Narrative:

Received a '#1 impending bypass' message after climb out from ZZZ. It is merely a blue advisory message not yellow; not red (this is important). I looked for a procedure in the QRH and found nothing. I called maintenance from the air and relayed the message to maintenance through dispatch since maintenance was too busy for me. I wrote up the message in the can and maintenance was waiting for us in ZZZ1. Maintenance then inspected the aircraft and when leaving the plane one of them made the remark that it would get (or keep) us going until the filter could be changed. I looked at the MEL and read the plane must be inspected (which was done) and that it could only be flown 10 hours (or was it 6) before it must be cleared. I did the math in my head and determined we would only have 3 to 6 flts; depending on length; before it would have to be cleared. In ZZZ2; I thought nothing of it as I knew we had several more hours of flying before it would have to be cleared. Maintenance was not at the gate in ZZZ2 a full 2 hours and 45 mins after the write up in ZZZ1; 3 hours if you count the 15 min turn. Today a full 28 hours later; the chief pilot left me a message saying the plane was supposed to be inspected before each and every flight. Here is what I saw: a blue advisory message (not yellow; not red) with no associated procedure in the QRH. An MEL that said to have aircraft inspected and then cleared by 10 hours (or was it 6); no maintenance at ZZZ2 3 hours later; and no comments from maintenance in ZZZ1 or ZZZ4 or from operations or dispatch about the supposed irregularity. I do not believe I missed something although I did get a pretty confident call so maybe after almost 7 yrs; I have turned human and missed something but it doesn't make any sense. If something is so risky that it must be inspected after every flight (even if it was ten mins); then why is a plane being allowed to fly in such a risky configuration at all? And then why would it be allowed up to 10 hours that could include a 3 hour flight? Why does it warrant only a blue advisory message? If something is so important; why wasn't maintenance there waiting for us 3 hours later and why didn't anyone call us or attempt to reach us? I ask these questions to show why I believe I did nothing wrong. Combine these with a casual comment from a maintenance guy that it will get us going until it can be fixed; which was done when we returned to ZZZ1 and it seems unimaginable to me that I missed something and that this is a mix-up.callback conversation with reporter revealed the following information: the reporter stated the following: the #2 engine blue advisory light was deferred by a maintenance station and the MEL required the filter to be replaced at or before 10 flight hours. This 10 hour limit was entered in the logbook by maintenance. This airplane was dispatched through 3 stations with no maintenance action. Maintenance was advised prior to arriving at the maintenance station where the blue advisory light was deferred. On arrival at the terminating station the chief pilot left the reporter a message saying the airplane was to be inspected each and every flight prior to departure. This was not the way the deferral read. Nobody in dispatch or maintenance operations was monitoring the deferred item to have downline maintenance make the required inspection

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Original NASA ASRS Text

Title: AN EMB145 HAD #1 ENGINE BLUE ADVISORY '#1 IMPENDING BYPASS.' ITEM WAS DEFERRED PER MEL FOR FUEL FILTER REPLACEMENT AT OR BEFORE 10 FLT HOURS. CAPT ADVISED BY CHIEF PLT ENGINE INSPECTION REQUIRED EACH AND EVERY FLT.

