM/FIM before applying MEL 73-11-11.
Boeing will not revise MEL 73-11-01 to accommodate any relevant engine and/or indication related messages since the DDG assumes that is already done as described above.