MMEL / MEL POLICY AND PROCEDURES MANUAL ADVISORY …

CIVIL AVIATION ADVISORY PUBLICATION

CAAP 48

(Revised July 2011)

MMEL / MEL

MMEL / MEL

POLICY AND PROCEDURES MANUAL

ADVISORY GUIDANCE MATERIAL

Part A. Policy and procedures manual Part B. Alleviation to CAROPS 1 & 3

CAAP 48 Part A A-1 Issue: Initial Issue Date: October 2010 Revision: .01 Revision Date: July 2011

Table of Content

Foreword ................................................................................................................................... 6

Abbreviation .............................................................................................................................. 7

Highlight of Changes .................................................................................................................. 8

Introduction ............................................................................................................................... 9

1.1 Definitions ....................................................................................................................... 9

1.2 The Master Minimum Equipment List ............................................................................ 9

1.3 Dispatch with Inoperative Equipment ............................................................................ 9

1.4 Legal Basis ....................................................................................................................... 9

1.5 Installed Equipment ........................................................................................................ 9

1.6 Equipment Included in the MMEL .................................................................................. 9

2 Master Minimum Equipment List ..................................................................................... 10

2.1 Acceptance Authority ................................................................................................... 10

2.2 Source MMELs Policy .................................................................................................... 10

2.3 MMEL for new aircraft type .......................................................................................... 10

2.4 Third Country MMELs ................................................................................................... 10

2.5 Temporary or Interim MMEL Revisions ........................................................................ 10

2.6 MMEL Format ............................................................................................................... 10

2.7 MMEL Page Format ....................................................................................................... 11

2.8 Operating and Maintenance Procedures ...................................................................... 11

2.9 Prohibited Items ............................................................................................................ 11

2.10 ReAWIr Interval Categories ........................................................................................... 12

2.11 MMEL Procedures ......................................................................................................... 132.11.1 General ...................................................................................................................... 13

3 MEL Policy and Procedures .............................................................................................. 13

3.1 MEL Purpose ................................................................................................................. 13

3.2 MEL Definition ............................................................................................................... 133.2.1 Equipment Required by Operating Regulation ......................................................... 13

3.3 MEL Intent ..................................................................................................................... 13

3.4 MEL Limitation .............................................................................................................. 13

3.5 Operation outside MEL ................................................................................................. 14

3.6 Audit of Operator MELs ................................................................................................ 14


3.7 Applicability ................................................................................................................... 143.7.1 Legal Basis ................................................................................................................. 14

3.8 Administrative Procedures ........................................................................................... 143.8.1 Approval Authority .................................................................................................... 143.8.2 Initial Application Information .................................................................................. 143.8.3 MMEL Status ............................................................................................................. 153.8.4 MMEL Acquisition ..................................................................................................... 153.8.5 Operator MEL Development ..................................................................................... 15

3.9 General Civil Aviation Authority Inspector Responsibility ............................................ 153.9.1 Operations ................................................................................................................. 153.9.2 Airworthiness ............................................................................................................ 153.9.3 UAE GCAA MEL Approval Time ................................................................................. 153.9.4 Interim Approvals ...................................................................................................... 163.9.5 MEL Distribution ........................................................................................................ 163.9.6 MEL Updates ............................................................................................................. 163.9.7 MEL Amendments ..................................................................................................... 163.9.8 MEL Categorization ................................................................................................... 16

3.10 Conformity to the MMEL .............................................................................................. 173.10.1 Modification of MMELs ............................................................................................. 173.10.2 MEL Content .............................................................................................................. 173.10.3 Administrative Control Items .................................................................................... 173.10.4 Passenger Convenience Items ................................................................................... 173.10.5 MEL Audits ................................................................................................................. 17

3.11 MEL Development Procedures ..................................................................................... 183.11.1 MEL Basic Format ...................................................................................................... 183.11.2 MEL Page Format ...................................................................................................... 183.11.3 List of Effective Pages ................................................................................................ 183.11.4 Table of Contents ...................................................................................................... 183.11.5 MEL Preamble ........................................................................................................... 183.11.6 Notes and Definitions ................................................................................................ 193.11.7 Operating and Maintenance Procedures .................................................................. 193.11.8 Approval of Operating and Maintenance Procedures .............................................. 203.11.9 Operations Manual Procedures ................................................................................ 20

3.12 ReAWIr Interval Categories ........................................................................................... 20

3.13 MEL Item ReAWIr Interval Extension Program ............................................................. 203.13.1 Purpose ...................................................................................................................... 203.13.2 Approval .................................................................................................................... 213.13.3 ReAWIr Extension Applicant Risk Analysis ................................................................ 213.13.4 Program Procedures .................................................................................................. 223.13.5 FOI/AWI Communications ......................................................................................... 233.13.6 Program Administration ............................................................................................ 233.13.7 Program Compliance ................................................................................................. 23


3.14 Deferral of Items ........................................................................................................... 233.14.1 Requirements ............................................................................................................ 243.14.2 Review of Deferred Items ......................................................................................... 24

3.15 Placarding ...................................................................................................................... 243.15.1 Requirements to Placard/Placard Control ................................................................ 243.15.2 Procedures ................................................................................................................. 243.15.3 Placard Criteria .......................................................................................................... 243.15.4 Multiple Placards ....................................................................................................... 253.15.5 Temporary Placards ................................................................................................... 25

3.16 Dispatch ........................................................................................................................ 253.16.1 Operational and Maintenance Items ........................................................................ 253.16.2 Elementary Work ....................................................................................................... 26

3.17 Training ......................................................................................................................... 263.17.1 Training Program — Ground Personnel .................................................................... 263.17.2 Training Program — Crew Members ........................................................................ 263.17.3 Training Program — Recurrent ................................................................................. 27

3.18 MELs for Leased Aircraft ............................................................................................... 273.18.1 MELs for Leased Foreign Registered Aircraft ............................................................ 273.18.2 MELs for Foreign Leased UAE Registered Aircraft .................................................... 27

3.19 UAE GCAA MEL Administrative Procedures .................................................................. 273.19.1 MEL Priority ............................................................................................................... 273.19.2 Administrative Procedures ........................................................................................ 273.19.3 MEL Library ................................................................................................................ 28


List of appendix

APPENDIX 1 DEFINITIONS ............................................................................................................... 29APPENDIX 2. MEL RIE EXTENSION FORM ....................................................................................... 33APPENDIX 3. SAMPLE OF MMEL FORMAT ..................................................................................... 34APPENDIX 4. SAMPLE OF MEL FORMAT ........................................................................................ 35APPENDIX 5. TYPICAL FORMAT OF MINIMUM EQUIPMENT LIST (Aircraft Type) ......................... 36APPENDIX 6. MEL APPROVAL PAGE .............................................................................................. 37APPENDIX 7. REVISION REQUIRED TO MEL ................................................................................... 38APPENDIX 8. FLOWCHART MEL APPROVAL ................................................................................... 39APPENDIX 9. OPERATIONS MANUAL AMMENDMENT GUIDE ...................................................... 40APPENDIX 10. SAMPLE OF INITIAL / RECURRENT MEL TRAINING SYLLABUS ................................. 42APPENDIX 11. ATA 100 SYSTEM SPECIFICATIONS ......................................................................... 43


PART A

MMEL / MEL

POLICY AND PROCEDURES MANUAL


Foreword

1. The UAE General Civil Aviation Authority, known in these publication as the “Authority” has implemented CAAP-MMEL/MEL based on the European Joint Aviation Requirements (JAR MEL, MEL policy and TGL 26), with a view to harmonizing legislation and to regulate commercial air transport and private operations of aeroplanes.

2. This Manual is an advisory material provided as guidance and demonstration and contains all the relevant information with respect to the concept, development and approval of the Master Minimum Equipment List (MMEL) and Minimum Equipment List (MEL).for the use and guidance of Civil Aviation Authority and Industry personnel.

3. On its own, this Manual does not change, create, amend or permit deviations from regulatory requirements, nor does it establish minimum standards.

4. It may describe an example of an acceptable means, but not necessarily the only means, of compliance with regulations and standards

5. UAE GCAA Flight Operations and Airworthiness Inspectors are expected to use good judgement in matters where specific guidance has not been given and be aware of the need for revision to the present information as new requirements evolve.

6. Permission is granted by UAE GCAA to copy this Manual as required. While use of this material has been authorized, UAE GCAA shall not be responsible for the manner in which the information is presented, nor for any interpretations thereof. Print versions of this Manual may or may not be updated to include amendments made to original content.

7. Part 1 MEL Policy are presented in Times Roman 11 font and Part 2 MEL Alleviation to CAR OPS 1 and CAR OPS 3 material is presented in Arial 10 font.

8. This is revision 1 dated 1 July 2011, to the initial issue of 15 October 2010 edition. All pages of this edition will be implemented by 15 July 2011. All pages are current as in LEP (List of Effective page), the blank page are not marked with intentionally left blank as it is controlled by LEP.

For up-to-date information see www.gcaa.ae for error, clarification, comment contact : [email protected] For UAE GCAA Executive Director of Aviation Safety .

http://www.gcaa.ae/�

mailto:[email protected]�


Abbreviation

AFM : Aircraft Flight Manual

AMO: Approved Maintenance Organization

AWM: Airworthiness Manual

AWI: Airworthiness Inspector

CARs: Civil Aviation Regulations

CDL: Configuration Deviation List

DDG: Dispatch Deviation Guide

DDPG: Dispatch Deviation Procedures Guide

ETOPS: Extended Range Twin Operations

IFR: Instrument Flight Rules

IMC: Instrument Meteorological Conditions

MME: Maintenance Management Exposition

MOE: Maintenance Organisation Exposition

MEL: Minimum Equipment List

MMEL: Master Minimum Equipment List

OPI: Office of Principal Interest

FOI: Flight Operations Inspector

Seq : Sequence number

VFR: Visual Flight Rules

VMC: Visual Meteorological Conditions


Highlight of Changes Revision 1,

1. Section A page 7: redefine POI to FOI and deletion of PAI 2. Section A page 8: Introduction of highlight changes 3. Section B page 28: ATA 34-40 (1) ACAS, re clarification remark on inoperative ACAS. 4. Section B page 29: ATA 34-54 SSR Transponder (1) & (2) remark change from Outbound

from UAE to within UAE FIR .


Introduction

1.1 Definitions

The definitions of specific words and phrases used in this manual are found at APPENDIX 1 DEFINITIONS .

1.2 The Master Minimum Equipment List A Master Minimum Equipment List (MMEL) is an approved document created by Aviation Authority through aircraft manufacture specifically to regulate the dispatch of an aircraft type with inoperative equipment. It establishes the aircraft equipment allowed to be inoperative under certain conditions for a specific type of aircraft and still provide an acceptable level of safety. The MMEL contains the conditions, limitations and procedures required for operating the aircraft with these items inoperative. The MMEL forms the basis for development and review of an individual operator's Minimum Equipment List (MEL). A UAE operator will frame its MEL based on the MMEL duly approved by the authority of the country of manufacture of the aircraft.

1.3 Dispatch with Inoperative Equipment The MEL is an alleviating document. Its purpose is not, however, to encourage the operation of aircraft with inoperative equipment. It is never desirable that aircraft be dispatched with inoperative equipment and such operations are permitted only as a result of careful analysis of each item to ensure that the required level of safety is maintained. A fundamental consideration in permitting the dispatch of aircraft with inoperative equipment is that the continued operation of an aircraft in this condition should be minimized. The limitations governing repair intervals are discussed later in this document.

1.4 Legal Basis UAE Civil Aviation Rules (CAR MMEL/MEL) provide that the operation of an aircraft with equipment and/or instruments inoperative may be approved through the use of a Minimum Equipment List for specific aircraft type. Where a Master Minimum Equipment List has been approved for a particular type of aircraft by the authority of the country of manufacture of the aircraft, a Minimum Equipment List shall not be approved for that type of aircraft unless it complies with the minimum standards set out in that MMEL.

1.5 Installed Equipment Most large transport aircraft are designed and certified with a significant amount of redundancy in their systems, such that the minimum standards of airworthiness are satisfied by a substantial margin. Many of these aircraft also have installed instruments and equipment that are not required for safe operation under all operating conditions, e.g., instrument lighting in day VMC. Other equipment, such as entertainment systems or galley equipment, may be installed for passenger convenience

1.6 Equipment Included in the MMEL The MMEL lists those items of equipment -including optional equipment -which may be inoperative for the dispatch of a flight e.g. entertainment items which, when inoperative, do not affect airworthiness. It is important to note that any item related to the airworthiness of the aircraft, and not included in the MMEL, must be operative prior to flight. Items required by the UAE Civil Aviation Regulations (and which are not listed in the MMEL,) are required to be operative for dispatch.


2 Master Minimum Equipment List

2.1 Acceptance Authority The DAS (Director of Aviation Safety) is the Final signatory of MMEL, however he may delegate functions to GCAA TC Validation team / Engineering to review and accept Master MEL during Validation process. The initial MMEL may be accepted and based on the authority of the state of design

2.2 Source MMELs Policy UAE GCAA should accept MMELs approved by the regulatory authority of the state of design, state of manufacture as published in sequence. Operators are to incorporate source MMEL amendments as soon as they are available. UAE GCAA is to be informed immediately of the amendment. The amendment to an operator MEL is to be submitted to the Authority for acceptance prior to usage . Unless otherwise agreed with the Authority

2.3 MMEL for new aircraft type For New aircraft type or model which UAE GCAA have performed TC (Type Certificate) validation or have granted equivalent Validation, the TC Validation team shall sequence the level of MMEL approved to be used as MEL reference, either FAA, EASA or any other applicable authority.

2.4 Third Country MMELs UAE GCAA will not normally accept a MMEL produced by a third country (an example would be a U.S. MMEL for a European aircraft). However, exceptions may be made, particularly for older aircraft or certain aircraft where the user population is more in specific country, or other aircraft that have completed the Type Certification Process in the other country especially if no other source is available. Such MMELs should be submitted through and be supported by the aircraft manufacturer with appropriate engineering justification.

2.5 Temporary or Interim MMEL Revisions Manufacturers may issue temporary or interim revisions to their MMELs which may not be incorporated into the permanent revision for some time. Temporary or interim MMEL revisions may be incorporated into an operator's MEL, upon receipt and after necessary approval of UAE GCAA, unless otherwise agreed with the Authority.

