Date: 201406
Local time of day: 1801-2400
Location: RJAA.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cabin Entertainment
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Relief Pilot; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: Flight plan release indicated that the IFE System was on MEL 23-10 inop. Called Maintenance as the IFE Contractor had put an entry in the logbook as accomplished work card 23-32-00 (ops check system normal). RJAA Maintenance arrived at the gate and I asked him if he could remove the system placard. He called the IFE Technician to the plane who then told me that the system worked but needed further troubleshooting. Logbook items 12; 13; 14 & 16 all addressed parts of the IFE system. Local Maintenance did not clear the IFE placard. Per the MEL 23-10 and NEF 23-33b; I instructed the Purser not to use the IFE system for any of the required passenger safety briefings; or other pre-recorded announcements. After departure; I was made aware that the IFE system was used for the passenger safety demo. Apparently; the Purser decided to use the system after being instructed by me (Captain) not to use this equipment.  AFTER GATE ARRIVAL THE PURSER CAME TO COCKPIT; I DISCUSSED WITH HER THE VIOLATION OF POLICY AND POSSIBLE FAR'S REGARDING USE OF AN AIRCRAFT SYSTEM THAT WAS ON MEL PLACARD; AND THAT THE FINAL AUTHORITY FOR OPERATION OF COMPANY EQUIPMENT RESTS WITH THE CAPTAIN DESIGNATED ON THE FLIGHT RELEASE.  SHE TOLD ME THAT THE MECHANICS; AS THEY LEFT THE AIRCRAFT IN TOKYO; TOLD HER THE SYSTEM WAS FULLY FUNCTIONAL AND TO USE IT.  I POINTED OUT THAT THE CAPTAIN HAS THE LAST SAY REGARDING USE OF EQUIPMENT ON COMPANY AIRCRAFT AND THAT SHE SHOULD HAVE COORDINATED WHAT SHE BELIEVED PROPER USE WITH THE CAPTAIN AS I HAD PREVIOUSLY TOLD HER SPECIFICALLY NOT TO USE THE PRE-RECORDED PORTION OF THE IFE SYSTEM AS IT WAS PLACARDED INOP.


Second narrative: Captain reviewed the logbook items and spoke to both the Narita Mechanic and two tech reps about the issue. [Captain] then declared that the IFE system would not be used by crew. In the course of the flight; it was discovered that the cabin crew made an attempt to utilize the IFE system which proved unsuccessful. Considering the consequences of an MD-11 accident and other experiences with IFE malfunctions and fires; adherence to Captain's directive needs to trump cabin crew intuition. Additionally; MEL/CDL/NEF guidance concerning placarding is vague and needs to be reduced to plain language with the mutual consent of the company and the FAA. This is the second time I've witnessed a problem involving crews and Maintenance personnel not understanding placarding procedures. This entire situation might've been averted if placarding guidance had clearly stated that an INOP sticker needed to be placed on the ON/OFF switch at the IFE control console.Remind cabin crew of Captain's authority. Simplify guidance for installing INOP stickers for MEL/CDU/NEF items; particularly those in the cabin.


Synopsis: B777 Captain is informed after the fact that the Purser attempted to use the IFE system for passenger briefing after being advised that it was inoperative on MEL and not to be used.