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.
MI-00-02-0.2/2 Precautions to be taken prior to aircraft being released with MEL
Deficiencies correctly determined and NOT accompanied by some other hidden defect
Commander must be fully acquainted
Isolating defective equipment from the remainder of the system must be considered
Unserviceable equipment in the aeroplane must be clearly and unmistakeably labelled as defective
Action taken must be entered in the Aircraft Technical Log and is Certified
Occasion may arise where equipment not included in MEL can be unserviceable WITHOUT the responsible maintenance personnel considering that the aeroplane is unserviceable for flight.
NO flight shall take place with any item of aircraft equipment inoperative or outside the requirements of the MEL if, in the opinion of the Commander, the lack of such equipment or the relaxing of an Operations Manual requirement will jeopardize the safe conduct of the flight.
Commanders should make every endeavour to radio/ACARS details of defects to stations before arrival, as this can greatly assist in minimizing subsequent late departures by the positioning of spares and labour.
MI-00-03-P.1/2 Criteria for Dispatch
The decision of Commander of the flight to have inoperative items corrected before the flight will TAKE PRECEDENCE over the provisions contained in the MEL. The Commander may request requirements ABOVE the Minimum Listed, whenever in his judgement such added equipment is essential to the safety of a particular flight under the special condition prevailing at the time.
MEL cannot take into account all multiple unserviceabilities. Before dispatching with multiple MEL items, assure any interface or inter-relationship between inoperative items will not result in a degradation in the level of safety and/or an undue increase in crew workload. Good judgement based on circumstances including climatic and en-route conditions must be used. Consult engineering specialists.
MEL does not anticipate the efffects of combinations of apparently unrelated unsericeabilities or allow for situatios where systems are made inoperative for special purposes such as demonstration, flight test or crew training. Other provisions may apply to positioning or ferrying fights but these may not necessarily be included in the MEL.
MI-00-04-P.1/2 Maintenance Action
Commander must be informed by the maintenance as soon as practicable, should it be impossible to rectify the inoperative item before the dispatch.
The technical logbook must contain:
A detailed description of the inoperative item(s)
Special advice to flight crew
Information about corrective action (if necessary)
*If inadvertent operation could produce a hazard, such equipment MUST be rendered inoperative (physically)
MI-00-05-P.1/2 Repair Interval A/B/C/D
Example, ADD Raised on
15 Feb 2015, C, 07:00 UTC
25 Feb 2015, C, 07:00 UTC
25 Feb 2016, C, 07:00 UTC
25 Apr 2015, C, 07:00 UTC
25 May 2015, C, 07:00 UTC
Flight from Outport
A: Shall be rectified in accordance with the dispatch conditions stated, start of rectification interval commences immediately
B: Shall be rectified within 3 consecutive calendar days, EXCLUDING day of discovery
C: Shall be rectified within 10 consecutive calendar days, EXCLUDING day of discovery
D: Shall be rectified within 60 consecutive calendar days, EXCLUDING day of discovery
Raised Expiry 15 Feb 2015, C, 07:00 UTC 25 Feb 2015, 23:59 UTC 25 Feb 2015, C, 07:00 UTC 7 Mar 2015, 23:59 UTC 25 Feb 2016, C, 07:00 UTC 6 Mar 2016, 23:59 UTC 25 Apr 2015, C, 07:00 UTC 5 Apr 2015, 23:59 UTC 25 May 2015, C, 07:00 UTC 4 May 2015, 23:59 UTC
Flight from OUTPORT MAY DISPATCH for flight, and LAND AFTER EXPIRY of ORIGINAL OR EXTENDED Time Limit Period, provided the Release for Service for that sector has been signed DURING the period of validity.
Rectification interval extension up to maximum duration as specified for B, C, D may be granted.
MI-00-06-P.1/2 Repair Interval Extension
Provides 1 time extension up to maximum duration as specified for B, C, D ONLY. (i.e. A not applicable)
Extension raised by CX Duty Planning engineer, Authorization performed by CX Engineering Planning CAT “E” Approval holders, Director General (HKCAD) notified within 10 days of authorized extension.
An AML entry will be made at the time of the MEL extension issue. The MEL extension authority number and NEW expiry date will be entered into the repair extension column of the ADD Page.
Extensions outside of this scheme can only be issued and approved by HKCAD and such extension request MUST originate from CX Engineering Planning.
An aircraft may be dispatched for flight, landing AFTER the EXPIRY PERIOD of the ORIGINAL or EXTENDED time period, provided that the aircraft has been dispatched DURING the period of validity. (MI-00-05-P.1/2 Applicable for flights FROM OUTPORT only)
Non Essential Furnishing (NEF) items are managed by CX
Engineering and extension of such repair interval is controlled by CX Engineering and does NOT require HKCAD variation.
MI-00-06-P.1/2 Repeat Defect Deferral
In the event a defect recurring within the first 2 flights AFTER CLEARING of an ADD for the SAME defect, the fault shall be RECTIFIED or, if deferring under the SAME MEL Reference, the defect shall be BACK-DATED to the start date of the ORIGINAL ADD.
MI-00-07-P.1/4 CFDS Failure Classification (I/II/III)
Class I: Indicated to flight crew by means of ECAM or local warnings which require reference to the MEL
Class II: Displayed on ECAM Status page by MAINT STATUS (white), no warning or caution messages on the upper ECAM nor local warning. MUST be repaired within 10 Days.
Class III: NOT indicated to the flight crew by ECAM STATUS. Can be left uncorrected until the next adequate maintenance opportunity.
MI-00-07-P.2/4 Definitions
Extended Overwater Operations
Flight Hour
LVO
Operation overwater at a horizontal distance of more than 50 nm from the nearest shoreline.
Flight Hour: The time from the moment an aeroplane LEAVES the surface of the earth until it TOUCHES it at the next point of landing.
LVO: Procedures applied at airfields when RVR is less than 400 m for Takeoff and less than 550 m for Approach and Landing.
MI-00-08-P.1/2 ECAM and Maintenance Status
Listed in the MEL Entries section:
ECAM Warning and Caution Messages
NOT Listed in the MEL Entries section:
ECAM Advisory and Memo Messages
Maintenance Messages indicates the presence of a category of failure which can ONLY be identified by interrogation of CFDS. (Class II CFDS Failure), and MUST be rectified at the first available opportunity but MUST not exceed 10 Days (CAT C), excluding DAR, DMU or ACMS, QAR and ICE DETECT which are 60 Days (CAT D).
Dispatch with Maintenance Messages displayed on the STATUS SD Page is permitted WITHOUT condition EXCEPT: AIR BLEED (36-00-01)
HOW-P11/26 Dashed Line on NBR INSTALLED / REQUIRED
Variable Quantity
