Logbook And MEL’s

Question 1

Is a logbook page required for each calendar day?

Answer 1

No. It’s only required if maintenance has been performed or logged. If nothing happens on a specific calendar day, then nothing is required.

Question 2

Can multiple entries be made on a single logbook page?

Answer 2

Yes, as long as they occurred on the same day

Question 3

What is the “today’s date” entry on the logbook page based on?

Answer 3

Mountain standard time - Denver

Question 4

What should be entered under flight number if a write-up is not associated with a specific flight?

Answer 4

N/A

Note: For the purpose of the “flight number” block on the logbook page, a flight consists of the ground before and after the actual flight, as well as the flight itself.

Question 5

What are the different kinds of logbook entries made by crews?

Answer 5

5 kinds

-A discrepancy
-A flight crew placarding (FCP)
-A system reset
-A follow-up required (Mae sure to check the “FR?” Box as well)
-An overweight landing

Question 6

What should be done if a discrepancy description is too long to fit inside one discrepancy box?

Answer 6

You can run into the next discrepancy box but you must check the “previous item, see above” box if the entries are on the same page, or the “previous page, see previous” if the entries span multiple pages

Question 7

Can you write up multiple similar discrepancies (e.g. multiple broken tray tables, etc.) in a single discrepancy box?

Answer 7

No. Each individual item must have its own box.

Question 8

If you are unsure how to enter an item in the logbook what can you do?

Answer 8

After checking Vol 1, you can reach out to MCC and they can give you guidance on how to write something up

Question 9

Should you call MCC directly when you write up a discrepancy?

Answer 9

No. You should call MCC through the responsible dispatcher.

Question 10

Is the captains signature required when writing up a discrepancy?

Answer 10

No

Question 11

Is flight permitted with an open discrepancy?

Answer 11

No. It must be either fixed or deferred before operations may resume. Be sure that you are actually returned from service before dropping the brake to avoid blocking out an aircraft out of service.

Question 12

What must be done before you can block out, if a discrepency is deferred?

Answer 12

You must be returned to service and you must have an ARTR with the applicable MEL

Question 13

What should you do if a discrepancy is discovered after block out and before the thrust levers are advanced for takeoff?

Answer 13

1.) Check the eQRH to see if a reset may be performed
2.) Contact MCC through dispatch to see if they have a reset that can be performed
2b.) If no reset exists, the crew may be able to continue without returning to the gate using flight crew placarding if applicable
3.) If no reset exists (or is unsuccessful) and there’s no flight crew placarding exists, the crew must return to the gate to have MX address the issue

Question 14

What should be done if a discrepancy is discovered in flight?

Answer 14

1.) A logbook entry must be made upon arrival
2.) If able, contact dispatch via ACARS/ARINC and inform them of the problem so they can coordinate with MCC in order to expedite maintenance once you get on the ground
3.) Once on the ground install the out of service placard and call MCC through the dispatcher

Question 15

When is flight crew placarding permitted?

Answer 15

-When a discrepancy is listed in the logbook, and designated “YES” for flight crew placarding
-All conditions and procedures for the flight crew placarding procedure can be accomplished by the crew before takeoff
-All parties (crew, dispatcher, and MCC) all agree that FCP procedures are the best course of action
-The respective MEL/CDL/NEF is applied, the info sent to MCC, and an ARTR is received for the respective item

Question 16

When doing flight crew placarding, should you put the discrepancy on one side, and the maintenance item on the other maintenance side?

Answer 16

No. Only MCC writes in the “Maintenance Action” side. Never pilots.

Question 17

When the decision is made to use flight crew placarding procedures, how does the crew know what to do and/or write in the logbook?

Answer 17

MCC will provide the crew with all the information necessary to defer the discrepancy including what to write in the logbook, which placarding to use, which circuit breakers to collar, etc.

Question 18

Can a pilot ever install or remove a circuit breaker collar?

Answer 18

A pilot may INSTALL a circuit breaker collar if required by an FR and instructed by MCC, however a pilot may NEVER REMOVE a circuit breaker collar, even if told to do so by MCC. Only approved maintenance personnel may remove a collar.

Question 19

Can zip ties be used in lieu of a circuit breaker collar?

Answer 19

Yes

Question 20

What are the different kinds of deferral placards and what are their colors?

Answer 20

ORANGE - MEL/CDL/INFO only
GREEN - MEL/CDL-FR (follow-up required)
PINK - NEF

Question 21

What can be done if the right kind of placard is unavailable when deferring an item?

Answer 21

You may use a placard of a different kind/color until the correct one can be installed

Question 22

Each deferral placards sticker has two portions. Where should they be placed?

Answer 22

The big portion goes on the front of the aircrafts logbook. The small portion generally goes next to the deferred item but the MEL will say exactly.

Question 23

Is a spurious failure/misbehavior the goes away on its own considered a reset?

Answer 23

No

Question 24

What must be specifically written in the discrepancy section of the logbook following a reset that was performed by the crew under the direction of MCC?

Answer 24

The reset must be documented as authorized “per” a specific manual, e.g., AMM XX-XX-XX. It cannot simply say “system reset successfully per MCC”.

Question 25

Do system resets require the pilot signature?

Answer 25

Yes

Question 26

What are the steps the crew must take when performing a follow-up procedure?

Answer 26

1.) Do the procedure 2.) Write up as appropriate in the logbook and check the FR box. E.g., “accomplished MEL XX-XX-XXX FR action per the MEL/CDL manual prior to departure. -Joe pilot” 3.) Contact the dispatcher to make sure you’re back in service and send them applicable logbook pages

Question 27

Is the captains signature required for a follow-up required procedure completed by the crew?

