Falcon 2000
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
General Maintenance Action
Aircraft; Human Factors
During right engine start PIC noticed 'Auto Slats' warning panel annunciator light illuminated. PIC asked me (SIC) to look up the malfunction in the Abnormal Checklist as he continued with starting the left engine. The checklist reference seemed to relate to actions if 'Auto Slats' enunciator illuminated in flight and the note referenced not to exceed 270 KIAS while in flight. The 'Auto Slats' light remained on. PIC suggested finding and resetting the left and right 'Auto Slats' Circuit Breakers in an attempt to reboot a possible stray instruction in the computer generated warning. No luck. PIC then thought it best to see if there was relief in the MEL for 'Auto Slats'. He quickly located MEL 27-17 in Section 27 - Flight Controls. I then looked up what he found. PIC then called Maintenance Control to query their understanding of the 'Auto Slats' and verify that we could operate with compliance under the MEL 27-17. After some quick assessment; Maintenance agreed and asked PIC to write up the malfunction. And we did and started taxiing out for departure. Within 50 FT on aircraft movement the 'Auto Slats' light went out (no longer illuminated). We checked the warning panel lights to confirm no bulbs were burned out and all lighting in the panel illuminated normally. 15 - 20 minutes into the flight we received conflicting messages from Dispatch. So I (right seat - pilot flying) continued to fly and handle ATC communications while PIC called (or answered a call from) Dispatch. Apparently; we all had missed the small print in MEL 27-17 that the relief was only for the scenario where the 'Auto Slats' light failed to illuminate. We continued to destination with passengers and throughout the process; especially prior to taxing the PIC had our flight attendant keep the passengers informed of the on going situation; in a general way. At no time did we exceed 270 KIAS to destination and the 'Auto Slats' enunciator light never re-illuminated. As a personal aside; I was not concerned about the safety of the operation; especially after the 'Auto Slats' light extinguished. Taking time by all participants to read and discuss MEL relief and make certain there is in fact relief; if not; shut down the aircraft and make arrangements for alternate passenger accommodations.
I received a crew call about an aircraft (DA2000) that he had an auto slats light illuminated. I haven't had any training on this aircraft and I am not familiar with the Auto Slat System so I conference called our Falcon Representative with the pilot on the line to ask him about the issue and if there was any type of reset test of the system. He gave me a quick rundown of the system operation and said that there was no reset test. He said that he didn't think that there was MEL relief for the Auto Slat System but I would have to check. At this point he dropped off line. I told the crew member that I needed to get out my MEL manual and see if there was any MEL relief. As I was looking through the MEL manual the pilot reminded me that he had passengers on board and they were ready to depart. He then pointed out MEL 27-17 auto slats light. I looked at the MEL and restriction. The restriction was a speed restriction and it looked to me like a good MEL for the Auto Slat System. Never using the MEL before and being new and inexperienced with the MEL process; I looked around my desk for someone that was familiar with the MEL to verify that it was a good MEL to use. There was only one other person on the desk at that time and he wasn't familiar with the MEL. The Assistant Chief Pilot was also away from his desk at the time so I couldn't ask him about the MEL. I looked the MEL and the restriction over again and decided that it looked like a good MEL. The problem was that the auto slat light was on and the MEL said auto slat light which looked to me like the MEL was for this fault. About 15 minutes later another controller came back to the desk and noticed the MEL that I had just created. He told me that this was wrong and that the MEL was for the auto slat light not the Auto Slat System. We then informed the Maintenance Director and the Assistant Chief Pilot. Then we found out that the aircraft had already left and was in flight. The Assistant Chief Pilot then called and spoke with the crew and evaluated the restriction and decided that the aircraft was safe to fly to its destination. Once the aircraft arrived at its destination I put it into maintenance to make sure that the fault would be fixed.I would suggest some kind of MEL training. Some kind of explanation of the individual MELs and what they are meant to be used for would be helpful instead of being handed 7 different MEL manuals and told to figure it out. More manpower on the desk would definitely be helpful to reduce the workload; stress; and pressure. I would suggest training for all aircraft fleet types that the controllers are responsible for.
DA2000 flight crew and a Maintenance Control Technician describe a MEL misunderstanding that results in the aircraft being dispatched inappropriately. An auto slats light had illuminated during engine start; indicating that the Auto Slat System was inoperative but the MEL was for the auto slats light being inoperative. The light extinguished during taxi out.