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AP Generic Command Questions > MEL/DDG > Flashcards

MEL/DDG Flashcards

1
Q
  1. Part of the elevator is missing. It is not in the MEL can you depart?
A

No, MEL is for allowances and does not include obvious items e.g. wings/wheels

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2
Q
  1. The MEL says you can go but you are not happy with the number/type of defects you are being asked to take. Are you within your right to refuse a/c?
A

Yes, contact fleet management/engineering for further advice.

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3
Q
  1. Taxiing out you get EICAS. What are your actions?
A

Complete the appropriate EICAS checklist. While the DDG only applies up until the point of dispatch (DDG>Sec 2 Introduction>MMEL Definitions - is “the point when an a/c begins to move under its own power for the purpose of preparing to take-off’) it may be prudent to consider the effects of any defect on the subsequent flight and also asses if there is any further useful information.

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4
Q
  1. Airborne you have an EICAS. Do you consult MEL?
A

Not necessary, but it may provide info that might be of assistance.

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5
Q
  1. What/where is a Main Base?
A

For 777 LHR and LGW or as promulgated by OMN.

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6
Q
  1. When is a Main Base not a Main Base?
A

Once a/c has dispatched from a Main Base on first flight of the day the base reverts to transit station status for the remainder of that day GMT.

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7
Q
  1. When does a rectification interval time scale commence?
A

Excludes day of discovery and commences at 0001GMT the following day

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8
Q
  1. What are the rectification intervals A/B/C & D?
A

A – No interval specified but rectification must be completed in accordance with conditions stated in MMEL.
B - 3 days.
C – 10 days.
D – 120 days.

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9
Q
  1. What is an RIE?
A

Repair Interval Extension. Can only be used once to extend the repair interval by the same duration for category B & C defects only. Refer to British Airways Repair Interval Extension Policy in MEL for guidance. It should only be requested when events beyond the operators control have precluded rectification.

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10
Q
  1. When would an RIE be approved and by whom?
A

Appropriate Engineering Manager, Engineering Quality Manager and Flight Technical Manager (or representative).

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11
Q
  1. How will an RIE be shown in AML?
A

As a new ADD.

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12
Q
  1. A static wick is missing. Where would you look in DDG?
A

CDL (Configuration Deviation List). Basically covers missing parts e.g. static wicks/door handles/Flaps seals etc

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13
Q
  1. An item is annotated (M) and (O). What does it mean?
A

Appropriate maintenance/operational procedures to be utilised.

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14
Q
  1. A non-airworthiness item is u/s. What section of the DDG provides guidance?
A

MEL>ATA Contents>ATA 05 – 05-00-01 may be used to defer a condition of minor serviceability relating to non-airworthiness items if the item or condition is not covered elsewhere in the MEL. Rectification interval is D.

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15
Q
  1. Passenger convenience items?
A

MEL 25-20-01 e.g. galley equip/stereo/reading lamps.

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16
Q
  1. What is an ACF – Acceptable Carry Forward?
A

Is a procedure that allows Captain to carry forward a defect that has arisen where i) there are no maintenance personnel or spares readily available ii) the Captain determines that the defect complies with the MEL iii) that the defect requires no (M) maintenance action. It should only be actioned in consultation with Maintrol. Follow procedure in DDG>Intro>British Airways Policies>ACF

ACF may not be used to dispatch from Main Maintenance Base with a defect that has the restriction ‘no dispatch main maintenance base’. ACF may not be used for CDL (Section 3) items.

The following procedure is to be used:

  1. Captain will contact Maintrol to advise them of the defect. Maintrol will check the defect against the MEL to consider and advise if the defect can be carried forward. In the case of main Maintenance Base departures, Maintrol will also consider any onward destination and multiple/cumulative defect constraints.
  2. Maintrol will record the ACF request and issue a unique number to the Captain. The Captain will indicate his acceptance of the defect by entering the following information in the Action Taken block in the maintenance log:
    ACF.
    Unique Number (if provided by Maintrol prior to departure).
    Reason for ACF (e.g. nil spares, nil manpower, etc.).
    Signature (Electronic Logbook Print).
  3. The defect including the unique number must be re-entered again at each subsequent sector until the defect is deferred or rectified by a suitably authorised engineer, even if the defect is no longer apparent.
    Note: Maintrol signal address LHRKEBA. Tel: 044(0)20 8513 0881/3/6/0.
17
Q
  1. What is an SEA?
A

Used where a defect has arisen and (M) maintenance action is required but there is no BA authorised engineer to rectify the defect. Follow procedure in DDG>Intro>British Airways Policies>SEA. Essentially liaise with Maintrol to identify a suitably qualified local engineer to carry out rectification (M) work.

18
Q
  1. What is an EDI/EDA/TRM (Engineering Design Instruction/Approval/Temp Repair Mandate)?
A

For the approval of deviations from the manufacturers approved maintenance document. DDG>Intro>British Airways Policies>EDI/EDA

Note: if the aircraft is carrying a defect that is subject to an EDI (paperwork in tech log) be sure to check not only the front page but subsequent pages which may have further information on the validity/period of the EDI. Also cross refer to the blue pages (Controlled Inspections) of Tech Log as these too may contain further details.

19
Q
  1. An item raised on the last sector cannot be immediately repaired. What paperwork needs to take place before the a/c can fly?
A

ADD needs to be raised and possibly an ACF and SEA needs to be actioned.

20
Q
  1. What are the three types of ADD in AML Pt1?
A

P - performance (yellow)
N - non-performance (green)
I - controlled inspections (blue)

P&N may incorporate Transit/Daily inspection requirement

21
Q
  1. What are the two types of Cabin ADD?
A

OC - Operationally significant

C - other

22
Q
  1. When should an ADD be transferred from Part2 to Part 1?
A

Only when MEL indicates a Performance penalty applies indicated by (O) or (P) or where defect directly affects Flight Crew.

