MEL Flashcards
APU Inop
ASU (Air Starting Unit)
On Stand: FGP (Fixed Ground Power), PCA (Pre-Conditioned Air)
Outer Bay: GPU (Ground Power Unit), ACU (Air Cooling Unit))
Require to Start 1 Engine on Bay
Remove Ground Air (PCA / ACU) before Start
Remove Ground Equipment (FGP/GPU, ASU) after 1st Engine Start
AFTER Pushback and Park Brake Set, Ensure cleared behind for start, Start 2nd Engine
(30 psi on start, AT LEAST 25 psi during start, NOT more than 40% N1, 1 Knuckle)
CANNOT do 1 Engine Taxi Departure / Arrival
APU Bleed Air Supply System Inop
ASU (Air Starting Unit)
On Stand: PCA (Pre-Conditioned Air)
Outer Bay: ACU (Air Cooling Unit)
Require to Start 1 Engine on Bay
Remove Ground Air (PCA / ACU) before Start
Remove Ground Equipment (ASU) after 1st Engine Start
AFTER Pushback and Park Brake Set, Ensure cleared behind for start, Start 2nd Engine
(30 psi on start, AT LEAST 25 psi during start, NOT more than 40% N1, 1 Knuckle)
CANNOT do 1 Engine Taxi Departure / Arrival
ENG N1 Mode
No FD T/O, No A/THR
Single Pack Operation
Max FL315 if Speedbrake is NOT available
No Pack
No Dispatch except non-pressurized flights
HOW-P.8/26 Aircraft Status Column
- NIL
- Actual Alert: Failure of Monitored System
- False Alert: Failure of Monitoring System (Monitored System remains fully operative)
HOW-P.9/26 Condition of Dispatch
- NO DISPATCH
- Not related to MEL: NO-GO Situation. The ECAM Alert does NOT report a system failure but a REVERSIBLE ABNORMAL CONDITION or an EXTERNAL CONDITION which are not related to MEL. Corrective action to revert to normal condition is immediate, obvious or well known by flight crew and/or maintenance personnel.
- Refer to MEL Items
HOW-P.9/26 Corresponding ECAM relating to Failure of One Single Computer
The Computer: The MEL does NOT consider the loss of a single function. When one function is inoperative, the Operator must consider that the computer is inoperative.
Each function Separately: If several functions are inoperative, the Operator must apply all the related MEL items.
HOW-P.10/26 Multiple Dispatch Conditions
An Operational Title is provided for each of the Dispatch Conditions. The Operator must select and apply only 1 Dispatch Condition at a time. When necessary, the Operator may successively apply OTHER Dispatch conditions of the same item provided that the Operator complies with the MEL requirements and provided that the starting point of the repair interval countdown is NOT modified.
e.g. 21-52-01A, 21-52-01B, 21-52-01G, …
HOW-P.12/26 Operational Procedure and Maintenance Procedure
Operator is responsible to ensure that all operational and maintenance procedures are appropriately performed REGARDLESS of who performs the procedures.
Operational Procedures: NORMALLY accomplished by flight crew but other personnel MAY BE qualified and authorized to perform CERTAIN functions.
Maintenance Procedures: USUALLY performed by qualified maintenance personnel but other qualified and authorized personnel CAN also perform SOME actions if approved by HKCAD. Only qualified maintenance personnel can perform procedures that require specialized knowledge or skill, or that require the use of tools or test equipment. The purpose is to deactivate or check a system, and is normally a one-time action applied before the first MEL Dispatch. “Refer to AMM Task” indicates the MEL item is associated with SEVERAL AMM Tasks.
HOW-P.13/26 Maintenance Concession (Engineering)
MI-00-03-P.1/2 Operational Dispensation (Commander and IOC)
An Alternative Maintenance Procedure NOT in the AMM may only be used if Cathay Pacific Airways Maintenance Control HKG are contacted and a Maintenance Concession issued.
Operational Dispensation allows operations OUTSIDE MEL conditions and MUST originate from Commander and approved by IOC. Any conditions specified in the approval MUST be complied with, while following Part A 2.6 and IOC Policy.
HOW-P.13/26 Symbol “A”, “L”, “P”, “S”, “Z”
A: Approved Alternate Procedure in lieu of the Standard Maintenance Procedure. May be utilized by CFDS authorized Pilots but ONLY when approved engineering support is NOT available on station.
L: Landing Capability for LVO, certifying engineer MUST state the current AUTOLAND Capability in Tech Log Deferral, refer to QRH-OPS.04 LANDING CAPABILITY - EQUIPMENT REQUIRED.
P: Performance Limitation or affect on Aircraft Utilization.
S: May be one of the following:
Require Verification, Inspection or Maintenance before EACH Flight
Having a SECTOR or FLIGHT or TIME Limitation
Affects Normal Transit Servicing
Is a subject of a Maintenance Concession / Engineering Concession / DDO that is NOT the subject of a performance limitation
Toilets Inoperative
APU Defect (Incapable of Starting Engines ,Supplying Air Conditioning or Electrical Power)
Manual Operation of Cargo Doors
Z: May be one of the following:
Have passenger inconvenience effect but do NOT cause a Flight deck Effect or require a Flight Crew Operational Procedure
FA1 is briefed on Restriction and/or Alternate Procedures
HOW-P.15/26 References in MEL
To permit the aircraft dispatch, another item(s) has to be considered inoperative. Dispatch Conditions of ALL MEL items referenced in the original MEL item MUST be applied, and an AML Entry raised for EACH one.
e.g. 22-60-02A FAC2 (P, L(CAT 3 Single)) will give rise to
22-60-04 Yaw Damper System (P, L(CAT 3 Single)
27-22-01 Rudder Trim System (P, L(CAT 3 Single))
27-23-01 Rudder Travel Limiter System (ADD)
Autoland Capability Downgrade (P)
–> 4 ADDs + 1 ADD
REDIRECT of MEL item (Only Redirected item will be raised)
e.g. 31-05-01A AP Related Indications on the FMA (ADD) will be redirected to
22-05-01A AP Related Indications on the FMA (Inoperative on one FMA) (ADD)
or 22-05-01B AP Related Indications on the FMA (Inoperative on both FMAs) (P, L(CAT1))
–> 1 PADD OR 1 ADD
MI-00-02-P.1/2 What is MEL?
MEL is a document that lists the system, function, or equipment which may be temporarily inoperative, subject to certain conditions, while maintaining an acceptable level of safety. It does NOT contain obviously required items such as wings, flaps, and rudders.
All items related to the airworthiness of the Aircraft and NOT included in the MEL are automatically required to be operative for dispatch.
MEL Conditions and Limitations do NOT relieve the operator from determining that the aircraft is in a fit condition for safe operation with items inoperative.
MI-00-02-P.1/2, MI-00-07-P.2/4: MEL Application
Applicable up until the time that the aircraft is moving under its own power for the purpose of preparing for takeoff (i.e. from the start of taxi).
MI-00-07-P.2/4: Comes into effect again when the aircraft next comes to rest the end of its flight.
Failure after start of taxi: Decision to Continue subject to Commanders Judgement and Good Airmanship. Review FCOM / QRH / MEL, Communicate with IOC to establish potential impact of handling the defect at the destination station and impact on subsequent sectors.
