Narrative:

Aircraft was deferred with MEL 36-10-xx-xx (pneumatic supply systems #3). The MEL does not specify whether to operate the air system in auto or manual--only that isolation valves are functioning. On pushback and starting #3 engine; the auto controller did not open the appropriate isolation valves to pressurize the #3 manifold for engine start and there was consequently no N2 rotation. At this point; while first officer was starting the engine and stated that there was no rotation; I switched the controller to manual and opened the 1-2 and 1-3 isolation valves as is done to pressurize the manifold for start; thinking this was an MEL issue. I directed the first officer to start all three engines in this configuration with the thought that after engine start the auto controller would operate normally. When switching back to auto; after all engines running; the 1-3 isolation valve closed and the #3 manifold depressurized - same problem.at this point; we realized that to operate in manual; we should have explicit direction in the MEL and wanted to check with maintenance about the need to defer the auto mode or some other procedure to pressurize the #3 manifold. Ramp control directed us to park at maintenance area and maintenance boarded the aircraft through the avionics door. Subsequent maintenance efforts to correct the problem showed that a manifold fail indication (part of their process to do an air system decay check) had not been cleared. By the time this was discovered as the problem; and another manifold decay check was executed; we had burned enough fuel to require return to a gate and refuel.what led to problem: rather than applying systems knowledge and operations with an MEL of uncertain effects; in hindsight; when the #3 system did not pressurize; I should have gotten pulled back into the blocks; written it up and handed the problem to maintenance. It is unclear whether an earlier block turn back would have led to an earlier discovery of the problem.even though the MEL didn't direct operation in the auto mode; there was nothing that directed use of manual mode. Automatic mode is the default on an md-11. If there was an explicit note in the deferral about operating in auto; I may not have been inclined to attempt a start in manual. Having flown the first leg of the evening in a different aircraft type may have given me some propensity on my part to do so in this case on an md-11. From a CRM standpoint; as a minimum; I should have stopped the start and discussed any actions with the first officer so we were on the same page. Also; regarding the source of the problem (maintenance procedures for the deferral results in a manifold fail detected); maintenance procedures never direct this fault to be cleared and consequently; the auto controller will not try to pressurize a manifold for which it has an indication of failure. Maintenance procedures should explicitly direct that this fault is reset after the mandated manifold decay check. Such a note would have prevented the issue altogether.

Google
 

Original NASA ASRS Text

Title: MD-11 flight crew reported that instructions were unclear for an MEL item for the pneumatic system.

Narrative: Aircraft was deferred with MEL 36-10-XX-XX (Pneumatic Supply Systems #3). The MEL does not specify whether to operate the air system in auto or manual--only that isolation valves are functioning. On pushback and starting #3 engine; the auto controller did not open the appropriate isolation valves to pressurize the #3 manifold for engine start and there was consequently no N2 rotation. At this point; while FO was starting the engine and stated that there was no rotation; I switched the controller to manual and opened the 1-2 and 1-3 isolation valves as is done to pressurize the manifold for start; thinking this was an MEL issue. I directed the FO to start all three engines in this configuration with the thought that after engine start the auto controller would operate normally. When switching back to Auto; after all engines running; the 1-3 isolation valve closed and the #3 manifold depressurized - same problem.At this point; we realized that to operate in manual; we should have explicit direction in the MEL and wanted to check with maintenance about the need to defer the auto mode or some other procedure to pressurize the #3 manifold. Ramp control directed us to park at maintenance area and maintenance boarded the aircraft through the avionics door. Subsequent maintenance efforts to correct the problem showed that a manifold fail indication (part of their process to do an air system decay check) had not been cleared. By the time this was discovered as the problem; and another manifold decay check was executed; we had burned enough fuel to require return to a gate and refuel.What led to problem: rather than applying systems knowledge and operations with an MEL of uncertain effects; in hindsight; when the #3 system did not pressurize; I should have gotten pulled back into the blocks; written it up and handed the problem to maintenance. It is unclear whether an earlier block turn back would have led to an earlier discovery of the problem.Even though the MEL didn't direct operation in the auto mode; there was nothing that directed use of manual mode. Automatic mode is the default on an MD-11. If there was an explicit note in the deferral about operating in auto; I may not have been inclined to attempt a start in manual. Having flown the first leg of the evening in a different aircraft type may have given me some propensity on my part to do so in this case on an MD-11. From a CRM standpoint; as a minimum; I should have stopped the start and discussed any actions with the FO so we were on the same page. Also; regarding the source of the problem (Maintenance procedures for the deferral results in a manifold fail detected); Maintenance procedures never direct this fault to be cleared and consequently; the auto controller will not try to pressurize a manifold for which it has an indication of failure. Maintenance procedures should explicitly direct that this fault is reset after the mandated manifold decay check. Such a note would have prevented the issue altogether.

Data retrieved from NASA's ASRS site 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.