5. MEL/M300 Aircraft Maintenance Log

Question 1

REFERENCE MEL: 28‐15‐01C OUTER TO INNER TK TRANSFER VALVES – LH Wing (N246NV/A320)
•Are the transfer valves opened or closed?

Answer 1

Open

Question 2

Can the crew placard/complete this deferral?

Answer 2

No

Question 3

What does an (M) in the remarks/exceptions section denote?

Answer 3

Maintenance action is required

Question 4

Can the crew perform an (M) action?

Answer 4

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.

Question 5

Can the crew perform an (O) action?

Answer 5

(O) actions are normally performed by the crew.

Question 6

How long before a repair

Answer 6

Category C = 10 consecutive calendar days

Question 7

Are there any operational considerations with this deferral?

Answer 7

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.

Question 8

What does an (R) in the remarks/exceptions denote?

Answer 8

Repetitive action is required

Question 9

What is the repetitive action interval?

Answer 9

o Prior to each departure
o Once each flight day
o Prior to the first flight of the day

Question 10

Can an (R) action be completed by the crew?

Answer 10

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.

Question 11

REFERENCE MEL: 38‐10‐01B POTABLE WATER SYSTEM (N246NV/A320)

• Can the crew placard/complete this deferral?

Answer 11

No

Question 12

What does an (M) in the remarks/exceptions section denote?

Answer 12

Maintenance action is required

Question 13

Can the crew perform an (M) action?

Answer 13

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.

Question 14

Can the crew perform an (O) action?

Answer 14

(O) actions are normally performed by the crew.

Question 15

How long before a repair has to be completed?

Answer 15

Category C = 10 consecutive calendar days

Question 16

We have 3 different colored placards. When do we use the yellow/orange/red‐white
placards?

Answer 16

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

Question 17

What is a Class II ECAM message?

Answer 17

Maintenance status messages that indicate minor system faults

Question 18

When are Class II ECAM messages displayed?

Answer 18

o On the ground when power is applied

o After engine shutdown

Question 19

Where are Class II ECAM messages displayed?

Answer 19

o Lower right side of status page

o Will be indicated by flashing STS on E/WD after engine shutdown

Question 20

What is our procedure for addressing Class II ECAMs?

Answer 20

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

Question 21

What is the difference between an MEL and a CDL?

Answer 21

o MEL addresses INOP equipment/component

o CDL addresses missing equipment/component

Question 22

When would a Category L (120‐day interval) repair category be applied?

Answer 22

CDL/RVSM: Administrative Control Item

Question 23

REFERENCE Aircraft Logbook and Maintenance Procedures (GOM Chapter 9)
• What is a mechanical irregularity? What must be done for any mechanical irregularity?

Answer 23

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.

Question 24

After making an entry in the M300, is it sufficient to contact local maintenance to report
the write‐up?

Answer 24

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.

Question 25

Where can the flight crew find Approved Reset Procedures?

Answer 25

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

Question 26

If a flight crew performs a successful system reset per the QRH System Reset Table, what
must be done?

Answer 26

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

Question 27

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?

Answer 27

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.

Question 28

If an ECAM message appears (and is successfully reset) during transfer from ground
power to APU power, is a M300 entry required?

Answer 28

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.

Question 29

If an ECAM message appears momentarily and then self‐corrects, is a M300 entry
required?

Answer 29

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.