5. MEL/M300 Aircraft Maintenance Log Flashcards
REFERENCE MEL: 28‐15‐01C OUTER TO INNER TK TRANSFER VALVES – LH Wing (N246NV/A320)
REFERENCE MEL: 28‐15‐01C OUTER TO INNER TK TRANSFER VALVES – LH Wing (N246NV/A320)
•Are the transfer valves opened or closed?
Open
Can the crew placard/complete this deferral?
No
What does an (M) in the remarks/exceptions section denote?
Maintenance action is required
Can the crew perform an (M) action?
o When Y is denoted in the CP column and under the supervision of maintenance.
o The crew cannot perform the (M) items for this deferral.
Can the crew perform an (O) action?
(O) actions are normally performed by the crew.
How long before a repair
Category C = 10 consecutive calendar days
Are there any operational considerations with this deferral?
The dispatch condition results in an unusual distribution of the fuel quantity; the
fuel in both outer tanks will transfer to the inner tanks even when the inner tanks
are not empty.
ON GROUND
1. Check that the wing transfer valve is indicated open on the FUEL SD page.
What does an (R) in the remarks/exceptions denote?
Repetitive action is required
What is the repetitive action interval?
o Prior to each departure
o Once each flight day
o Prior to the first flight of the day
Can an (R) action be completed by the crew?
For this deferral the crew can provide verification that the valve(s) are latched
open, however maintenance is required to latch the valve open after re‐fueling.
REFERENCE MEL: 38‐10‐01B POTABLE WATER SYSTEM (N246NV/A320)
• Can the crew placard/complete this deferral?
No
What does an (M) in the remarks/exceptions section denote?
Maintenance action is required
Can the crew perform an (M) action?
o When Y is denoted in the CP column and under the supervision of maintenance.
o The crew cannot perform the (M) items for this deferral.
Can the crew perform an (O) action?
(O) actions are normally performed by the crew.
How long before a repair has to be completed?
Category C = 10 consecutive calendar days
We have 3 different colored placards. When do we use the yellow/orange/red‐white
placards?
o M353: yellow placard is the standard placard
o M352: orange placard is used for repetitive action items
o M351: red‐white placard is used for crew deferrals
What is a Class II ECAM message?
Maintenance status messages that indicate minor system faults
When are Class II ECAM messages displayed?
o On the ground when power is applied
o After engine shutdown
Where are Class II ECAM messages displayed?
o Lower right side of status page
o Will be indicated by flashing STS on E/WD after engine shutdown
What is our procedure for addressing Class II ECAMs?
o Advise dispatch/MOC of the Class II message. The crew will be required to make a
logbook entry at the next point of intended landing.
o If any of the following messages are displayed:
• AIR BLEED
• The associated MEL item must be applied prior to dispatch
• DMC 1/3 and 2/3 (displayed simultaneously)
• Dispatch is not authorized
What is the difference between an MEL and a CDL?
o MEL addresses INOP equipment/component
o CDL addresses missing equipment/component
When would a Category L (120‐day interval) repair category be applied?
CDL/RVSM: Administrative Control Item
REFERENCE Aircraft Logbook and Maintenance Procedures (GOM Chapter 9)
• What is a mechanical irregularity? What must be done for any mechanical irregularity?
o A mechanical irregularity exists if an aircraft system, instrument, component or part is broken, damaged, inoperative, or not serving the purpose for which it was designed. o All mechanical irregularities must be entered into the M300 as a Discrepancy or a Successful Reset (Info Only). • The PIC is responsible to ensure all mechanical irregularities observed by the flight crew are entered into the M300. • The PIC is responsible to ensure all mechanical irregularities are reported to Maintenance Control (through Dispatch) prior to any subsequent takeoff.
After making an entry in the M300, is it sufficient to contact local maintenance to report
the write‐up?
NO ‐ The PIC is responsible to ensure all mechanical irregularities are reported to Maintenance Control (through Dispatch) prior to any subsequent takeoff. Contacting local or line maintenance DOES NOT satisfy this requirement.
Where can the flight crew find Approved Reset Procedures?
o Aircraft specific approved reset procedures are contained in respective aircraft
operating manuals and quick reference handbooks.
• QRH 02.01A
• FCOM PRO‐ABN‐ABN‐RESET
If a flight crew performs a successful system reset per the QRH System Reset Table, what
must be done?
o Unless otherwise required by an approved reset procedure, mechanical
irregularities that are successfully reset to a normal operating condition via an
approved reset procedure must be entered into the Successful Reset (Info Only)
block of the M300.
o Reset Successful (Info Only) block entries must contain the system or component
reset, the procedure action used to affect the reset, and a statement indicating
that the system or component was restored to a normal operating condition. For
example, “F/CTL SEC 2 FAULT, Performed ECAM Actions, Reset Successful.”
o Maintenance Control (via Dispatch) must be contacted for all Successful Reset
(Info Only) block entries. Maintenance Control will review the reset history of the
system or component to determine whether Multiple Resets have occurred.
Mechanical irregularities that require multiple resets must be entered as an M300
Discrepancy.
o Successful Reset (Info Only) block entries do not require and will not have a
corresponding Corrective Action block entry.
o The following Reset Successful (Info Only) block information must also be
completed: Type of Reset, Originator Employee Number
If a mechanical irregularity reoccurs after a successful reset of the same component on
the same flight segment or on the previous flight segment (including preflight), what
must be done?
o The fault must be entered in the Discrepancy block of the M300.
o A Discrepancy block entry requires an appropriate Corrective Action block entry
prior to Takeoff.
If an ECAM message appears (and is successfully reset) during transfer from ground
power to APU power, is a M300 entry required?
o Unless otherwise required by an approved reset procedure, faults obviously
associated with an electrical Power Transfer that can be successfully reset to a
normal operating condition are not considered to be a Mechanical Irregularity.
• Power‐Transfer Faults successfully reset on sequential flights are not
considered Multiple Resets.
If an ECAM message appears momentarily and then self‐corrects, is a M300 entry
required?
o Transient (momentary and self‐correcting) faults are not considered Mechanical
Irregularity unless the transient abnormality occurs often enough to prevent the
system from serving the purpose for which it was designed or results in the flight
crew performing a rejected takeoff.
• Transient Faults on sequential flights are not considered Multiple
Resets.