2.6 MMEL Format a) Each MMEL should contain a cover/approval page, a Log of Revisions, a Reason for Changes page, a

List of Effective Pages, a Table of Contents, an explanation of the symbols used in the MMEL and a definition of any terms having special meaning in the context of the MMEL. Each item of equipment listed in the MMEL shall be described and identified in accordance with the Air Transport Association (ATA) specification 100 code system (See


APPENDIX 11. ATA 100 SYSTEM SPECIFICATIONS ). The number of each item of equipment installed and the number required to be operative for dispatch shall be stated in the appropriate columns.

b) Any conditions associated with inoperative equipment, required to maintain a level of safety, shall be included in the “Remarks or Exceptions” column.

c) When practicable, the switch, lever, gauge or indicator of a particular item of equipment, should be

identified. Source MMELs may indicate a requirement to placard inoperative equipment by use of an asterisk (*) in column 4 to inform crew members of its condition.

d) For operator MELs, a definition shall be added which shall state that each inoperative item must be placarded to inform and remind the crewmembers and maintenance personnel of the equipment condition.

2.7 MMEL Page Format a) MMELs will be published in the "four column format" where columns 1 to 4 will contain

respectively the name of the item and category, number installed, number required for dispatch and remarks or exceptions.

b) A sample page is provided in APPENDIX 3. SAMPLE OF MMEL FORMAT, Other formats may be accepted for MMELs provided

they are clear and unambiguous. Each MMEL/MEL will be preceded by an acceptable preamble.

2.8 Operating and Maintenance Procedures Any inoperative item of equipment in the MMEL which would require an operational or maintenance procedure to ensure the required level of safety, shall be so identified by an appropriate symbol in the "Remarks or Exceptions" column of the MMEL. This will normally be "O" for an operational procedure and "M" for a maintenance procedure. (O) (M) means both operational and maintenance procedures are required. Details of such procedures must be made available for review during the MMEL acceptance process as they form part of the justification supporting inclusion of an item in the MMEL. Where applicable, the limitations, procedures and remarks for individual MMEL items should cover at least day, night, VMC, IMC, ETOPS, icing, rain, and Category II/III. To mitigate the risk of error of referencing, the Operation and maintenance procedures should be located immediately under each ATA number (Inoperative item)

2.9 Prohibited Items a) The MMEL shall not include any item of equipment which, if inoperative, is likely to significantly

affect the take-off, landing or climb performance of the aircraft or associated landing speeds presented in the approved AFM (Aircraft Flight Manual) unless the AFM specifies the effect and the MMEL draws attention to this fact.


b) No item shall be included in the MMEL which conflicts with the limitations or invalidates the emergency procedures of the AFM or of an airworthiness directive unless the AFM or directive provide otherwise.

c) The MMEL shall not include any part or structural component of the aircraft which is the subject of the Configuration Deviation List (CDL).

2.10 Repair Interval Categories a) The maximum time an aircraft may be operated between the discovery of an inoperative item and its

repair will be specified in the MMEL. Passenger convenience items such as reading lights may have no specified repair interval (no category).

b) The category of all other inoperative items will be determined according to the time intervals specified below.

Category A Items in this category shall be repaired within the time interval specified in the “Remarks or Exceptions” column of the operator's approved MEL. Whenever the provision “Remarks or Exceptions” column of the MMEL states cycles or flight time, the time interval begins with the next flight. Whenever the time interval is listed as flight days, the time interval begins on the flight day following the day of discovery. Category B Items in this category shall be repaired within 3 consecutive calendar days excluding the day of discovery. Category C Items in this category shall be repaired within 10 consecutive calendar days, excluding the day of discovery. Category D Items in this category shall be repaired within 120 consecutive calendar days, excluding the day of discovery. To be considered for placement in Category D, the item must be of an optional nature, or excess equipment which an operator may, at his/her discretion, deactivate, remove from or install on an aircraft. To be approved for Category D, the item must meet the following criteria: 1. the absence of the item does not affect crew workload; 2. the pilots do not rely on the function of that item on a routine or continuous basis; and, 3. the pilot's training, subsequent habit patterns and procedures do not rely on the use of that item. Category Format The category of each item in the MMEL is to be inserted in column 1 adjacent to column 2.


2.11 MMEL Procedures

2.11.1 General

This section details the proceduresthat is followed in the organization, approval and publication of the MMEL.

3 MEL Policy and Procedures

3.1 MEL Purpose The MEL is a joint operations and maintenance document prepared for or by an operator to: a) Identify the minimum equipment and conditions for an aircraft to maintain the Certificate of

Airworthiness in force and to meet the operating rules for the type of operation; b) Define operational procedures necessary to maintain the required level of safety and to deal with

inoperative equipment; and c) Define maintenance procedures necessary to maintain the required level of safety and procedures

necessary to secure any inoperative equipment.

3.2 MEL Definition While the MMEL is for an aircraft type, the MEL is tailored to the operator's specific aircraft and operating environment and may be dependent upon the route structure, geographic location, and number of airports where spares and maintenance capability are available etc. The MMEL cannot address these individual variables, nor standard terms such as "As required by Regulations". It is for these reasons that a MMEL cannot be approved for use as a MEL. It falls on the operator to develop Operations "O" and Maintenance "M" procedures, or to use a DDPG or DDG, where these documents are available. Note: Air Operators currently using an approved company MEL or in the process of amending or

developing a new MEL must ensure that all regulatory references are in accordance with the UAE GCAA Regulations.

3.2.1 Equipment Required by Operating Regulation When an item of equipment is required to be installed and operative under particular circumstances by the UAE Civil Aviation Regulations such equipment maybe defined in the remarks column of the MEL by the description of the regulation extract rather than words "As required by Regulation", see also paragraph 3.11.7 (h).

3.3 MEL Intent Except as authorized by the Director General under the rules, operation of an aircraft with aircraft equipment inoperative or removed is prohibited, unless an operator does so in compliance with an approved MEL.

3.4 MEL Limitation The content of an operator's approved MEL cannot be less restrictive than the content of the source MMEL for that aircraft type.


3.5 Operation outside MEL Under certain circumstances, the Pilot- In- Command may take immediate action to fly with inoperative equipment if he /she believe that leaving the aircraft on ground will likely imposed more immanent dangerous conditions.

3.6 Audit of Operator MELs UAE GCAA will audit the operator’s conformance to MEL requirements on an ongoing basis, and as part of any company audit. Significant non-conformances may result in the MEL approval being withdrawn under the rules.

3.7 Applicability

3.7.1 Legal Basis a) CAR MEL stipulates that the GCAA may approve a MEL for each type of aircraft as stated in CAR MEL

035, and in accordance with this Manual . Where a source MMEL has been accepted, the GCAA shall approve a Minimum Equipment List in respect of each operator of that type of aircraft, provided that the requirements set out in the MMEL/MEL Policy and Procedures Manual are met.

b) CAR MEL stipulates that a MEL is mandatory for aircraft weight above 5700 kg registered and used in UAE have an MEL?

c) CAR MEL states that where a MEL has been approved with respect to the operator of an aircraft, no person shall conduct a takeoff in that aircraft with equipment that is unserviceable or removed unless the aircraft is operated in accordance with the conditions or limitations specified in the Minimum Equipment List. The one exception specified recognizes the superiority of an Airworthiness Directive (AD) over the conditions or limitations specified in the MEL.

3.8 Administrative Procedures

3.8.1 Approval Authority In accordance with UAE GCAA CARMMEL/MEL, the authority and responsibility for MEL approval rests with the GCAA Airworthiness and GCAA Flight Operations. For MEL, unless delegated to CFO (Chief of Flight Operations), GCAA CAW ( Chief of Airworthiness) is to evaluate and approve the MEL for aircraft applicable aircraft type, this may be signed by Principle Airworthiness Inspector, provided it has been signed and approved by each Flight Operations Inspector and Airworthiness Inspector. The primary source of MMEL shall be the MMEL that has been approved by the authority of the country of design of the aircraft or secondarily the state where the population of the airplane is majority and the authority has develop feedback option to the MMEL approval and accepted by GCAA TC validation team, unless the aircraft obtained TC validation under grandfather right where the aircraft have been validated by GCAA TC validation team.

3.8.2 Initial Application Information When an operator expresses the intent to operate an aircraft eligible to use an MEL, the Airworthiness section will provide them with the following information: a) the current requirements of the CARs & CAAP MMEL/MEL b) the information necessary, where applicable, for developing their own MEL.


3.8.3 MMEL Status The operator must ensure that they use the latest version of the source MMEL to develop their MEL. UAE GCAA reserves the right to add an overriding limitation.

3.8.4 MMEL Acquisition Approved MMELs may be acquired from the foreign Civil Aviation Authority. Alternatively, operators may obtain MMELs directly from the manufacturer which have been issued by applicable Major Civil Aviation Authority (e.g. EASA / JAA / FAA), who normally provide MMELs along with a revision service. It is the responsibility of the operator to provide a complete set of source MMEL documents to the UAE GCAA and also ensure a proper revision service.

3.8.5 Operator MEL Development a) Development The operator will develop their MEL and all subsequent amendments, as a joint operations and maintenance document; based on the current MMEL revision. The operator’s MEL shall be approved by at least one senior company official from each respective department (Operations and Maintenance) prior to the MEL request cover sheet being submitted to UAE GCAA. b) Substantiation The operator must provide adequate substantiating documents to support their MEL submissions to their FOI/AWI. These documents will provide additional information relating to the operator’s MEL program. Any additional MEL items which do not appear in the MMEL will require substantiation for consideration, and must be accompanied by a description of the appropriate Operational or Maintenance procedures. The FOI/AWI will review the request, and if valid, will forward the submission to Chief / Director of Airworthiness for review and approval. c) Copies The operator must submit two copies of the joint operations / maintenance MEL document to the responsible FOI/AWI.

3.9 General Civil Aviation Authority Inspector Responsibility

3.9.1 Operations The Chief of Flight Operations in consultation with the FOI is responsible for vetting the operator's MEL with respect to the operations functions and procedures, ensuring that all of the operational procedures produced and published by the air operator are relevant to the required task.

3.9.2 Airworthiness a) The Chief of Airworthiness in consultation with the AWI is responsible for vetting the operator's MEL

with respect to the maintenance functions and procedures, and ensuring that all of the maintenance procedures produced and published by the air operator are relevant to the required task.

b) Both UAE GCAA Operations and Airworthiness personnel must concur prior to an approval being granted for an operator's MEL application.

3.9.3 UAE GCAA MEL Approval Time Provided that the operator submits a MEL that complies with the MMEL/MEL Policy and Procedures Manual, UAE GCAA will endeavor to approve the document within 30 days. Or within 7 days for simple


amendment, provided the applicant provides the list of changes and identify the affected pages. The format for the letter of approval is found in APPENDIX 6. MEL APPROVAL PAGE Error! Reference source not found..

3.9.4 Interim Approvals UAE GCAA will not grant an operator interim approval while the MEL is undergoing the review process, nor will approval be given to use a MMEL as a MEL, with the exception for private or small aircraft operator (below 5700kg) within specified period which shall not exceed 30 days, On a case by case basis, the GCAA may approve operation without an MEL in exceptional circumstances such as newly designed , under validation aircraft or excessive workload, in which case there will be letter of No MMEL or MEL issued with the consequences that any unservicability that any failure will result in AOG, this condition shall also be limited to 30 days during first entry of new aircraft which has not been certificated or validated in the UAE.

3.9.5 MEL Distribution An approved or revised MEL is deemed to be in force upon receipt of approval from UAE GCAA However, the operator may have 10 calendar days or as specified in the operator's approved system, (if necessary) to distribute and implement the new document. In all cases, copies are required for: (a) Each aircraft; (b) Post holder -Maintenance; (c) Post holder -Operations; (d) GCAA electronic publications and data management through their FOI/ AWI (e) Flight operations / Dispatch office; (f) any other personnel as required;

3.9.6 MEL Updates It is the operator's responsibility to ensure that their MEL is reviewed and updated as required. The MEL should be reviewed by the operator at least annually to ensure that it incorporates any changes to the operation, aircraft or to the UAE Regulations. A revision to the MMEL, will require that the operator review and amend their MEL, as necessary. The MEL development, processing and approval procedures should be reviewed as part of the operator's quality assurance program.

3.9.7 MEL Amendments a) Amendments to MELs will be handled according to the process outlined in this document for initial

approval. b) Where a source MMEL revision is more restrictive, the operator must submit an appropriate

amendment to the MEL for approval immediately on receipt of the MMEL revision. Priority is to be accorded when dealing with such revisions.

c) Where a Dispatch Deviation Procedures Guide (DDPG) or equivalent document is available; or where a MMEL revision does not affect a procedure, the time for MEL amendment remains at 90 days ( see CAR MEL039. Where a DDPG or equivalent document is not available; or where the MMEL revision affects a procedure, the MEL amendment time is 120 days.

3.9.8 MEL Categorization When a source MMEL is initially categorized, the MEL shall be amended to conform to the . The category of each item in the MEL shall be inserted in column 1 adjacent to column 2. An operator must submit


his/her MEL amendment for categorization within 120 days of the categorized MMEL approval date.

3.10 Conformity to the MMEL

3.10.1 Modification of MMELs Operators may disagree with the content of the MMEL and request changes to their MEL. These suggestions for changes, accompanied by appropriate substantiation, should be forwarded through their FOI/AWI for assessment. The CAW / CFO will review submissions and may modify the MMEL. Invariably the foreign CAA (approving authority of the source MMEL) or the manufacturer is to be approached by UAE GCAA with the assistant of operator prior to a decision.

3.10.2 MEL Content a) The operator's MEL must reflect the current source MMEL limitations unless otherwise authorized.

When a revision is issued to a MMEL the operator's MEL need not be revised if the change is less restrictive than the existing MEL.

b) Except as noted above, all items installed in an operator's aircraft which are addressed in the most recent accepted version of the source MMEL shall be included in the MEL. At the same time, an operator or pilot retains the option to refuse any alleviation, and may choose not to dispatch with any particular MEL item inoperative.

