Lear 35 Door Question

[Bryan Post]

Hi all,

To begin with, I'm not a pilot, nor a mechanic. I'm. paramedic that works on medically configured aircraft. One of our aircraft is a Lear 35 on 135 certificate.

I have a concern that I'd like a second or third opinion on.

The main cabin door has visual indicators that verify door is locked. None of these are operational on one of this aircraft. The practice is to call "two forward" and the reply from the cockpit is "Light is out"

When asking the pilot about the indicators not working, the reply was "the light is out so we're ok"

I'm not super duper comfortable with that answer, but is it even legal?

Thank you all in advance, any input is appreciated.

Bryan

 

[Velocity173]

Most likely it’s gonna be an MEL item. There’s X number of days before something like that has to be fixed. Plenty of things (ELT, RADLT) that seem like they’re required to be working but completely legal under the operators FAA approved MEL.

 

[Doc Holliday]

Hi all,

To begin with, I'm not a pilot, nor a mechanic. I'm. paramedic that works on medically configured aircraft. One of our aircraft is a Lear 35 on 135 certificate.

I have a concern that I'd like a second or third opinion on.

The main cabin door has visual indicators that verify door is locked. None of these are operational on one of this aircraft. The practice is to call "two forward" and the reply from the cockpit is "Light is out"

When asking the pilot about the indicators not working, the reply was "the light is out so we're ok"

I'm not super duper comfortable with that answer, but is it even legal?

Thank you all in advance, any input is appreciated.

Bryan

The MMEL states as long as the cockpit warning light is operative, then it's OK. However, if the cockpit light fails to work, then it must be verified by the visual indicators.

The visual indicators on the door are not in the MMEL, which means they must be operable. Your company is misreading the MMEL by saying if the cockpit warning is OK, then it's good to go. It isn't. Those visual indicators need to be written up as inop, and promptly repaired.

BTW, if the FAA gets wind of this, your company can be violated for every trip flown with this (visual indicators) inop.

 

[Velocity173]

Like I said, it’s gotta be operational!

 

[Bryan Post]

Thanks you guys, I didn't think it made sense (apparently it's been that way for some time). I'm not trying to get anyone in trouble, but it's kind of a culture there. I'll share my concern with the DOM, based on that conversation, I'll either stay or go.

 

[TrueCourse]

Since you say it’s the culture, it sounds like you know they aren’t doing it right. Have him explain and see if he dances around the request.

 

[Doc Holliday]

If it's never been written up, the DOM may not know it's inop. And I can't speak to what is says on the maintenance cards during inspection.

Bottom line, it has to be fixed.

 

[Velocity173]

Not sure why the pilot would even chance such a thing with their cert on the line. I’ve had plenty of lights fail (baggage, litter door, etc) and aborted. Med crew can see those in the back so no use in trying to hide anything. Write it up and be done with it. Like to know what his crew brief sounds like as well when he covers aircraft maintenance / MMEL status. Guess he’s just been glossing over that.

 

[Doc Holliday]

MEL is still a problem among 135 pilots and operators. Not enough training and emphasis are put on it.

I've witnessed some very creative readings of MEL's, so nothing surprises me anymore WRT to MEL.