Answer 27

Yes

Question 28

What should be done if a previous logbook entry is found to have a missing captains signature?

Answer 28

The current captain should make sure that EVERYTHING else about the entry is correct and the only thing wring with it is that the previous captains signature is missing, then write on the next appropriate logbook page… 1.) A reference to the discrepancy logbook page and item 2.) That is was missing the captains signature 3.) Then sign the entry Example: “ Reference LP XXXXXXXX Item 2, Flight crew placarding entry for MEL 29-00-00A missing the captains signature.” - Joe Pilot Note: If something else was discovered incorrect, or you’re unsure about the write up, call MCC through the responsible dispatcher and have them come fix it.

Question 29

If a discrepancy occurs during the takeoff roll that requires you to abort, what additional items should be included in the logbook entry other than the discrepancy?

Answer 29

Aborted takeoff details, e.g. speed at abort, weight, oat, etc. Note: If the takeoff is aborted for a non-maintenance related reason (e.g. for crossing traffic), no write up is required

Question 30

Do you always need to write up a failed autoland?

Answer 30

Only if the autoland likely failed due to an aircraft malfunction. No write up is required if the autoland failed because the critical area was unprotected or other ground based malfunction.

Question 31

What are some specific items that Vol 1 says must be written up in the logbook and may require special reports/

Answer 31

-Aborted takeoff info must be included with the discrepancy if it was the cause of the abort -Airframe vibration enroute - also requires a special airframe vibration report -Autoland failures if due to aircraft malfunction -Bird, wildlife, and lightning strikes (bird/wildlife strikes require inclusion of engine parameters in the logbook as well) -Dust conditions (extreme) - Flight through extreme dust requires a logbook write-up -Engine failure/or shutdown in flight - Obviously, but time of failure or shutdown must be included -Flap over speed - record IAS and elapsed time of over speed -Hail - If hail stones are greater than 1/2”, or bounce upon impact with the cement/asphalt, or cause visible damage to aircraft or ground vehicles, a logbook entry is required. Wing surfaces must be viewed from the cabin if no damage is obvious from the flight deck -Overweight and hard landings (load report 15) - Include aircraft attitude, weight, and speed at landing, which gear made touchdown first, fuel quantity in each tank, and any other pertinent info (e.g. landing conditions, aircraft messages, instrument indications, noises, etc) -Odor, smoke/fume events - must include type, locations, duration, and phase of flight. Must complete the “Cabin odor reporting form” while still at the aircraft to ensure MCC recieves it. This form is also available in the diversion kit if the EFB isn’t working -Nosewheel vibration- Also needs a nosewheel vibration report form which can be left in the logbook or with MCC directly -RVSM operations - Altitude deviations of 300’ or more that is caused by a failure, malfunction, or misbehavior of any aircraft component or system - additional reporting required -Taxiing outside the defined movement area or off of hard surfaces - If on a soft surface the aircraft must be towed off -Volcanic ash - Report required. Additionally advise dispatch ASAP the following: Geographic location of ash, altitude, time of occurrence in UTC

Question 32

Who has operational control of an aircraft after a discrepancy has been entered into the logbook and MCC has been contacted?

Answer 32

MCC

Question 33

Which class 2 maintenance messages must be addressed at the time of discovery and cannot wait until the end of the flight?

Answer 33

AIR BLEED and DFDR ACCEL

Question 34

How can you immediately tell if an MEL/CDL/NEF in the remarks section is an NEF item?

Answer 34

The middle two digits will be 99 Ex: 25-99-10A

Question 35

How can you tell of a fan blade nick is currently being track by maintenance or found to be within limits?

Answer 35

It will have a black “X” next to it

Question 36

Will fan blades that have been repaired by blending have a black X next to it?

Answer 36

No

Question 37

How are known dents to the airframe identified by the crew?

Answer 37

They will usually have a back marking encircling them, or a foil type marked placard on them. You can also check the scratch and dent long in aviobooks.

Question 38

Do you need to call maintenance regarding a successful reset done per the QRH?

Answer 38

Yes, for tracking purposes.

Question 39

What is the ATA numbering system?

Answer 39

It’s a numbering system which is a common reference standard for commercial aircraft documentation. It’s officially called ATA 100. It was established by the “Air Transport Association” in 1956, hence ATA. Each general aircraft system/component category is assigned a two-digit number. Ex: 21 is air conditioning, 22 is autoflight, 23 is communications, etc. The first two digits of our MEL numbers are the same as the ATA category number. In other words, the first two digits of the MEL numbers are tell us which system the MEL affects.

Question 40

What’s the difference between an “M” and “O” procedure in the MEL book?

Answer 40

M = Maintenance must perform this function O = The crew or maintenance can perform this function

Question 41

Can you depart with an MEL, that while valid at the time of takeoff, will expire in flight?

Answer 41

No

Question 42

Which repair categories can be temporarily expanded and which cannot?

Answer 42

B and C can be extended. A and D cannot

Question 43

How should class 2 maintenance messages be addressed?

Answer 43

Generally all class 2 messages should be written up a that end of the flight leg on which they were discovered. The exception to this is it must be addressed prior to takeoff if the message is AIR BLEED, DFDR ACCEL, or if the flight is going to operate into the next day (this ensures that the MEL is applied to the day the message was discovered and not to the following day).

Question 44

Can flight crew members ever remove a deferral placard?

Answer 44

No

Question 45

How do you know from the MEL manual if an item FA’s follow-up procedures?

Answer 45

There will be a big FR next the MEL number in the ITEM column. There will also be FR start and end arrows in the maintenance procedure.