3.10.3 Administrative Control Items Some operators use their MEL as a comprehensive document to control items for tracking and informational purposes. In such cases, operators' MELs may include items not contained in the MMEL; however, no relief may be granted for these administrative control items unless conditions and limitations are contained in an approved document other than the MMEL (e.g., aircraft flight manual). Administrative control items and passenger convenience items may not include items or subsystems of items which are addressed in the MMEL. Operators seeking to add administrative control items to their MEL must submit their request to their AWI or FOI with appropriate substantiation. (See APPENDIX 1 DEFINITIONS)

3.10.4 Passenger Convenience Items A Passenger convenience items are those items related to the convenience, comfort, or entertainment of an operator's passengers. They may include items such as galley equipment, movie equipment, ash trays, stereo equipment, and overhead reading lamps. Passenger convenience items do not carry a specific repair interval, and need not be listed in an operator's MEL, if they are not addressed in the MMEL. The exceptions to this rule are: a. Where passenger convenience items serve a second function, such as movie equipment being used

for cabin safety briefings, operators must develop and include operational contingency procedures in case of an equipment malfunction.

b. Where passenger convenience items are part of another aircraft system, for example - the electrical system, procedures must be developed and included in the MEL for deactivating and securing in case of malfunction.

3.10.5 MEL Audits a) Whenever an audit is conducted, the operator’s MEL shall be reviewed. The review shall ensure

that the MEL conforms to applicable CAR MEL, current policies and procedures.


b) Special attention should be given to operating rules that may have been amended since the MEL was last approved. It shall be confirmed that the latest revisions to the MMEL -if more restrictive, have been incorporated into the MEL.

3.11 MEL Development Procedures

3.11.1 MEL Basic Format The MEL must include the following: a List of Effective Pages, a Table of Contents, the Minimum Equipment List Preamble, Notes and Definitions, a section for each aircraft system addressed, the letter of approval and amendment record page. Operators must specify the MMEL revisions and any other documents such as a DDPG, used in the development of their MEL

3.11.2 MEL Page Format MEL format is at the discretion of the operator, provided that it is clear and unambiguous. However, it is recommended that the MEL page format follow the MMEL page format of four columns (See a) The page numbering, and individual MEL items, however, must be in accordance with the ATA 100

code system (See Appendix M). b) The MEL may incorporate only one item per page or as considered appropriate by the operator when

operations and/or maintenance procedures are required. If no procedures are required, or the required action is simple, multiple items may appear on a single page.

c) The standardized format of operational and maintenance procedures should be located immediately below the inoperative item of equipment to reduce error in cross referencing.

3.11.3 List of Effective Pages A List of Effective Pages (LEP) will be used to ensure that each MEL is up-to-date. It must list the date of the last amendment for each page of the MEL. UAE GCAA will stamp and initial the List of Effective Pages to indicate the approval status of the contents of the MEL. The date and revision status of each page of the MEL must correspond to that shown on the List of Effective Pages. a. Only those pages of the LEP that list the date and revision status of each MEL page need to be

stamped and initialled. b. The UAE GCAA stamped and initialled LEP must be retained on file. Copies of the company MELs may

be issued with stamped LEPs. The copies must detail the location within the company where the approved MEL is retained.

3.11.4 Table of Contents The Table of Contents page shall list the section for each aircraft system utilizing the ATA 100 listing as found in the MMEL. Pages will be numbered with the ATA system number followed by the item number for that system (e.g., the page following 27-2-1 would be 27-2-2).

3.11.5 MEL Preamble The purpose of the Minimum Equipment List Preamble is to provide direction to company personnel on the philosophy and use of the MEL. UAE GCAA publishes a MEL preamble which is acceptable for use by an operator (See


APPENDIX 5. TYPICAL FORMAT OF MINIMUM EQUIPMENT LIST (Aircraft Type).). An operator may choose to develop their own preamble but it must contain at least the information contained in the UAE GCAA version.

3.11.6 Notes and Definitions Notes and Definitions are required to allow the user to interpret the MEL properly. As a minimum, the notes and definitions contained in APPENDIX 1 DEFINITIONS will be used in the MEL. Additions and deletions to the notes and definitions may be applied to the operator's MEL as required.

3.11.7 Operating and Maintenance Procedures

(a) Dispatch with inoperative items is often acceptable only with the creation of special operating or maintenance procedures.

(b) Where the MMEL indicates that this is the case, the operator must establish, publish and obtain approval for appropriate procedures. Procedures recommended by the aircraft manufacturer in most cases can be adopted for this purpose, but the ultimate responsibility for providing acceptable procedures to be approved in the MEL rests with the operator. These procedures will ensure that a satisfactory level of safety will be maintained

(c) The operator, when comparing the MEL against the MMEL must insure that where the (O) or (M) symbols appear, an operating or maintenance procedure has been developed that provides clear direction to the crew members and maintenance personnel of the action to be taken. This procedure must be included in the MEL right below the applicable ATA section to prevent further cross reference error.

(d) The only exception (when no Operating procedures provided by Manufacture), is when the procedure is contained in another document that is available: to the flight crew on the flight deck, such as an Aircraft Flight manual, Aircraft Operating Manual, or the Company Operations Manual;

(e) to the flight attendants, such as a Company Operations Manual or Flight Attendant Manual;

(f) to the maintenance crew, such as an Aircraft Maintenance Manual (e.g. -the Airbus Aircraft Deactivation Procedures Manual), Maintenance Control Manual, etc. However this practice should be avoided whenever practicable to avoid ambiguous, misinterpretations and misleading informations.

(g) In these cases, the MEL may refer to a section of the appropriate document. (h) It is not acceptable to reference the CAR OPS or similar documents, as these are not

carried on board the aircraft and could be subject to misinterpretation. The objective is to provide personnel with clear, concise direction on how they are to proceed. Where the MMEL column 4 states "as required by Regulation", this wording shall not appear in the MEL; rather, a synopsis of the Regulation shall appear.


3.11.8 Approval of Operating and Maintenance Procedures Manufacturers may choose to produce operating and maintenance procedures such as Dispatch Deviation Procedure Guides, for use by operators. These procedures may be inserted into the appropriate MEL pages, and submitted by the operator, to form part of the MEL. Dispatch Deviation Procedures Guides, Dispatch Deviation Guides, and other similar documents cannot be approved by UAE GCAA, nor can they replace the MEL. If the aircraft manufacturer has not published operating or maintenance procedures, the operator must develop appropriate procedures and submit them to UAE GCAA for approval.

3.11.9 Operations Manual Procedures The operator must establish procedures in the company Operations Manual for the use and guidance of crew members when using the MEL. The procedures must agree with those in the Maintenance Control Manual. The operator should consider to include all procedures/instructions in the MEL itself; in which case the Operations Manual will only be required to cross reference this document.

3.12 Repair Interval Categories The maximum time an aircraft may be operated between the deferral of an inoperative item and its repair will be specified in the MEL and where the MMEL has been categorized. Passenger convenience items such as reading lights and entertainment units must include a category. Most of these items will be a “D” category provided any (M) procedure (in the case of electrically supplied items) is applied.

Category A Items in this category shall be repaired within the time interval specified in the “Remarks and Exceptions” column of the operator's approved MEL Whenever the proviso in the “Remarks or Exceptions” column of the MMEL states cycles or flight time, the time interval begins with the next flight. Whenever the time interval is listed as flight days, the time interval begins on the flight day following the day of discovery. Category B Items in this category shall be repaired within 3 consecutive calendar days, excluding the day of discovery. Category C Items in this category shall be repaired within 10 consecutive calendar days, excluding the day of discovery Category D Items in this category shall be repaired within 120 consecutive calendar days, excluding the day of discovery.

3.13 MEL Item Repair Interval Extension Program

3.13.1 Purpose Under certain conditions, such as a shortage of parts from manufacturers, or other unforeseen, situations, air operators may be unable to comply with specified repair intervals. This may result in the grounding of aircraft. To preclude that from happening, a MEL Item Repair Interval Extension Program has been instituted that will allow operators, under controlled conditions, to obtain extensions to MEL repair interval categories. The following paragraphs give instructions to Principal Airworthiness Inspectors (AWIs) and to Principal Operations Inspectors (FOIs) in consultation with Chief of Flight Operation or chief of Airworthiness to administer an operator's MEL Item Repair Interval Extension programs provided


operators have an acceptable system of control in place.

The extension will not normally be granted for category A and D, the Category B or C extension may be allowed provided the operator have no control beyond the unavailability or part delivery delays.

3.13.2 Approval a) Principal Airworthiness Inspector (AWI) or Principal Operations Inspector (FOI) responsible for the

Operator shall be notified within 7 (seven) working day, any time it becomes necessary to continue or extend the item repair interval period beyond the expiry date. When requested for of any extension, the UAE GCAA Inspector receiving such notification shall ensure that his/her counterpart fully informed as soon as possible (See Section 3.13.5).

b) For all extensions, the operator shall complete (See

APPENDIX 2. MEL RIE EXTENSION FORM ), or provide the information to UAE GCAA in an equivalent and acceptable format. A copy of the completed schedule must accompany the journey log entry as follows: “this aircraft is operating on a MEL item repair interval extension as specified in the attached Schedule”; a copy of the completed form (or the equivalent document) shall be retained on file by the operator for a period of thirty-six months, for auditing purposes. A review may result in changes to the period of the extension, or may be used to determine abuse of the process; prior to the approval or amendment of the operator's MEL to include this policy, UAE GCAA personnel must ensure that the provisions of this section have been fully addressed.

c) The extension of Category A items shall be pre-authorized on a case by case basis by the Principal

Airworthiness Inspector (AWI) and the Principal Operations Inspector (FOI) for the affected operator in consultation with Chief of FO & Chief of AW or either one of them plus Director of Aviation safety.

Note: Certain items qualify for time-limited dispatch as specified in the Type Certificate Data Sheets. The notation “And no extensions are authorized” will appear in the MEL for such items.

3.13.3 Repair Extension Applicant Risk Analysis

Prior to apply for an extension, the applicant have to perform brief safety analysis which will give justification that the risk will be within acceptable level of safety (eg within Low and Medium likelyhood and consequences) will be likely accepted.


The following risk matrix is used in justifying the Extension

CONSEQUENCE

LIKELIHOOD Insignificant

(1) Minor

(2) Moderate

(3) Major

(4) Extreme

(5) Rare (1) Low Low Low Low Low Unlikely (2) Low Low Low Medium Medium Possible (3) Low Low Medium Medium Medium Likely (4) Low Medium Medium High High Almost certain (5) Low Medium Medium High Extreme

No extension should be allowed to yellow or higher risk

3.13.4 Program Procedures MME / MOE To ensure that operators obtain extensions on MEL repair intervals only when necessary, the following elements must be adequately addressed in the MME/MOE. Some of the elements listed below are already required as part of an operator's maintenance program. They are restated here to emphasize their importance with respect to the MEL Interval Extension Program. This list is not all inclusive and Airworthiness personnel should take any other appropriate factors into account as necessary:

a) Authority The operator must assign authority to the appropriate level of the maintenance department for

seeking approval of interval extensions. Procedures must be established and implemented to ensure that extensions are not sought without approval from the assigned operations and maintenance management level. The authorized operations and maintenance manager will indicate his/her approval for seeking the extension in writing.

b) Communications Operator's maintenance and operations divisions must establish clear lines of communication to

show that a MEL item repair extension will not be sought unless both parties agree that the extension is clearly warranted. c) Parts/Equipment Control The operator must establish and implement procedures that will ensure where parts and/or

equipment are needed to rectify a MEL defect, and that these established procedures are acted upon in the most timely manner possible.

d) Maintenance Control The operator must establish and implement procedures to ensure that where required, all

maintenance actions required to rectify a defect are initiated in the most timely manner possible.

e) Records In addition to the existing maintenance record keeping requirements, operators must indicate

what records will be used for this program. Of primary interest will be records that convey maintenance approval for seeking a MEL item interval extension and any other records that indicate maintenance, parts, or equipment control actions. A control sheet or other similar means should be used to track all events related to the extended MEL item up to and including rectification. The operator must be able to provide all records necessary to clearly justify a MEL interval extension, when requested.

f) Audits The operator must include the MEL Item Interval Extension Program in their system of internal

audits at an initial frequency of 12 months or less.


3.13.5 FOI/AWI Communications UAE GCAA Operations and Airworthiness Inspectors responsible for each operator requesting this extension must establish clear lines of communication throughout the approval and ongoing surveillance of this program. Communication should ensure that where an operator requests an extension, both the AWI and the FOI are made aware of this report on an urgent basis. The operator has a requirement to report the request of a MEL item repair interval extension to the AWI or FOI atleast two days in advance. It is the responsibility of the UAE GCAA Inspector who receives notification from an operator to ensure that her/his counterpart is made aware of the request as soon as possible.

3.13.6 Program Administration Events beyond the Operator's Control The core of this program is to ensure that operators do not substitute MEL item repair interval extensions as a means to reduce or eliminate the need to repair MEL defects in accordance with the established category limit. Operators are not to use the extension program as a normal means of conducting MEL item repairs. Extensions will only be considered valid and justifiable when events beyond the operator’s control have precluded rectification. It is recognized that while MEL item repair interval categories have been established, it may not be possible in every case to repair aircraft in the time allotted for each MEL item. Several factors may influence the operator's ability to comply with the specified interval. These factors include:

a) Parts shortages from manufacturers that affect all operators equally. Parts shortages can result from material, labour, or shipping problems but must be clearly outside the operator's control.

b) Inability to obtain equipment necessary for proper troubleshooting and repair. Operators must, to the maximum extent possible, have the necessary equipment available to perform troubleshooting and repair of MEL items. Equipment shortages or unserviceabilities may be encountered that cannot be directly controlled by the operator for the specified MEL item.

An unwillingness on the part of the operator to obtain parts or equipment to rectify the defect in the most timely manner possible will be grounds for review of extension. Abuse, as determined by the operator’s AWI and FOI will result in withdrawal of extension privileges.

3.13.7 Program Compliance Attempts have been made to define abuse of this program in quantitative terms. Abuse can be determined based on the correct application of approved procedures. Airworthiness and Operational personnel must ensure that operators establish and implement a sound program and that ongoing surveillance ensures compliance with approved procedures. The number of times this privilege is given is expected to be low. The actual number of MEL interval extensions will vary from one operator to another due to individual circumstances. Emphasis should not be placed on how many MEL item repair interval extensions are given, but rather on the correct application of approved procedures for the issue of the extension.