23
Q

What is the ‘essential’ difference between the MEL and QRH?

A

The MEL looks at a scenario where a subsequent plausible failure my occur while the QRH examines the fault in isolation.

24
Q

What is the validity of a Daily Check?

A

AML user guide - Remains valid for 7 days provided the a/c does not fly or undergo maintenance.

25
Q

What is an Alleviated ETOPS transit check and when and how might it be used?

A

In the event that an aircraft has to depart from an airfield at which there is no BA approved engineer authorized to conduct an ETOPS Transit Check, the Captain may be authorized to conduct an ‘Alleviated ETOPS Transit Check’ on authority from Maintrol. The schedule is held onboard in the Aircraft Maintenance Log Part 1 binder. Procedures for recording the check are contained in the Aircraft Maintenance Log User Guide.

26
Q

How would you deal with a STATUS message before start? And after?

A

There is a flow chart in the DDG under BA Guidance on Status Level Messages. Before engine start the message should be dealt with in co-ordination with Maintrol. After start the process is a little more convoluted and may require application of (O) requirements for the particular defect. Best advice is consult flow chart.

27
Q

DDG items with significant en-route climb penalty. There are examples in the DDG where the text/explanation is not clear in relation to such defects. See below for a fuller explanation.

A

SUBJECT: Optimizing vertical flight path using the FMC in the presence of DDG items with enroute climb penalties
REFERENCES:
DESCRIPTION:
======================
For the 777 fleet, there are certain DDG items which carry a significant enroute climb penalty, e.g. 30-21-01-01A.
Desired Action
======================
Can Boeing please recommend how best to consider penalties like this in the FMC predictions, e.g. for recommended step climbs, optimum/ maximum altitudes and fuel use.
RESPONSE:
In this case, the term “enroute climb” is not referring to the all engine climb capabilities during the enroute, all engine portion of the flight profile (cruise). The enroute climb penalty is to be applied to the weight limit determined from the AFM enroute, one-engine-inoperative climb performance when considering engine inoperative net level off altitude capability prior to dispatch. The application of the enroute climb penalty during flight planning ensures that the level-off altitude is adequate for terrain clearance along the route and the engine-out altitude capability complies with FAR 121.191. It may be possible that the enroute climb penalty associated with an MEL condition will become a limiting factor in determining the maximum takeoff weight when operating over routes where terrain clearance is an issue.
In some cases, the all engine climb capability may be affected as well, for example, an increase in drag associated with a CDL item. However, Boeing does not calculate this specific penalty because the associated takeoff/landing, enroute climb and fuel mileage penalties will be conservative enough to account for this reduction in all engine altitude capability.
If British Airways wishes to consider these penalties in FMC predictions, you would need to first determine if the enroute climb penalty (engine inoperative, MCT) is due to something which would also affect the all engine climb capability (all engines, MCRT). Then, a conservative approach would be to use the enroute climb penalty against the altitude capability in flight planning. However, since you will also need to consider the conservative takeoff/landing, enroute climb and fuel mileage penalties, this additional conservative penalty may be overly conservative.

28
Q

IFE u/s ex LHR. Can we dispatch?

A

Probably NOT as in most cases repairs are required ex Main Base but it may not be immediately obvious. It also depends on whether pax are carried or not. It also depends on the a/c modification state > pre or post ‘densification’. How do you know if a cabin has been ‘densified’? GO TO DOCUNET > WEIGHT SCHEDULES. It will tell you if an a/c has been densified. You could also refer to Load and Balance > Interior Layouts

A 777 Notice was issued in June 21 to reflect that full IFE is NOT required for ops without pax

29
Q

How long is a daily check valid?

A

AML user guide 14.3.1 To be completed before departure ex Main Base (max once in 1 calendar day or stopover). The check remains valid until next Main Base (LHR & LGW) visit. The check is valid for 7 days. It is also valid if the last certified check was completed at a line station and the a/c flies a single sector to Main Base and departs the day it arrives. Only transit check needs to be completed.

30
Q

What must be checked in AML Pt1 and Pt2?

A

Quite a long list and detailed in AML User Guide Sect 14 > Pre-flight.

Defects > cleared or deferred
Cabin Defects > cleared or deferred
ADD’s > correctly actioned and recorded
Outstanding ADD’s > meet requirements of upcoming flight
Remaining Fuel Figure
Incoming Capt signature
Oil and Hydraulics completed and levels acceptable
Daily Check/ETOPS Transit Check
31
Q

What is a Controlled Inspection?

A

ADD Type Code ‘I’ is surveillance of a defect or inspection associated with a defect. They require repetitive assessment at an interval greater than the Daily Check.

32
Q

How often must a Controlled Inspection be carried out?

A

The timings will be detailed in the AML > Controlled Inspections (Blue Pages)

33
Q

You return to stand to fix minor defect. Is a further ETOPS transit check required?

A

AML User Guide Section 14 > Transit Check MUST be performed prior to each departure. The User Guide specifically states “If a/c night stops as result of a delay or RETURN TO STAND the Transit check must be completed on the departure stand as close as practical to the departure time. So, if night stopping “Yes” if not “No”.

34
Q

What is relevance of ADD in Yellow Pages?

A

Performance ADDs and will have an associated “O” or “P” action in DDG

35
Q

What do you expect to see in ACTION TAKEN boxes?

A

That action taken is relevant to the defect raised. It must contain details of any limitations, perf penalties, maintenance actions etc.

36
Q

When would a defect be transferred from PT1 to PT2

A

Where an (O) or (P) symbol is annotated in the DDG or where the defect directly affects the Flight Crew.

AP Generic Command Questions (20 decks)

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