Narrative:

I did the first flight of the day walkaround and came back inside the cockpit and the captain informed me that hydraulic system #2 would be off as per the MEL. Passenger were boarded and we pushed back from the gate; running all checklists at the appropriate time. Following both engine starts (all normal) the idg #1 would not engage; so we were brought back in to the gate. 2 maintenance guys came out to the airplane and proceeded to defer the idg generators. I asked the junior maintenance guy if that could be deferred with the xside hydraulic system off. He said it could. We received the aml book back; and both maintenance guys headed to another aircraft returning to the gate. The captain began reading through the MEL items and said; 'this isn't right.' we called maintenance back to the aircraft and the captain asked them about hydraulic system #2 being off and the senior maintenance guy said it had to be on and he switched the hydraulic system #2 switch to the on position. They exited the aircraft; we pushed back from the gate; and departed. We flew this airplane to the destination and back; and then to another destination where another crew apparently flew it; and had to divert. I was called at my hotel from that same night and told of the event and that the aircraft was not supposed to be flown with both of those MEL's. In a related; but separate issue; on climb out; I (the pilot monitoring) xferred the bleeds to the engines and proceeded to turn off the APU -- the normal procedure. However; the APU was supposed to remain on with the MEL and was forgotten about after dealing with the problems of the previous issues. Next time there's an MEL that directly affects the flight; I plan on making myself a large notation of the additional condition. The APU was restarted and the 'normal' flight continued.

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Original NASA ASRS Text

Title: CL65 ILLEGALLY DISPATCHED WITH INCOMPLETE MULTIPLE MEL ITEMS.

Narrative: I DID THE FIRST FLT OF THE DAY WALKAROUND AND CAME BACK INSIDE THE COCKPIT AND THE CAPT INFORMED ME THAT HYD SYS #2 WOULD BE OFF AS PER THE MEL. PAX WERE BOARDED AND WE PUSHED BACK FROM THE GATE; RUNNING ALL CHKLISTS AT THE APPROPRIATE TIME. FOLLOWING BOTH ENG STARTS (ALL NORMAL) THE IDG #1 WOULD NOT ENGAGE; SO WE WERE BROUGHT BACK IN TO THE GATE. 2 MAINT GUYS CAME OUT TO THE AIRPLANE AND PROCEEDED TO DEFER THE IDG GENERATORS. I ASKED THE JUNIOR MAINT GUY IF THAT COULD BE DEFERRED WITH THE XSIDE HYD SYS OFF. HE SAID IT COULD. WE RECEIVED THE AML BOOK BACK; AND BOTH MAINT GUYS HEADED TO ANOTHER ACFT RETURNING TO THE GATE. THE CAPT BEGAN READING THROUGH THE MEL ITEMS AND SAID; 'THIS ISN'T RIGHT.' WE CALLED MAINT BACK TO THE ACFT AND THE CAPT ASKED THEM ABOUT HYD SYS #2 BEING OFF AND THE SENIOR MAINT GUY SAID IT HAD TO BE ON AND HE SWITCHED THE HYD SYS #2 SWITCH TO THE ON POS. THEY EXITED THE ACFT; WE PUSHED BACK FROM THE GATE; AND DEPARTED. WE FLEW THIS AIRPLANE TO THE DEST AND BACK; AND THEN TO ANOTHER DEST WHERE ANOTHER CREW APPARENTLY FLEW IT; AND HAD TO DIVERT. I WAS CALLED AT MY HOTEL FROM THAT SAME NIGHT AND TOLD OF THE EVENT AND THAT THE ACFT WAS NOT SUPPOSED TO BE FLOWN WITH BOTH OF THOSE MEL'S. IN A RELATED; BUT SEPARATE ISSUE; ON CLBOUT; I (THE PLT MONITORING) XFERRED THE BLEEDS TO THE ENGS AND PROCEEDED TO TURN OFF THE APU -- THE NORMAL PROC. HOWEVER; THE APU WAS SUPPOSED TO REMAIN ON WITH THE MEL AND WAS FORGOTTEN ABOUT AFTER DEALING WITH THE PROBS OF THE PREVIOUS ISSUES. NEXT TIME THERE'S AN MEL THAT DIRECTLY AFFECTS THE FLT; I PLAN ON MAKING MYSELF A LARGE NOTATION OF THE ADDITIONAL CONDITION. THE APU WAS RESTARTED AND THE 'NORMAL' FLT CONTINUED.

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.