3.14 Deferral of Items Procedures for the deferral of MEL items will be included as part of the operator's Maintenance Management Exposition / MME . The operator must ensure that the Operations Manual and the MEL reference the aforementioned procedures in the MME/MOE, or duplicates the same (See


APPENDIX 7. REVISION REQUIRED TO MELfor sample procedures).

3.14.1 Requirements These procedures comprise a method for:

a. deferral and/or rectification of inoperative equipment; b. placarding requirements as per the MEL; c. dispatching of aircraft with deferred MEL item(s); d. a remote deferral system; e. controlling categorized times; and f. the training of company personnel who are responsible for MEL compliance

procedures.

3.14.2 Review of Deferred Items The operator must establish procedures whereby the Maintenance and Flight Departments periodically review the deferred items, in order to ensure that any accumulation of deferred items neither conflict with each other nor present an unacceptable increase in flight or cabin crew workload. Notwithstanding the categorization of item repair intervals, it should be the aim of each MEL document holder to ensure that inoperative items are repaired as quickly as possible. It is UAE GCAA policy that optional inoperative equipment should be repaired or removed from an aircraft. FOIs and AWIs are expected to encourage this practice with their operators.

3.15 Placarding All inoperative items must be placarded to inform crew members of equipment condition. While the MEL for some items may require specific wording, the majority of items leave the placard wording and location to be determined by the operator. The operator shall provide the capability and instructions to the flight crew to ensure that the placard is in place prior to the aircraft being dispatched. Note:The exclusion of an asterisk in a MMEL does not preclude the requirement for placarding.

3.15.1 Requirements to Placard/Placard Control Placarding will be carried out in accordance with the placarding procedures established and set out in the operator's approved MME/MOE. The method of placarding control must ensure that all inoperative items are placarded and placards are removed and accounted for when the defect is cleared.

3.15.2 Procedures The equipment/system shall be placarded so as to inform the crew members of the inoperative condition(s) of the item. To the extent practicable, placards must be located as indicated in the MEL, or adjacent to the control or indicator affected.

3.15.3 Placard Criteria Placards should be self adhesive. The placard may be in two parts. Part One should list a description of the defect and the defect control number and should be attached to the log book for crew reference.


Part Two should list the system affected and the defect control number and be fixed in the appropriate location. A MEL control sheet attached to the log book could serve the same purpose as Part One above.

3.15.4 Multiple Placards If more than one placard is required for a MEL item, provision must be made to ensure that all placards are removed when the defect is cleared.

3.15.5 Temporary Placards If a defect occurs at a base where maintenance personnel are not available, the flight or cabin crew may install a temporary placard as required by the MEL. The aircraft may continue on a planned itinerary to a base where maintenance will rectify or re-defer in accordance with the approved deferral system.

3.16 Dispatch "Dispatch" for the purpose of the MEL/MMEL refers to the moment the airplane starts its takeoff roll. In the case of a helicopter, it refers to the moment the helicopter commences air or ground taxi. The MEL is approved on the basis that equipment will be operative for takeoff unless the appropriate MEL procedures have been carried out. The operator's MEL shall include procedures to deal with any failures which occur between the start of taxi or push back and takeoff brake release. Any failure which occurs after takeoff commences shall be dealt with as an in-flight failure, by reference to the appropriate section of the aircraft flight manual, if necessary. After takeoff commences, no MEL action is required, until the completion of the next landing.

3.16.1 Operational and Maintenance Items a) Any item of equipment in the MEL, which when inoperative would require an operating or

maintenance procedure to ensure the required level of safety, shall be so identified in the "remarks" or "exceptions" column of the MEL. This will normally be "O" for an operating procedure, or "M" for a maintenance procedure. (O)(M) means both operating and maintenance procedures are required.

b) (O) Items

Aircraft with inoperative equipment requiring an operating procedure may be returned to service following completion of the required MEL procedure for deferral. Operating procedures are normally carried out by qualified flight or cabin crew, but may be accomplished by other qualified, approved personnel.

c) (M) Items Aircraft with inoperative equipment requiring a maintenance procedure may be returned to

service following completion of the required MEL procedure for deferral. Maintenance procedures are normally accomplished by maintenance personnel, but some

elementary maintenance tasks which do not require maintenance procedures may be carried out by crew members or other qualified, approved personnel (See Section 3.15.2).

Air crews may not perform maintenance procedures if the defect involves an item designated in the MEL with a (M#) -Maintenance Personnel Required. In this circumstance, the aircraft may not proceed until authorized maintenance personnel carry out the specified procedure (Not all MMELs use the annotation M#), this allow the pilot to depart with inoperative item where no maintenance procedures required.


3.16.2 Elementary Work Some elementary work called for in the MEL may be accomplished by crew members, or others, who have been trained and approved to do so according to the Regulations and standards in Maintenance Standard.

3.17 Training

3.17.1 Training Program — Ground Personnel Operators shall develop a MEL training program for ground personnel, to be included in the MME/MOE and operations manual, as appropriate, which must be approved prior to an operator receiving approval to operate with a MEL. The training should include those sections of the MME/MOE /operations manual procedures dealing with the use of the MEL, placarding of inoperative equipment, deferral procedures, dispatching, and any other MEL related procedures (See

APPENDIX 10. SAMPLE OF INITIAL / RECURRENT MEL TRAINING SYLLABUS). Ground personnel includes dispatchers and maintenance engineers.

3.17.2 Training Program — Crew Members Operators shall provide crew members with MEL training and shall detail such training in their Company Operations Manual. The training will include the purpose and use of a MEL, instruction on company MEL procedures, elementary maintenance procedures, and pilot-in-command responsibility (See


APPENDIX 10. SAMPLE OF INITIAL / RECURRENT MEL TRAINING SYLLABUS)). Crew members include pilots, flight

engineers, and flight attendants.

3.17.3 Training Program — Recurrent Recurrent training shall be conducted, annually, to refresh procedural knowledge and ensure company personnel are aware of any changes in MEL procedures.

3.18 MELs for Leased Aircraft This case will be mandatory when lease agreement exist and transfer of safety oversight exist as per CAROPS 1.165 (e).

3.18.1 MELs for Leased Foreign Registered Aircraft a) UAE GCAA leasing Regulations require that leased aircraft must be of a type certificated for

registration in UAE. A leased aircraft must have a MMEL approved by the state of design and accepted by UAE GCAA in accordance with the criteria set out in Sections 2.3 to 2.10 of this document.

b) The MEL for a particular leased foreign registered aircraft must not be less restrictive than the UAE GCAA approved MEL for the same type of aircraft operated by a UAE operator and must be accepted by UAE GCAA in accordance with the criteria set out in Sections 2.3 to 2.11 of this document. The MEL must be available in English, appropriate to the personnel using the MEL.

c) The foreign country of registration of the leased aircraft may require that their aircraft be operated in accordance with their approved MEL, in which case any less restrictive changes to this MEL must be approved by the foreign authority. UAE GCAA may require more restrictive changes to the MEL because of UAE Regulations and operating conditions. It is the responsibility of the UAE lessee to determine the requirements of the foreign authority and UAE GCAA for the use of a MEL on the leased aircraft.

3.18.2 MELs for Foreign Leased UAE Registered Aircraft a) UAE GCAA reviews each lease and approves or accepts the use of a MEL on such aircraft

based on whether a bilateral airworthiness agreement or a technical arrangement exists between UAE GCAA and the foreign regulatory authority and it has been determined that the MMEL/MEL procedures are acceptable.

b) If there is no agreement between UAE GCAA and the foreign authority a review of the foreign operator's MEL is conducted to determine that it is consistent with the source MMEL.

3.19 UAE GCAA MEL Administrative Procedures

3.19.1 MEL Priority MEL approvals and amendments are to be considered a top priority for UAE GCAA personnel charged with their review. UAE GCAA personnel will attempt to minimize approval/turnaround times for MEL submissions, depending on existing tasking and availability.

3.19.2 Administrative Procedures a) If all requirements have been met following the MEL review process, then the FOI and AWI

will initial the MEL Approval Form and stamp and initial the List of Effective Pages. The letter of approval authorizing the operator's MEL is then signed by the Chief, / Director of Airworthiness.

b) One copy of the MEL will be returned to the operator along with the UAE GCAA approval


letter. The standard format for a MEL approval letter can be found in APPENDIX 6. MEL APPROVAL PAGE. The other copy of the MEL shall be retained in the CAA. If changes to the MEL are required before approval,

a copy is returned to the operator along with the requested changes. c) A copy of the approval letter will form part of the MEL, in accordance with the operator's

approved system.

3.19.3 MEL Library a) In order to manage MEL issues effectively, and in a timely fashion, DAS / CAW/ CFO shall

establish and maintain up-to-date files of all the operators' MELs including the initial approval documentation together with the MEL database. These documents must be retained with each subsequent revision of the MEL.

b) The MEL libraries (e document control) must also contain adequate reference documents such as Dispatch Deviation Guides, and so on, for the types of aircraft operated. UAE GCAA Personnel responsible for the administration of the MELs are expected to submit requests for appropriate manuals and documentation to allow for efficient handling of operator's MEL issues.


APPENDIX 1 DEFINITIONS

SystemsDefinitions: Systems numbers are based on the Air Transport Association (ATA) Specification Number 100 and items are numbered sequentially. a)"Item" (Column 1) means the equipment, system, component, or function listed in the "Item" column. b)"Number Installed" (Column 2) is the number (quantity) of items normally installed in the aircraft. This number represents the aircraft configuration considered in developing this MMEL. Should the number be a variable (e.g., passenger cabin items) a number is not required. "***" symbol in Column 1 indicates an item which is not required by Regulation but which may have been installed on some models of aircraft covered by this MMEL. This item may be included on the operator's MEL after the approving office has determined that the item has been installed on one or more of the operator's aircraft. The symbol, however, shall not be carried forward into the operator's MEL. It should be noted that neither this policy nor the use of this symbol provide authority to install or remove an item from an aircraft. The "***" symbol may be considered equivalent to the term “if installed”. c)"Number required for dispatch" (Column 3) is the minimum number (quantity) of items required for operation provided the conditions specified in Column 4 are met. Note: Where the MMEL shows a variable number required for dispatch, the MEL must reflect the actual number required for dispatch or an alternate means of configuration control approved by UAE GCAA. d)"Remarks or Exceptions" (Column 4) in this column includes a statement either prohibiting or permitting operation with a specific number of items inoperative, provisos (conditions and limitations) for such operation, and appropriate notes. e)A "vertical bar" (change bar) in the margin indicates a change, addition or deletion in the adjacent text for the current revision of that page only. The change bar is dropped at the next revision of that page. f)“Approved” means approved by the Director General. g)“Master Minimum Equipment List” means a document approved by the Director General that establishes the aircraft equipment allowed to be inoperative under conditions specified therein for a specific type of aircraft. h)“Minimum Equipment List” means a document approved by the Director General that authorizes an operator to dispatch an aircraft with aircraft equipment inoperative under the conditions specified therein. i)“Director General” means the Director General of Civil Aviation Authority. "Administrative Control Items" means an item listed by the operator in the MEL for tracking and informational purposes. It may be added to an operator's MEL provided no relief is granted, or provided conditions and limitations are contained in an approved document such as the Structural Repair Manual. If relief other than that granted by an approved document is sought for an administrative control item, a request must be submitted to UAE GCAA. If the request results in review and approval, the item becomes an MMEL item rather than an administrative control item.


"Airplane/Rotorcraft Flight Manual" (AFM/RFM) is the document required for type certification and approved by UAE GCAA. The approved AFM/RFM for the specific aircraft is listed on the applicable Type Certification Data Sheet. "Alphabetical symbol" in Column 4 indicates a proviso (condition or limitation) that must be complied with for operation with the listed item inoperative. "As Required by Regulation", "As required by CAR", and other similar statements mean that the listed item is subject to certain provisions (restrictive or permissive) expressed in such Regulations as the UAE Civil Aviation Regulations, Federal Aviation Regulations or the Airworthiness Manual etc. Unless the MMEL provides otherwise, the items specified by these requirements must be operative. "Deleted" in the remarks column after a sequence item indicates that the item was previously listed but is now required to be operative if installed in the aircraft. "Deactivated and Secured" means that the specified component must be put into an acceptable condition for safe flight. An acceptable method of deactivating and securing will be established by the operator for inclusion in his/her MEL. "Day of discovery" is the calendar day an equipment/instrument malfunction was discovered. This day is excluded from the calendar days or flight days specified in the MMEL for the repair of an inoperative item of equipment, and is applicable to all MMEL items in categories A,B,C, and D. "Engine Indicating Crew Alerting System (EICAS), Electronic Centralized Aircraft Monitoring System (ECAM) or similar systems" that provide electronic messages refer to a system capable of providing different priority levels of systems information messages (e.g., Warning, Caution, Advisory, Status and Maintenance). An airplane discrepancy message may or may not affect dispatchability. Refer to the specific MMEL for the aircraft type. "Excess Items" means those items installed that are excess to the requirements "ETOPS" refers to extended range operations of a two-engine airplane which has a type design approval for ER operations and complies with the provisions of ETOPS Regulations "Federal Aviation Regulations (FARs)" means the applicable portions of the Federal Aviation Act and Federal Aviation Regulations. "Flight Day" means a 24 hour period (e.g. from midnight to midnight) -either Universal Coordinated Time (UCT) or local time, as established by the operator, during which at least one flight is initiated for the affected aircraft. "Icing Conditions" means an atmospheric environment that may cause ice to form on the aircraft or in the engine(s). "Inoperative" means a system and/or component malfunction to the extent that it does not accomplish its intended purpose and/or is not consistently functioning normally within its approved operating limit(s) or tolerance(s).


