B777 Undifferentiated or Other Model
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Troubleshooting; Workload; Communication Breakdown; Time Pressure
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Fuel Issue
General Maintenance Action; General Release Refused / Aircraft Not Accepted; General Flight Cancelled / Delayed
Aircraft; MEL; Procedure; Human Factors
For this flight; I was FO PF (LCA) ZZZZ-ZZZ as Aircraft X. We had completed the before start procedure/checklist and were preparing to request a push-start clearance when the Captain noticed a STATUS message; CENTER FUEL PUMP L. The parking brakes had been released; thus initiating the Block-Out phase of flight. Therefore; we were initially planning to address the issue once airborne (write it up in the aircraft logbook).In less than a minute after receiving the STATUS message; we received an amber Advisory message; CENTER FUEL PUMP L; which was quickly followed by an amber EICAS CENTER FUEL PUMP L message with an associated checklist. Per our procedures; the captain asked me to reference the checklist and perform the tasks as required. Note; we were still at the gate with the engines shutdown. Following the checklist as instructed caused the message to blank. At that point; the Captain referenced the laminated flow chart; which stated we could continue and write up the problem upon landing. I recommended to the Captain against following the flow chart; rather to write up the message and to contact dispatch/maintenance; which he and the crew agreed was appropriate.Prior to calling Dispatch; we decided to take a look at the Company Document; as well as the ETOPS Critical systems section of the FOM; to see what guidance they provided; although the flow chart didn't state this was necessary due to the message going blank after completion of the non-normal checklist. What we found was quite alarming.First; this is an ETOPS Critical system; which requires the PDSC to be completed again prior to block-out. Following the flow chart would have missed this important step. Second; per the Document; a reduction of 80;000 pounds of payload was required to comply with the Document ZFW limit reduction. Again; following the flow chart would have caused this to be missed.Last; the Document specifies there needs to be enough fuel in the wing tanks to ensure your ability to reach the suitable airports if the remaining center tank pump fails. There is no way the crew would be aware of this requirement if they simply followed the flow chart; continued as directed (the message blanked after completing the non-normal checklist) and wrote the issue up upon landing; as directed by the flow chart.The flow chart; while a useful tool; needs to be modified.The flow chart states to reference the appropriate Document if a message doesn't blank. I would suggest modifying the flow chart to always reference the Document and reference ETOPS Critical Systems chart when appropriate prior to making a determination to proceed and write up an issue upon landing. Further; it's my opinion to write up any discrepancy occurring before takeoff and have maintenance address/defer it before departing is the safest course of action unless the item is crew deferrable.
B777 Captain reported a center fuel boost pump failure at the gate. After reviewing the MEL and other documents; it was discovered that other procedures and checks were required to safely dispatch the aircraft.