Narrative: RECEIVED A '#1 IMPENDING BYPASS' MSG AFTER CLB OUT FROM ZZZ. IT IS MERELY A BLUE ADVISORY MSG NOT YELLOW; NOT RED (THIS IS IMPORTANT). I LOOKED FOR A PROC IN THE QRH AND FOUND NOTHING. I CALLED MAINT FROM THE AIR AND RELAYED THE MESSAGE TO MAINT THROUGH DISPATCH SINCE MAINT WAS TOO BUSY FOR ME. I WROTE UP THE MSG IN THE CAN AND MAINT WAS WAITING FOR US IN ZZZ1. MAINT THEN INSPECTED THE ACFT AND WHEN LEAVING THE PLANE ONE OF THEM MADE THE REMARK THAT IT WOULD GET (OR KEEP) US GOING UNTIL THE FILTER COULD BE CHANGED. I LOOKED AT THE MEL AND READ THE PLANE MUST BE INSPECTED (WHICH WAS DONE) AND THAT IT COULD ONLY BE FLOWN 10 HOURS (OR WAS IT 6) BEFORE IT MUST BE CLRED. I DID THE MATH IN MY HEAD AND DETERMINED WE WOULD ONLY HAVE 3 TO 6 FLTS; DEPENDING ON LENGTH; BEFORE IT WOULD HAVE TO BE CLRED. IN ZZZ2; I THOUGHT NOTHING OF IT AS I KNEW WE HAD SEVERAL MORE HOURS OF FLYING BEFORE IT WOULD HAVE TO BE CLRED. MAINT WAS NOT AT THE GATE IN ZZZ2 A FULL 2 HOURS AND 45 MINS AFTER THE WRITE UP IN ZZZ1; 3 HOURS IF YOU COUNT THE 15 MIN TURN. TODAY A FULL 28 HOURS LATER; THE CHIEF PLT LEFT ME A MSG SAYING THE PLANE WAS SUPPOSED TO BE INSPECTED BEFORE EACH AND EVERY FLT. HERE IS WHAT I SAW: A BLUE ADVISORY MSG (NOT YELLOW; NOT RED) WITH NO ASSOCIATED PROC IN THE QRH. AN MEL THAT SAID TO HAVE ACFT INSPECTED AND THEN CLRED BY 10 HOURS (OR WAS IT 6); NO MAINT AT ZZZ2 3 HOURS LATER; AND NO COMMENTS FROM MAINT IN ZZZ1 OR ZZZ4 OR FROM OPS OR DISPATCH ABOUT THE SUPPOSED IRREGULARITY. I DO NOT BELIEVE I MISSED SOMETHING ALTHOUGH I DID GET A PRETTY CONFIDENT CALL SO MAYBE AFTER ALMOST 7 YRS; I HAVE TURNED HUMAN AND MISSED SOMETHING BUT IT DOESN'T MAKE ANY SENSE. IF SOMETHING IS SO RISKY THAT IT MUST BE INSPECTED AFTER EVERY FLT (EVEN IF IT WAS TEN MINS); THEN WHY IS A PLANE BEING ALLOWED TO FLY IN SUCH A RISKY CONFIGURATION AT ALL? AND THEN WHY WOULD IT BE ALLOWED UP TO 10 HOURS THAT COULD INCLUDE A 3 HOUR FLT? WHY DOES IT WARRANT ONLY A BLUE ADVISORY MSG? IF SOMETHING IS SO IMPORTANT; WHY WASN'T MAINT THERE WAITING FOR US 3 HOURS LATER AND WHY DIDN'T ANYONE CALL US OR ATTEMPT TO REACH US? I ASK THESE QUESTIONS TO SHOW WHY I BELIEVE I DID NOTHING WRONG. COMBINE THESE WITH A CASUAL COMMENT FROM A MAINT GUY THAT IT WILL GET US GOING UNTIL IT CAN BE FIXED; WHICH WAS DONE WHEN WE RETURNED TO ZZZ1 AND IT SEEMS UNIMAGINABLE TO ME THAT I MISSED SOMETHING AND THAT THIS IS A MIX-UP.CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE FOLLOWING: THE #2 ENGINE BLUE ADVISORY LIGHT WAS DEFERRED BY A MAINT STATION AND THE MEL REQUIRED THE FILTER TO BE REPLACED AT OR BEFORE 10 FLT HOURS. THIS 10 HOUR LIMIT WAS ENTERED IN THE LOGBOOK BY MAINT. THIS AIRPLANE WAS DISPATCHED THROUGH 3 STATIONS WITH NO MAINT ACTION. MAINT WAS ADVISED PRIOR TO ARRIVING AT THE MAINT STATION WHERE THE BLUE ADVISORY LIGHT WAS DEFERRED. ON ARRIVAL AT THE TERMINATING STATION THE CHIEF PLT LEFT THE RPTR A MSG SAYING THE AIRPLANE WAS TO BE INSPECTED EACH AND EVERY FLT PRIOR TO DEP. THIS WAS NOT THE WAY THE DEFERRAL READ. NOBODY IN DISPATCH OR MAINT OPS WAS MONITORING THE DEFERRED ITEM TO HAVE DOWNLINE MAINT MAKE THE REQUIRED INSPECTION

Data retrieved from NASA's ASRS site as of January 2009 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.