"Inoperative components of an inoperative system" Inoperative items which are components of a system which is inoperative are usually considered components directly associated with and having no other function than to support that system. (Warning/caution systems associated with the inoperative system must be operative unless relief is specifically authorized per the MMEL). "M" symbol indicates a requirement for a specific maintenance procedure which must be accomplished prior to operation with the listed item inoperative. Normally these procedures are accomplished by maintenance personnel; however, other personnel may be qualified and authorized to perform certain functions. Procedures requiring specialized knowledge or skill, or requiring the use of tools or test equipment must be accomplished by maintenance personnel (see (M#) below). The satisfactory accomplishment of all maintenance procedures, regardless of who performs them, is the responsibility of the operator. Appropriate procedures are required to be published as part of the operator's manual or MEL. "M#" symbol indicates a requirement for maintenance personnel to accomplish a "(M)" procedure. “Maintenance Instruction” Indicates maintenance instructions that must be accomplished prior to operation with the listed item inoperative, as per "(M)" procedure above. "Notes" Column 4 provides additional information for crewmember or maintenance consideration. Notes are used to identify applicable material which is intended to assist with compliance, but do not relieve the operator of the responsibility for compliance with all applicable requirements. Notes are not a part of the provisos. "O" symbol indicates a requirement for a specific operations procedure which must be accomplished in planning for and/or operating with the listed item inoperative. Normally these procedures are accomplished by a crew member; however, other personnel may be qualified and authorized to perform certain functions. The satisfactory accomplishment of all procedures, regardless of who performs them, is the responsibility of the operator. Appropriate procedures are required to be published as a part of the operator's manual or MEL. Recording of the accomplishment of required specific operations procedures in the log book will be accomplished by adding the following statement to the "Instructions for Journey Log Book Use" found in the Operator's Journey Log Book to cover those items requiring Operations Procedures. Note: The (M) and (O) symbols are required in the operator's MEL unless otherwise authorized by UAE GCAA. “Operating Instruction” Indicates operating instructions that must be accomplished prior to operation with the listed item inoperative, as per "(O)" procedure above. "Passenger Convenience Items" means those items related to passenger convenience, comfort or entertainment such as, but not limited to, galley equipment, movie equipment, ash trays, stereo equipment, overhead reading lamps, etc. "Visual Flight Rules" (VFR) is as defined in the CARs. This precludes a pilot from filing an Instrument Flight Rules (IFR) flight plan. "Placarding" Each inoperative item must be placarded to inform and remind the crewmembers and maintenance personnel of the equipment condition. Note: To the extent practical, placards should be


located adjacent to the control or indicator for the item affected; however, unless otherwise specified, placard wording and location will be determined by the operator. "_" symbol in Column 2 and/or Column 3 indicates a variable number (quantity) of the item installed. Note: Where the MMEL shows a variable number installed, the MEL must reflect the actual number installed or an alternate means of configuration control approved by UAE GCAA. "Visual Meteorological Conditions" (VMC) means the atmospheric environment is such that would allow a flight to proceed under the Visual Fight Rules applicable to the flight. This does not preclude operating under Instrument Flight Rules. "Visible Moisture" means an atmospheric environment containing water in any form that can be seen in natural or artificial light; for example, clouds, fog, rain, sleet, hail, or snow. "Repair Intervals" All users of an MEL must effect repairs of inoperative systems or components, deferred in accordance with the MEL, at or prior to the repair times established by the following letter designators: "Category A" Items in this category shall be repaired within the time interval specified in the “Remarks or Exceptions” column of the operator's approved MEL. Whenever the provision “Remarks or Exceptions” column of the MMEL states cycles or flight time, the time interval begins with the next flight. Whenever the time interval is listed as flight days, the time interval begins on the flight day following the day of discovery. "Category B" Items in this category shall be repaired within three (3) consecutive calendar days, excluding the day of discovery. For example, if it were discovered at 10 a.m. on January 26th, the three day interval would begin at midnight the 26th and end at midnight the 29th. "Category C" Items in this category shall be repaired within ten (10) consecutive calendar days, excluding the day of discovery For example, if it were discovered at 10 a.m. on January 26th the ten day interval would begin at midnight the 26th and end at midnight February 5th. "Category D" Items in this category shall be repaired within one hundred and twenty (120) consecutive calendar days, excluding the day of discovery.


APPENDIX 2. MEL RIE EXTENSION FORM

This form is a sample of RIE extension form, refer to www.gcaa.ae download area for the latest form PART 1 - MEL Defect

1. Operator

2. Date of Defect

- -

3. Aircraft Registration

A6 - 4. Aircraft Type

5. RIE No:

6. Detail of Defect (ATA & Part Name)

7. Reason for not rectifying

8. Rectification Interval Category

9. Expiry date of Rectification Interval

10. MEL Reference No:

PART 2 - RIE Application

11. Applicant’s Name

12. Position

13. Why an RIE is Required?

PART 3 - Authorization

14. Duration of RIE Authorized

15. Latest date that defect is due for rectification

16. Comments of AWI 17. Authorizing Inspector’s Name

18. Position

19. Date

- -

A fully completed copy of the extension form must accompany the journey log book entry as follows: “This aircraft is operating on a MEL item repair interval extension as specified in the attached Schedule.” This documentation must be completed prior to flight and retained in company files for 36 months from the date of the extension. Provide with evidence of Date or part ordered, or date of part delivered, prove of shipment tracking



APPENDIX 3. SAMPLE OF MMEL FORMAT Aircraft Revision No. 5 Page 29-1

AB250 AIRCRAFT Date: January 06 / 97

System / Sequence No. Item. 1. 2. Number installed 29 – HYDRAULICS 3. Number required for dispatch

4. Maintenance Procedure required 5 Operational Procedure required 11-1 Electric Motor Driven

Hydraulic Pumps (System 1 and 2)

6. Remarks or Exceptions C 2 1 M a) One may be inoperative provided:

Affected pump is selected off 11-2

Hydraulic Accumulator Pressure Gauges Systems 1, 2, and 3)

C 3 0

M

All may be inoperative provided accumulator pre-charge is checked using a suitable gauge before the first flight of the day.

O

Preflight procedures have to be performed by both pilot confirming that the pressure accumulator can sustained for at least 30 minutes

Alternative Format System and Sequence No. Item. 1. 2. Number installed 29 – HYDRAULICS 3. Number required for dispatch

4. Remarks or Exceptions

11-1 Electric Motor Driven Hydraulic Pumps (System 1 and 2)

C 2 1 (M) a) One may be inoperative provided: Affected pump is selected off

11-2

Hydraulic Accumulator Pressure Gauges Systems 1, 2, and 3)

C 3 0 (M) All may be inoperative provided accumulator pre-charge is checked using a suitable gauge before the first flight of the day.

11-3 Hydraulic Accumulators (Systems 1,2, and 3)

B 3 1 System 1 and /or System 2 accumulator(s) may be inoperative.

11-4 Engine Driven Hydraulic Pumps

C 2 1 (M) One may be inoperative provided all other hydraulic pumps are operative.


APPENDIX 4. SAMPLE OF MEL FORMAT

(see also next table) as another alternative format

AIRCRAFT : Boeing

MODEL : B717-200 MINIMUM EQUIPMENT LIST COMPANY NAME or LOGO

1. SYSTEM & SEQUENCE NUMBER ITEM

REPAIR INTERVAL 2. NUMBER INSTALLED

21 AIR CONDITIONING

3. NUMBER REQUIRED FOR DISPATCH

MAINTENANCE

OPERATIONS 4. REMARKS / EXCEPTIONS

21.8 Air Conditioning Pressure Regulator Valves

C 2 1 M O

PLACARD : As APPROPRIATE MAINTENANCE (M) 1. Dispatch with one Air Conditioning Pilot Pressure Regulators Valve inoperative:

A. Select affected AIR CONDITIONING SUPPLY switch to OFF.

B. Placard switch appropriately so as to prevent its use. OPERATIONS (O) 1. Dispatch with one or both Air Conditioning Pilot Pressure Regulator Valves inoperative

21.9 Air Conditioning Pressure Regulator warning

Not Installed

Sample 2 MEL Format Alternate format (Company's Name or Logo)

MINIMUM EQUIPMENT LIST PAGE

Boeing B797 Series :100/300

Amendment: 4 DATE: 01 Apr 95

21-3-1

1.ATA System and Sequence Number

2. NUMBER INSTALLED 3. NUMBER REQUIRED

21. Air Conditioning 4. REMARKS OR EXCEPTIONS

21-3 Equipment Cooling Fan (wardrobe)

D 1 0 (M) May be inoperative provided the equipment cooling fan is deactivated.

Alternate format may be acceptable with separate Maintenance and operations procedures in a single document. Both Format shall include Maintenance and operating procedures or may refer to another operating procedures within the manual, except when the procedures is exceptionally lengthy and time consuming that require maintenance document in separate control.


APPENDIX 5. TYPICAL FORMAT OF MINIMUM EQUIPMENT LIST (Aircraft Type)

Preamble All equipment installed on an aircraft in compliance with the Airworthiness Standards and the Operating Rules must be operative. However, CARMEL permits the publication of a Minimum Equipment List (MEL) where compliance with certain equipment requirements is not necessary under all operating conditions. Experience has shown that with the various levels of redundancy designed into aircraft, operation of every system or installed component may not be necessary when the remaining operative equipment can provide the required level of safety. A Minimum Equipment List (MEL) is developed by the operator to improve aircraft utilization and thereby provide more convenient and economic air transportation for the public. The approved MEL includes those items of equipment related to airworthiness and operating Regulations and other items of equipment UAE GCAA finds may be inoperative and yet maintain the required level of safety by applying appropriate conditions and limitations; it does not contain obviously required items such as wings, flaps, and rudders. The MMEL is the basis for development of individual operator MELs which take into consideration the operator's particular aircraft equipment configuration and operational conditions. Operator MELs, for administrative control, may include items not contained in the MMEL; however, relief for administrative control items must be approved. An operator's MEL may differ in format from the MMEL, but cannot be less restrictive than the MEL. The individual operator's MEL, when approved, permits operation of the aircraft with inoperative equipment. Equipment not required by the operation being conducted and equipment in excess of the requirements are included in the MEL with appropriate conditions and limitations. The MEL must not deviate from the Aircraft Flight Manual Limitations, Emergency Procedures or with Airworthiness Directives. It is important to remember that all equipment related to the airworthiness and operating Regulations of the aircraft not listed on the MEL must be operative. Suitable conditions and limitations in the form of placards, maintenance procedures, crew operating procedures and other restrictions as necessary are specified in the MEL to ensure that the required level of safety is maintained. The MEL is intended to permit operation with inoperative items of equipment for a period of time until repairs can be accomplished. It is important that repairs be accomplished at the earliest opportunity. In order to maintain the required level of safety and reliability the MEL establishes limitations on the duration of and conditions for operation with inoperative equipment. When an item of equipment is discovered to be inoperative, it is reported by making an entry in the Aircraft Maintenance Record/ Journey Logbook. The item is then either repaired or deferred as per the MEL. Alternatively, the aircraft must be in compliance with CAR which specify the requirements for operating an aircraft subject to the conditions of a flight permit and the subordinate position of a MEL with regard to an Airworthiness Directive (AD) for the same Item.. MEL conditions and limitations do not relieve the operator from determining that the aircraft is in a safe condition for operation with items of equipment inoperative. Operators are responsible for exercising the necessary operational control to ensure that the required level of safety is maintained. When operating with multiple inoperative items, the interrelationships between those items and the effect on aircraft operation and crew workload must be considered. Operators are to establish a controlled and sound repair program including the parts, personnel, facilities, procedures, and schedules to ensure timely repair. When using the MEL, compliance with the stated intent of the preamble, definitions, and the conditions and limitations specified in the MEL is required.


APPENDIX 6. MEL APPROVAL PAGE

Typical sample of MEL approval page The latest MEL Approval page (GAF-MCP-001) is available in www.gcaa.ae download section. Once completed, the applicant shall apply Operations Manual Approval GCAA Flight Operations section to revise Operations Manual Approval, then GCAA FO will issue Approval page Approval page or that will reflect latest MEL status in Par B 9. ADDRESS TO:

THE FOLLOWING MANUAL IS HEREBY APPROVED BY THE GCAA

GCAA Reference Number: ORGANISATION: MANUAL TITLE: MANUAL SUB TITLE: AMENDMENT No: EFFECTIVE DATE: APPROVED BY:

On behalf of the GCAA

DATE:

Stamp Note:

1. A copy of this Approval Page should be inserted within the manual. 2. A controlled copy of this manual has to be forwarded to the GCAA in a digital format (CD)

within 30 days from the issue of this approval.

End of form Reminder : Check MEL: table of contents, Include notes and definitions, format as suggested in Manual, rewrite to ensure procedures are included and clearly understandable, all items must be at least as restrictive, Establish procedures for both Manuals, Establish training program, Master Minimum Equipment List Amendment process. Submit using Organisation or Aircraft Manual approval form (see www.gcaa.ae download area with Hard copy and CD/ electronic format for initial issue, subsequent revision should be applied simliary and provide the item affected to expedite process




APPENDIX 7. REVISION REQUIRED TO MEL

Should GCAA received MMEL notification from foreign authority and acknowledged the applicability, GCAA will notify operator to revise their MEL, however this does not alleviate operator responsibility should the revision reminder is not issued, It is operator responsibility to assure that the MEL is maintained up to date in accordance with the approved MMEL .

Dear Operator;

This letter is to advise you that the (Insert Manufacturer / Foreign Country NAA) MMEL for the aircraft, from which your MEL is based, has been revised.

In order to maintain your MEL approval, please submit an amendment to your MEL incorporating Revision No. (Insert number) no later than 60 days from the date of this letter.

If you are unable to obtain a copy of the MMEL revision, you may contact this office at

_____________________________________________________________________ .

Airworthiness / Flight Operations Inspector

For Director General UAE GCAA


APPENDIX 8. FLOWCHART MEL APPROVAL

Applicant apply using GAF-AMA-001 ensure that MEL is in acceptable format as in CAAP MMEL-MEL

Notify applicant that MEL shall not be less restrictive than MMEL NOR as describes in policy guidance.

MMEL available from state of design ?

Re submit the application or corrective action

Applicant should request to Manfacture to supply MMEL to state of Design to GCAA Type Validation office for acceptance rview CAAP 48MMEL MEL

START HERE

Operator comply withGCAA CAAP MEL

YES

NO

YES

NO

NO



Does MEL More restrictive than MMEL, & Maintenance

procedures Acceptable ?

YES

(AWI STOP HERE) & check with FOI for additional comment

GCAA AW satisfactory ?

END HERE

YES

Notify applicant that MEL shall be revised as describes in policy guidance.

NORe submit the application or corrective action

P/AWI notify / sign off acceptance or email or tick in

database and notify FOI

P/FOI notify operator to finalised document and submit

OM approval page to reflect latest MEL based on MMEL

Latest revision number.


APPENDIX 9. OPERATIONS MANUAL AMMENDMENT GUIDE

MEL Defect Deferral Recommended Procedures Disclaimer This sample is provided to operators as a means of defect control. It is not intended to be used as a guide or checklist for those air operators who have existing procedures that currently meet the intent of regulatory requirements. The procedures developed below are specifically for a Company Operations Manual. These procedures should be identical to those found in the MME/MOE and may also be copied into the MEL. MEL DEFECT DEFERRAL PROCEDURES NOTE:Use of this MEL may not guarantee compliance with Regulations outside of UAE nor other procedures such as; Company Operation Specifications, ETOPs, RVSM, CAT II/III, etc. 1.1 Defects and Their Control -General

a) All defects will be entered in the aircraft Journey Log Book. (If applicable interior cosmetic defects may be entered in a Cabin Defect Log Book.) b) Prior to flight all defects shall be actioned and certified or deferred in accordance with the procedures set forth in the Company Operations Manual (COM), MME/MOE and Minimum Equipment List (MEL). c) For each aircraft a defect will have a unique number assigned to it for tracking purposes.

1.2 Deferred Defect Restrictions

a) Any defect may be deferred provided it is included in the approved MEL and the aircraft must be operated in accordance with any conditions or limitations specified therein.

b) Where the conditions or limitations specified in a MEL are in conflict with the requirements of an airworthiness directive, the airworthiness directive prevails.

c) If any doubt exists as to the deferral of an item, consultation between operations and maintenance is required.

d) Once a defect has been established as being deferrable by the restrictions set forth in Section 1.2 above, the following procedures will be used.

1.3 Deferring Procedures and Control -Maintenance If a defect has been deferred by the flight crew (Section 1.4) re-defer in accordance with the following.

a) The defect will be entered in the Journey Log Book as "deferred in accordance with MELATA #..." and signed by a qualified AME.

b) A placard will be placed in the aircraft as described by the MEL. c) The Journey Log must be checked to ensure that when operating with multiple

inoperative items, d) the interrelationship between those items and the effect on aircraft operation and crew

workload will be considered. e) The deferral will be tracked by Quality Assurance to ensure a timely rectification with

regard to thecategorization. f) After defect rectification, remove the placard from the aircraft and

i. Follow the procedures in the MME/MOE for placarding control. OR ii. For multiple copy Journey Log, afix the placard to the maintenance copy of the defect

rectification. OR


iii. For single copy bound type Journey Log, afix the placard adjacent the maintenance rectification.

g) f) It is mandatory that all defects not cleared when the Journey Log Book expires be transferred to the new Journey Log Book with all details.

1.4 Use of MEL -Flight Crew

Once a defect has been established as being deferrable by the restrictions set forth in Section 1.2, the Pilot-in-Command (PIC) may defer the defect in accordance with the MEL providing the following procedures are adhered to:

a) The Pilot-in-Command will enter the defect in the Journey Log Book. b) The Pilot-in-Command will advise the Maintenance department as soon as practicable. c) Where required the flight crew will adhere to all column 4 restrictions and perform (O)

procedures as applicable. d) (M) Maintenance Procedures may be actioned and deferred by Flight Crews who have been

trained to do so under the authority of "Elementary Work". e) Flight Crews may not perform Maintenance procedures if the defect involves an item

designated in the MEL as (M#) -which denotes MAINTENANCE PERSONNEL REQUIRED. The aircraft may not proceed until maintenance carries out the procedures found in Section 1.3.

f) The Journey Log must be checked by the Pilot-in-Command for multiple inoperative items. The interrelationship between those items and the resultant effect on aircraft operation and crew workload will be considered by the PIC before making a go / no-go decision.

g) Appropriate placard(s) will be installed by the flight crew in accordance with the instructions in the MEL.

h) The Pilot-in-Command will enter in the Journey Log Book, adjacent to the defect, under what authority the defect has been deferred i.e. “deferred in accordance with MEL ATA Number...”, the time of day, his/her signature and pilot’s licence number.

i) If any doubt exists, this does not preclude the pilot from consulting maintenance to confirm that the ATA item and procedure has been deferred correctly prior to subsequent dispatch.

j) The aircraft may proceed on a planned itinerary to a base where maintenance will rectify or re-defer the defect in accordance with the procedures in the MME/MOE.

1.5 Journey Log Book Procedures "O" and "M" Procedures PRIOR TO EACH DEPARTURE: Where an "O" and/or "M" Procedure is required PRIOR TO EACH DEPARTURE, the Pilot-in-Command will ensure all required actions are completed in accordance with the MEL. PRIOR TO EACH FLIGHT DAY: Where an "O" and/or "M" Procedure is required PRIOR TO EACH FLIGHT DAY, the Pilot-in-Command will ensure all required actions are completed in accordance with the MEL.


APPENDIX 10. SAMPLE OF INITIAL / RECURRENT MEL TRAINING SYLLABUS Note: If elementary work is to be carried out by crew members, this practice needs to be addressed in

the MEL training syllabus in the Operations Manual and the MME/MOE, including the particular items approved.

1.1 MEL Origin and Philosophy

a) MMEL background and development. b) MEL background and development.

1.2 General MEL Content

a) Approval Letter b) List of effective pages c) Table of contents d) Preamble e) Definitions f) ATA Chapters, Page format, Page numbering, System and item titles, categorization, columns, remarks and exceptions, placarding, (O) and (M) procedures.

1.3 Specific Use of the MEL

a) A review of items from a variety of systems including those with no procedures, (O), (M), (M#), (O) and (M), as applicable.

b) Practical demonstration of MEL use versus hypothetical situations at and away from a maintenance base.

c) Supervised 'hands on' use of a MEL, until familiar with the location, contents and procedures, including those at or away from a maintenance base.

d) Specific procedures for pilot to dispatch under MEL without engineer release e) Repair Interval Extension

1.4 Examination

a) A written or practical test to ensure that the training has been adequate. 1.5 Company Forms

Adequate company records must be developed to document MEL training (initial and recurrent) to be added to the employee's training records. If the aircrew is to exercise elementary maintenance privileges, training forms must include an area describing what is being certified, and a place for sign off by an AME.


APPENDIX 11. ATA 100 SYSTEM SPECIFICATIONS Note: This list is not comprehensive and does not include subsystems. It is intended only to give a general overview of the ATA 100 groupings.

Group : Airframe Group : Power Plant Group : Structure

1. General 30 Ice & Rain 70 Std Practice Engine 16 Sound

2 Power Off 31 EIS Warning ECAM, EICAS 71 Powerplant 45 Active Schematics

3 Minimum 31A DFDAU ADAS 72T Engine Turbine 51 Structures

4 Flight 31R AIDS 72R Engine Reciprocating 52 Doors

5 Operational Spec. 31W CAWS, MAWEA,WES 73 Engine Fuel & Control 53 Motion Hardware

6 Dimensions 32 Landing Gear & Brakes 74 Engine Ignition 53A Motion Performance

7 Lifting & Shoring 33 Lighting 75 Engine Bleed Air 54 Nacelles/Pylons

8 Levelling & Shoring 34 Navigation 76 Engine Controls 55 Stabilizrs

9 Towing & taxiing 34A Flight Instruments 77 Engine Indicating 56 Windows

10 Parking & Mooring 34C TCAS 78 Engine Exhaust 57 Wings

11 Placards 34D Doppler, TANS 79 Engine Oil 60 Std Practices Propellers

12 Servicing 34E EFIS, EIS Ctrl/Sel 80 Engine Starting 62 Rotors

16 Sound 34F FMC, PMS 81 Turbines 63 Rotor drive

20 Std Practices Airframe 34G GPWS 82 Engine Wate Injection 64 Tail Rotor

21 Air Cond& Pressurization 34H Windshear 83 Accessory Gearboxes 65 Tail Rotor Drive

22 Autoflight 34I IRS, INS, AHRS 85 Visual 66 Floding Blades Pylons

23 Communications 34N GPS, Long Range Nav 91 Charts 67 Rotors, Flight Drive

23A ACARS 34T TMS 97 facilities 85 Visual

23V Digital Voice 34W Weather Radar 99 IOS 97 Hardware

24 Electrics 35 Oxygen 99 Instructor Facilities

25 Equipment & Furnishings 36 Pneumatics

26 Fire 37 Oxygen

27 Flight Controls 38 Warter / Waste

27E EFCS (Fly by Wire) 39 Electrical Panels & Parts

27F Flaps/Slats 45 BITE, CMC

28 Fuel 49 APU

29 Hydraulics

PART B

MMEL / MEL

ALLEVIATION DOCUMENT

CAAP 48 Part B B-1 Issue: Initial Issue Date: October 2010 Revision: 01 Revision Date: July 2011

Part B

MEL ALLEVIATION DOCUMENT This guide was established from TGL26 with some additions and editions by the UAE GCAA. The list in this section shall not be used as a reference when it is less restrictive than the MMEL or manufacturer data. The following section is divided in to three sub sections

- MEL Alleviation for JAR-OPS 1 Subparts K, L and S

- MEL Alleviation for JAR-OPS 3 Subparts K and L

- Additional MEL Policy For development of MEL, see also CAAP MEL section 3.


Table of Contents Part B MEL ALLEVIATION FOR JAR-OPS 1 SUBPART K , L & S .......................................................................................................... 6ATA Chapter: 10 Parking, Mooring, Storage and Return to Service .......................................................................................... 6

10-20 Equipment for making Sound Signals (CAR-OPS 1.840) ............................................................. 610-20 Sea Anchor (CAR-OPS 1.840) ............................................................. 6

ATA Chapter: 22 Autoflight ............................................................................................................................................................ 622-10 Autopilot (CAR-OPS 1.655) ............................................................. 6

ATA CHAPTER: 23 Communications ............................................................................................................................................ 623-10 Headset (CAR-OPS 1.650/652) ...................................................... 623-10 Audio Selector Panel (CAR-OPS 1.855) ............................................................. 623-11 HF Communications (CAR-OPS 1.865) ............................................................. 723-12 VHF Communications (CAR-OPS 1.860/865) ...................................................... 723-30 Public Address (PA) System (CAR-OPS 1.695) ............................................................. 823-40 Flight Crew Interphone System (CAR-OPS 1.685) ............................................................. 823-40 Cabin Interphone System (CAR-OPS 1.690) ............................................................. 823-71 Cockpit Voice Recorder System (CAR-OPS 1.700/705/710) ............................................... 9

ATA Chapter: 25 Equipment / Furnishings ................................................................................................................................... 925-11 Flight Crew Seats (CAR-OPS 1.730) ............................................................. 925-11 Supernumerary Seats (CAR-OPS 1.730) ........................................................... 1025-21 Passenger Seats (CAR-OPS 1.730) ........................................................... 1025-21 Required Cabin Crew Seat(s) (CAR-OPS 1.730) ........................................................... 1125-21 Non-Required Cabin Crew Seat(s) (CAR-OPS 1.730) ........................................................... 1125-60 Torches (CAR-OPS 1.640) ........................................................... 1125-60 PBE (CAR-OPS 1.780) ........................................................... 1125-60 Escape Slides (CAR-OPS 1.805) ........................................................... 1125-60 Megaphones (CAR-OPS 1.810) ........................................................... 1225-60 Life-rafts / Survival ELT (CAR-OPS 1.830) ........................................................... 1225-60 Survival Equipment (CAR-OPS 1.835) ........................................................... 1225-61 Crash Axes & Crowbars (CAR-OPS 1.795) ........................................................... 1225-62 First Aid Kit (CAR-OPS 1.745) ........................................................... 1225-62 Emergency Medical Kits (CAR-OPS 1.755) ........................................................... 1225-63 ELT (CAR-OPS 1.820) ........................................................... 1225-64 Lifejackets (CAR-OPS 1.825) ........................................................... 13

ATA Chapter: 26 Fire Protection .................................................................................................................................................. 1326-24 Hand Fire Extinguishers (CAR-OPS 1.790) ........................................................... 13

ATA Chapter: 30 Ice and Rain Protection ................................................................................................................................... 1330-00 Inertial Separators (CAR-OPS 1.675(a)) ....................................................... 1330-10 Surface De-icing / Anti-icing Systems (CAR-OPS 1.675(a)) ....................................................... 1330-21 Engine Inlet De-icing / Anti-icing Systems (CAR-OPS 1.675(a)) ....................................................... 1330-31 Pitot Heating Systems (CAR-OPS 1.650/652) .................................................... 1330-31 Pitot Heater Indication (CAR-OPS 1.650/652) .................................................... 1430-31 Static Port Heaters (CAR-OPS 1.675(a)) ....................................................... 1530-32 Stall Warning Vane Heaters (CAR-OPS 1.675(a)) ....................................................... 1630-40 Windshield wipers (CAR-OPS 1.645) ........................................................... 1630-41 Windshield Heating / De-icing Systems (CAR-OPS 1.675(a)) ....................................................... 1630-42 Windshield Wipers (CAR-OPS 1.645) ........................................................... 1630-61 Propeller De-ice/Anti-ice Systems (CAR-OPS 1.675(a)) ....................................................... 16


30-80 Ice Evidence Probes (visual indicator) (CAR-OPS 1.675(a)) ....................................................... 1730-80 Ice Detection System (CAR-OPS 1.675(b)) ....................................................... 17

ATA Chapter: 31 Indicating / Recording Systems ..................................................................................................................... 1731-00 Cosmic Radiation Detection Equipment (CAR-OPS 1.680) ........................................................... 1731-21 Clocks (CAR-OPS 1.650/1.652) ................................................. 1731-31 Flight Data Recorder (FDR) (CAR-OPS 1.715/720/725) ............................................. 1731-31 Combination Recorder (CAR-OPS 1.727) ........................................................... 1731-31 Quick Access Recorder (QAR) (CAR-OPS 1.037) ........................................................... 18

ATA Chapter: 33 Lights ................................................................................................................................................................ 1933-10 Flight Deck Lighting (CAR-OPS 1.640) ........................................................... 1933-20 Passenger Compartment Lighting (CAR-OPS 1.640) ........................................................... 1933-20 Cabin Signs (CAR-OPS 1.731) ........................................................... 1933-29 Lights for Seaplanes and Amphibians (CAR-OPS 1.640) ........................................................... 2033-40 Ice Evidence Probe Light (CAR-OPS 1.675(a)) ....................................................... 2033-41 Navigation/Position Lights (CAR-OPS 1.640) ........................................................... 2033-42 Anti-Collision Light Systems (CAR-OPS 1.640) ........................................................... 2033-43 Wing Illumination Lights (CAR-OPS 1.675(b)) ....................................................... 2033-44 Landing Lights (CAR-OPS 1.640) ........................................................... 2033-50 Cabin Emergency Lighting (CAR-OPS 1.815) ........................................................... 2133-50 Cabin Emergency Lighting (CAR-OPS 1.815) ........................................................... 2133-50 Exterior Emergency Lighting Systems (CAR-OPS 1.815) ........................................................... 21

ATA Chapter: 34 Navigation ......................................................................................................................................................... 2234-10 Airspeed Indicators (CAR-OPS 1.650/1.652) ................................................. 2234-10 Altimeters (CAR-OPS 1.650/1.652) ................................................. 2234-10 Mach Indicators (CAR-OPS 1.650/1.652) ................................................. 2234-10 OAT Indicator (CAR-OPS 1.650/1.652) ................................................. 2334-10 Turn and Slip Indicator / Turn Co-ordinators (CAR-OPS 1.650/1.652) ................................................. 2334-10 Vertical Speed Indicators (VSI) (CAR-OPS 1.650/1.652) ................................................. 2334-15 Altitude Alerting System (CAR-OPS 1.660) ........................................................... 2434-20 Stabilised Direction Indicators (CAR-OPS 1.650/1.652) ................................................. 2434-20 Attitude Indicators (CAR-OPS 1.650/1.652) ................................................. 2534-20 Standby Attitude Indicator (CAR-OPS 1.650/1.652) ................................................. 2534-22 Magnetic Compass (CAR-OPS 1.650/1.652) ................................................. 2634-31 Marker Beacon (CAR-OPS 1.865) ........................................................... 2634-32 ILS (or MLS) (CAR-OPS 1.865) ........................................................... 2634-40 Airborne Collision Avoidance System (ACAS) (CAR-OPS 1.668) ........................................................... 2634-40 Area Navigation System (CAR-OPS 1.865) ........................................................... 2734-41 Weather Radar System(s) (CAR-OPS 1.670(a)) ....................................................... 2734-43 Ground Proximity Warning Systems (CAR-OPS 1.665) ........................................................... 2734-50 Long Range Navigation Systems (LRNS) (CAR-OPS 1.870) ........................................................... 2834-51 VOR Navigation (CAR-OPS 1.865) ........................................................... 2834-52 Distance Measuring Equipment (DME) (CAR-OPS 1.865) ........................................................... 2934-53 ADF Receiver (CAR-OPS 1.865) ........................................................... 2934-54 SSR Transponder (CAR-OPS 1.865 /866) ................................................... 29

ATA Chapter: 35 Oxygen .............................................................................................................................................................. 3035-00 Oxygen Systems - Non-Pressurised Aeroplane (CAR-OPS 1.775) ........................................................... 3035-10 Flight Crew Oxygen System (CAR-OPS 1.770) ........................................................... 3035-20 Passenger Oxygen System (CAR-OPS 1.770) ........................................................... 3135-50 First Aid Oxygen (CAR-OPS 1.760) ........................................................... 32

ATA Chapter: 52 Doors ................................................................................................................................................................. 3252-22 Emergency Exits (CAR-OPS 1.805) ........................................................... 3252-51 Flight Compartment Door (CAR-OPS 1.735) (If installed) ....................................... 33


52-51 Reinforced Flight Deck Door (CAR-OPS 1.1255) ......................................................... 33

MEL ALLEVIATION FOR JAR-OPS 3 SUBPART K & L .............................................................................................................. 36ATA Chapter: 10 Parking, Mooring, Storage and Return to Service ........................................................................................ 36

10-20 Equipment for making Sound Signals (CAR-OPS 3.840) ........................................................... 3610-20 Sea Anchor (CAR-OPS 3.840) ........................................................... 36

ATA Chapter: 22 Autoflight .......................................................................................................................................................... 3622-10 Autopilot (CAR-OPS 3.655) ........................................................... 36

ATA Chapter: 23 Communications .............................................................................................................................................. 3623-10 Headset (CAR-OPS 3.647) ........................................................... 3623-10 Audio Selector Panel (CAR-OPS 3.855) ........................................................... 3623-12 Radio Communications Systems (VHF / HF / UHF / FM) (CAR-OPS 3.860/865) .................................................... 3723-30 Public Address System (PA) (CAR-OPS 3.695) ........................................................... 3723-40 Flight Crew Interphone System (CAR-OPS 3.685) ........................................................... 3723-40 Crew Member Interphone System (CAR-OPS 3.690) ........................................................... 3723-71 Cockpit Voice Recorder (CVR) (CAR-OPS 3.700/705) .................................................... 38

ATA Chapter: 25 Equipment / Furnishings ................................................................................................................................. 3825-11 Flight Crew Seats (CAR-OPS 3.730) ........................................................... 3825-11 Supernumerary Seats (CAR-OPS 3.370) ........................................................... 3925-21 Cabin Crew Seats (where required) (CAR-OPS 3.730) ........................................................... 3925-21 Passenger Seats (CAR-OPS 3.730) ........................................................... 3925-60 Torches (CAR-OPS 3.640) ........................................................... 3925-60 Megaphones (CAR-OPS 3.810) ........................................................... 3925-60 Automatic Deployable ELT (ADELT) (CAR-OPS 3.820) ........................................................... 4025-60 Life-rafts and Survival ELT(S) (CAR-OPS 3.830) ........................................................... 4025-60 Survival Equipment (CAR-OPS 3.835) ........................................................... 4025-60 Emergency Flotation Equipment (CAR-OPS 3.843) ........................................................... 4025-63 Emergency Locator Transmitter (ELT) (CAR-OPS 3.820) ........................................................... 4125-64 Lifejackets (CAR-OPS 3.825) ........................................................... 41

ATA Chapter: 26 Fire Protection .................................................................................................................................................. 4126-24 Hand Fire Extinguishers (CAR-OPS 3.790) ........................................................... 4130-31 Pitot Heating Systems (CAR-OPS 3.650/652) .................................................... 4130-31 Pitot Heater Failure Indication System (CAR-OPS 3.650/652) .................................................... 4230-31 Static Port Heaters (CAR-OPS 3.675) ........................................................... 4230-42 Windshield Wipers (CAR-OPS 3.675) ........................................................... 4230-80 Ice Detection System (CAR-OPS 3.675) ........................................................... 42

ATA Chapter: 31 Indicating / Recording Systems ..................................................................................................................... 4331-21 Clocks (CAR-OPS 3.650/652) .................................................... 4331-31 Flight Data Recorder (FDR) (CAR-OPS 3.715 / 3.720) ............................................... 4331-31 Combination Recorder (CAR-OPS 3.715 / 3.720) ............................................... 43

ATA Chapter: 33 Lights ................................................................................................................................................................ 4433-10 Flight Deck Lighting (CAR-OPS 3.640) ........................................................... 4433-20 Passenger Compartment Lighting (CAR-OPS 3.640) ........................................................... 4433-20 Cabin Signs (CAR-OPS 3.731) ........................................................... 4533-40 Lights for Helicopters equipped for amphibious operations (CAR-OPS 3.640) ........................................................... 4533-41 Navigation/Position Lights (CAR-OPS 3.640) ........................................................... 4533-42 Anti-Collision Light Systems (CAR-OPS 3.640) ........................................................... 4533-44 Landing Lights (CAR-OPS 3.640) ........................................................... 4633-50 Cabin Emergency Lighting (CAR-OPS 3.815) ........................................................... 46

ATA Chapter: 34 Navigation ......................................................................................................................................................... 4734-10 Airspeed Indicators (CAR-OPS 3.650/652) .................................................... 47


34-10 OAT Indicator (CAR-OPS 3.650/652) .................................................... 4734-10 Altimeters (CAR-OPS 3.650/652) .................................................... 4734-10 Slip Indicator (CAR-OPS 3.650/652) .................................................... 4734-10 Vertical Speed Indicator (CAR-OPS 3.650/652) .................................................... 4834-15 Radio Altimeter with an Audio Voice Warning (CAR-OPS 3.660) ........................................................... 4834-20 Attitude Indicators (CAR-OPS 3.650/652) .................................................... 4834-20 Stabilised Direction Indicators (CAR-OPS 3.650/652) .................................................... 4934-23 Standby Magnetic Compass (CAR-OPS 3.650/652) .................................................... 4934-41 Weather Radar System(s) (CAR-OPS 3.670(a)) ....................................................... 5034-50 Navigation Equipment (CAR-OPS 3.865) ........................................................... 5034-54 SSR Transponder (CAR-OPS 3.860/865) .................................................... 50

ATA Chapter: 35 Oxygen .............................................................................................................................................................. 5035-00 Oxygen Systems-Non-Pressurised Aircraft (CAR-OPS 3.775) ........................................................... 50

ADDITIONAL MEL POLICY ........................................................................................................................................................... 51ADDITIONAL MEL POLICY ........................................................................................................................................................... 51ATA Chapter: 22 Autoflight .......................................................................................................................................................... 51

22-10 Flight Director (Additional MEL) ............................................................. 5122-71 Navigation Database(s) (Additional MEL) ............................................................. 51

ATA Chapter: 23 Communications .............................................................................................................................................. 5223-30 Datalink (Additional MEL) ............................................................. 5223-70 Flight Deck Door Surveillance System (Additional MEL) ............................................................. 52

ATA Chapter: 34 Navigation ......................................................................................................................................................... 5234-41 Windshear Detection / Warning System (Additional MEL) ............................................................. 5234-58 Global Positioning System (GPS) (Additional MEL) ............................................................. 52

ATA Chapter: 46 Information Systems ....................................................................................................................................... 5246-20 Electronic Flight Bag (EFB) Systems (CAR-OPS 1.135(b)/1.1040(m)) ..................................... 52


CAR OPS 1 AEROPLANE MEL

MEL ALLEVIATION FOR JAR-OPS 1 SUBPART K , L & S REPAIR INTERVAL

2. NUMBER INSTALLED


1. SYSTEM & SEQUENCE NUMBERS M

O

4. REMARKS / EXCEPTIONS

ATA Chapter: 10 Parking, Mooring, Storage and Return to Service

10-20 Equipment for making Sound Signals (CAR-OPS 1.840)

D - - M Any in excess of those required may be missing or inoperative provided, the inoperative equipment is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit.

10-20 Sea Anchor (CAR-OPS 1.840)

D - - Any in excess of those required may be missing or inoperative.

ATA Chapter: 22 Autoflight 22-10 Autopilot (CAR-OPS 1.655)

(1) Single Pilot operations D - 1 Any in excess of one may be inoperative. (2) Two Pilot operations C - 1 M O One or more functions may be inoperative on the affected

autopilot provided: (a) Inoperative functions are deactivated as applicable, (b) Applicable operating minima do not require their use, and (c) The navigation specifications of the route to be flown do not require their use.

B - 0 M O One or more functions may be inoperative provided: (a) For the intended operations, any increase in crew workload caused by the inoperative functions has been considered, (b) Inoperative functions are deactivated as applicable, (c) Applicable operating minima do not require their use, and (d) The navigation specifications of the route to be flown do not require their use. Note 1: An automatic altitude control system is required to be operative for RVSM operations. Note 2: Any autopilot function that is operative may be used.

ATA CHAPTER: 23 Communications 23-10 Headset (CAR-OPS

1.650/652) D - - Any in excess of one headset (including boom microphone) for

each required crew member on flight deck duty may be inoperative or missing.

23-10 Audio Selector Panel (CAR-OPS 1.855)

D - - Any in excess of one for each required crew member on flight deck duty may be inoperative. .

D - - Any in excess of those required for the intended route may be inoperative provided the flight is conducted under VFR.


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(1) Press To Transmit (PTT) Switches

B - - M Any in excess of one for each required flight crew member may be inoperative provided the affected switch is either verified failed open or is deactivated.

23-11 HF Communications (CAR-OPS 1.865) (If installed)

D - - Any in excess of those required for the intended route, may be inoperative.

C - 1 O Any in excess of one may be inoperative for flight on a route that requires two Long Range Communication Systems, provided: (a) SATCOM air-ground communications with Air Navigation Service Provider(s) are available for the intended route, (b) SATCOM Voice or Data transfer functions are operative, (c) Prior to each flight, coordination with the appropriate Air Navigation Service Provider(s) is established where INMARSAT codes, or equivalent, are not available whilst using SATCOM voice function, and (d) Alternate communication procedures are established and used.

A - 1 O Any in excess of one may be inoperative for a maximum of 3 calendar days for flight on a route that requires two Long Range Communication Systems, provided alternate communication procedures are established and used.

A - 0 O One or more may be inoperative for a maximum of 3 calendar days for flight on a route that requires two Long Range Communication Systems provided: (a) SATCOM air-ground communications with Air Navigation Service Provider(s) for the intended route (b) SATCOM voice function is operative, (c) Prior to each flight, coordination with the appropriate Air Navigation Service Provider(s) is established where INMARSAT codes, or equivalent, are not available whilst using SATCOM voice function, (d) Prior to each flight, permission is obtained from the appropriate Air Navigation Service Provider(s) to communicate via SATCOM only, and (e) Alternate communication procedures are established and used.

23-12 VHF Communications (CAR-OPS 1.860/865)

C - 1 Any in excess of one, and not powered by an emergency bus, may be inoperative provided the flight is conducted under VFR over routes navigated by reference to visual landmarks.

C - 2 Any in excess of two, and not powered by an emergency bus, may be inoperative.

(a) Frequency Transfer Light C - 0 One or more may be inoperative.


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(b) Frequency Transfer Switch C - 0 One or more may be inoperative (c) Frequency Selector Knob C - 2 Any in excess of two may be inoperative (d) Frequency Indication C - 2 Any in excess of two may be inoperative

Note 1: When operative, use of SATCOM Data transfer function should be part of these procedures. Note 2: When the route enters airspace for which an In Flight Blind Broadcast Procedure exists, select the appropriate I.F.B.F. VHF frequency and apply the procedure. Note 3: For intended routes, consider the need for ACAS.

23-30 Public Address (PA) System (CAR-OPS 1.695)

(1) Passenger Configuration B - 0 O May be inoperative provided: (a) Alternate normal and emergency procedures and/or operating restrictions are established and used, and (b) Flight crew compartment/cabin interphone system (including chime system) is operative.

(2) Cargo Configuration D - 0 O May be inoperative provided alternate normal and emergency procedures and/or operating restrictions are established and used.

23-40 Flight Crew Interphone System (CAR-OPS 1.685) (Flight Deck Intercom)

(1) Flight Crew to Ground C - 0 May be inoperative provided alternate procedures are established and used, if applicable..

(2) Ground Call Horn (If installed) D - 0 23-40 Cabin Interphone System

(CAR-OPS 1.690)

(1) Flight Deck to Cabin / Cabin to Flight Deck

B - - O May be inoperative provided: (a) Flight deck door keypad (where installed) is verified to operate normally, (b) Flight deck door automatic locking system (where installed) is verified to operate normally, (c) Alternate procedures are established and used for communications with the flight deck, and (d) The PA system is operative.

(2) Cabin to Cabin C 1 0 O May be inoperative provided: (a) Alternate normal and emergency procedures are established and used, and (b) The PA system is operative.


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(3) Flight Crew to Ground / Ground to Flight Crew

C 1 0 O May be inoperative provided alternate normal and emergency procedures are established and used.

(4) Alerting System C - - Visual signal may be inoperative on the flight deck. C - - Both visual and aural signals may be inoperative in the cabin

provided the PA system is operative from the flight deck. Note: Any station that is operative may be used.

(5) Handsets C - - Handsets at non-required stations may be inoperative. C - - O One handset may be inoperative provided alternate procedures

are established and used to compensate for the loss of PA and interphone function at the affected station.

23-71 Cockpit Voice Recorder System (CAR-OPS 1.700/705/710) If Installed

(1) CVR A - 0 One or more may be inoperative provided: (a) The aeroplane does not exceed 8 further consecutive flights with the cockpit voice recorder inoperative, (b) A maximum of 72 hours have elapsed since the cockpit voice recorder was found to be inoperative, and (c) Any Flight Data Recorder required to be carried is operative. Note 1: Any handset in excess of that required at each station may be inoperative. Note 2: This alleviation is not applicable to combined CVR/FDRs. For those combined systems, see the entries for combination recorders in item 31-31.

ATA Chapter: 25 Equipment / Furnishings

25-11 Flight Crew Seats (CAR-OPS 1.730)

(1) Power Adjustments (If installed)

D - 0 May be inoperative for each flight crew member.

(2) Manual Adjustments (a) Horizontal Adjustment - - - Must be operative for each flight crew member. (b) Vertical and Recline

Adjustment B - 0 One or more may be inoperative provided, the associated power

adjustment of the affected flight crew member seat is operative.


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B - 0 M One or more may be inoperative provided the associated seat is secured or locked in a position acceptable to the flight crew member.

(c) Other Adjustments C - 0 M One or more may be inoperative provided the associated seat is secured in a position acceptable to the flight crew member.

25-11 Supernumerary Seats (CAR-OPS 1.730) (or Observer Seats)

D - 0 One or more may be inoperative provided the seat is not required and is correctly stowed.

25-21 Passenger Seats (CAR-OPS 1.730)

D - - M One or more may be inoperative secured in the upright position.

D - - M One or more may be inoperative provided the inoperative seat: (a) Does not block an emergency exit, (b) Does not restrict any passenger from access to the main aeroplane aisle, and Note: If an inoperative armrest will hinder an emergency evacuation or any other flight duties it should be removed.

(c) Is blocked and placarded “DO NOT OCCUPY”.

(1) Underseat Baggage Restraining Bars

D - - O May be inoperative or missing provided: (a) Baggage is not stowed under associated seat, (b) Associated seat is placarded “DO NOT STOW BAGGAGE UNDER THIS SEAT”, and (c) Procedures are established to alert cabin crew of inoperative restraining bar.

(2) Passenger Seat Armrests D - - M One or more may be inoperative, damaged or missing, provided: (a) The affected armrest does not block an emergency exit, (b) The affected armrest is not in a position such that it restricts any passengers from access to the aircraft aisle, and (c) For affected armrests with a seat recline mechanism, that seat is secured in the upright position. Note 1: A seat with an inoperative or missing seat belt is considered inoperative. Note 2: Any damage to passenger seats and components must not be detrimental to passenger safety.


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25-21 Required Cabin Crew Seat(s) (CAR-OPS 1.730)

B - - M O One seat or seat assembly may be inoperative provided: (a) Inoperative seat or seat assembly is not occupied, (b) Cabin crew displaced by inoperative seat occupies the adjacent cabin crew seat or the passenger seat most suitable to perform assigned duties, (c) Alternate procedures are established and used for displaced cabin crew, (d) Folding type seat is stowed or secured in the retracted position, and (e) Where a passenger seat is assigned to the displaced cabin crew it is placarded “FOR CABIN CREW USE ONLY”. (h), may have one of the required cabin crew seats inoperative, provided the aeroplane does not depart a maintenance base where repairs or replacements can be made. Note 1: A seat with an inoperative or missing seat belt or harness is considered inoperative. Note 2: This requirement does not preclude use of passenger seats by cabin crew members carried in excess of the required cabin crew complement. Note 3: Any aeroplane which is subject to the direct view requirements of CAR/CS 25.785

25-21 Non-Required Cabin Crew Seat(s) (CAR-OPS 1.730)

C - 0 M O Seat or seat assembly may be inoperative provided: (a) Inoperative seat or seat assembly is not occupied, (b) Alternate procedures are established and used for displaced cabin crew, (c) Folding type seat is stowed or secured in the retracted position, and (d) Where a passenger seat is assigned to the displaced cabin crew it is placarded “FOR CABIN CREW USE ONLY”.

25-60 Torches (CAR-OPS 1.640) C - - One or more may be inoperative provided each required crew member assigned to affected position has an operative torch.

25-60 PBE (CAR-OPS 1.780) (Portable Protective Breathing Equipment)

D - - M Any in excess of those required may be inoperative or missing provided the inoperative PBE is placarded inoperative, removed from the installed location, and placed out of sight so it cannot be mistaken for a functional unit.

25-60 Escape Slides (CAR-OPS 1.805)

- - - One may be inoperative provided the associated door/exit is considered inoperative. Refer to item 52-22. Note 1: A seat with an inoperative or missing seat belt or harness is considered inoperative. Note 2: Refer to item 25-60 “Life Rafts & ELT for Extended Overwater Flights” when slides are used as rafts. Maintenance procedure should be retained to cover procedures required by aeroplane manufacturers, such as slide arming circuit


REPAIR INTERVAL

2. NUMBER INSTALLED



O


deactivation. 25-60 Megaphones (CAR-

OPS 1.810)

(1) Passenger Configuration D - - M Any in excess of those required may be inoperative or missing provided: (a) The inoperative megaphone is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit, and (b) Required distribution of operative megaphones is maintained.

(2) Cargo Configuration D - 0 May be inoperative. 25-60 Life-rafts / Survival ELT

(CAR-OPS 1.830) (for Extended Overwater Flights)

D - - M Any in excess of those required may be missing or inoperative provided the inoperative equipment is placarded inoperative, removed from the installed location, and placed out of sight so it cannot be mistaken for a functional unit.

25-60 Survival Equipment (CAR-OPS 1.835)

D - - M Any in excess of those required may be missing or inoperative provided the inoperative equipment is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit.

25-61 Crash Axes & Crowbars (CAR-OPS 1.795)

D - - Any in excess of those required may be inoperative or missing.

25-62 First Aid Kit (CAR-OPS 1.745) D - - Any in excess of those required may be incomplete or missing.

A - - If more than one is required, only one of the required first aid kits may be incomplete for a maximum of 2 calendar days.

25-62 Emergency Medical Kits (CAR-OPS 1.755)

D - - Any in excess of those required may be inoperative.

A - - The required emergency medical kits may be incomplete for flight to a destination where repairs or replacements can be made but not to exceed a maximum of 2 calendar days.

25-63 ELT (CAR-OPS 1.820) (If installed)

A - 0 May be inoperative for a maximum of 6 flights or 25 flight hours, whichever occurs first.

D - - Any in excess of those required may be inoperative.


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25-64 Lifejackets (CAR-OPS 1.825) (Land aeroplane, Seaplanes & Amphibians)

D - - M Any in excess of those required may be missing or inoperative, provided: (a) Inoperative lifejacket is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit, and (b) Required distribution of operative lifejackets is maintained.

ATA Chapter: 26 Fire Protection 26-24 Hand Fire Extinguishers

(CAR-OPS 1.790) D - - M Any in excess of those required may be inoperative or missing

provided: (a) The inoperative fire extinguisher is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit, and (b) Required distribution is maintained.

ATA Chapter: 30 Ice and Rain Protection

30-00 Inertial Separators (CAR-OPS 1.675(a))

(1) Position Indicating System B - 0 One or more may be inoperative for day VMC only, provided the aeroplane is not operated at any time in known or forecast icing conditions.

30-10 Surface De-icing / Anti-icing Systems (CAR-OPS 1.675(a)) Wing, Vertical / Horizontal Stabilisers

(1) Monitoring Systems B - 0 One or more may be inoperative for day VMC only, provided the aeroplane is not operated at any time in known or forecast icing conditions.

30-21 Engine Inlet De-icing / Anti-icing Systems (CAR-OPS 1.675(a))

(1) Monitoring Systems B - 0 One or more may be inoperative for day VMC only, provided the aeroplane is not operated at any time in known or forecast icing conditions. Note 1: In the absence of any Flight Manual limitations, icing conditions should be taken as visible moisture or precipitation, when the OAT is less than +5°C. Note 2: Inertial Separators includes pneumatic de-icing systems.

30-31 Pitot Heating Systems (CAR-OPS 1.650/652) (If installed)

(1) Flight under day VFR


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(i) Aeroplanes with a MCTOM not over 5700 kg and with a MAPSC of 9 or less seats

B - 0 One or more may be inoperative for day VMC only provided the aeroplane is not operated at any time in known or forecast icing conditions.

(ii) Aeroplanes with a MCTOM over 5700 kg or with a MAPSC of more than 9 seats

B - 1 M O Any in excess of one may be inoperative for day VMC only provided: (a) The pilot’s or co-pilot’s pitot heater is verified to be operative prior to each flight, and (b) The aeroplane is not operated at any time in known or forecast icing conditions.

(2) Flights under IFR or at night (i) Single pilot operations C - 1 Any in excess of one may be inoperative (ii) Two pilot operations C - 2 Any in excess of two may be inoperative.

B - 1 M O Any in excess of one may be inoperative provided: (a) The remaining pitot heater is verified to be operative prior to each flight, (b) The pitot heat failure indication is verified to be operative prior to each flight, and (c) The aeroplane is not operated at any time in known or forecast icing conditions. Note: Pitot heating is required to be operative for RVSM operations.

30-31 Pitot Heater Indication (CAR-OPS 1.650/652) or Failure Indication System, (where required)

(1) Day VFR operations D - 0 May be inoperative (2) IFR or Night operations

(a) Single pilot operations B - 1 M O Any in excess of one may be inoperative, provided: (a) The associated heater is verified to operate normally prior to each flight, (b) Flight is conducted under VMC, and (c) The aeroplane is not operated at any time in known or forecast icing conditions.

B - 1 Any in excess of one may be inoperative provided the associated heater(s) is(are) considered inoperative.


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(b) Two pilot operations B - 1 M O Any in excess of one may be inoperative, provided: (a) The associated heater is verified to operate normally prior to each flight, (b) Flight is conducted under VMC, and (c) The aeroplane is not operated at any time in known or forecast icing conditions.

B - 1 Any in excess of one may be inoperative provided the associated heater(s) is(are) considered inoperative.

30-31 Static Port Heaters (CAR-OPS 1.675(a))

(1) Day VFR operations (a) Single pilot operations D - 0 One or more may be inoperative provided:

(a) Flight is conducted under VMC, and (b) The aeroplane is not operated at any time in known or forecast icing conditions.

(b) Two pilot operations D - 0 One or more may be inoperative provided: (a) Flight is conducted under VMC, and (b) The aeroplane is not operated at any time in known or forecast icing conditions.

(2) IFR or Night operations (a) Single pilot operations B - 1 M O Any in excess of one may be inoperative provided:

(a) The remaining static port heater is verified to operate normally prior to each flight, (b) Flight is conducted under VMC, and (c) The aeroplane is not operated at any time in known or forecast icing conditions.

(b) Two pilot operations B - 1 M O Any in excess of one may be inoperative provided: (a) The remaining static port heater is verified to operate normally prior to each flight, (b) Flight is conducted under VMC, and (c) The aeroplane is not operated at any time in known or forecast icing conditions. Note: Static port heating is required to be operative for RVSM operations.


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30-32 Stall Warning Vane Heaters (CAR-OPS 1.675(a)) (If installed)

B - 0 One or more may be inoperative for day VMC only, provided the aeroplane is not operated at any time in known or forecast icing conditions.

30-40 Windshield wipers (CAR-OPS 1.645) Equivalent means to being equipped with windshield wipers (If installed)

C - 0 May be inoperative provided: (a) The aeroplane is not operated in known or forecast precipitation within the arrival and departure areas, and (b) When low visibility conditions are known or forecast, approach or take-off minima do not require their use.

30-41 Windshield Heating / De-icing Systems (CAR-OPS 1.675(a))

(1) Window Heat Indicating System

C - 0 O One or more may be inoperative provided an alternate procedure is established and used to ensure correct operation.

30-42 Windshield Wipers (CAR-OPS 1.645)

(1) Wipers C - 0 May be inoperative provided the aeroplane is not operated in known or forecast precipitation within the arrival and departure areas. Note 1: Check Flight Manual for minimum required equipment for Cat II or III approaches and low visibility take-offs. Note 2: Equivalent systems may include rain repellent or other systems. Note 3: A deactivated rain repellent system can be considered as a non-installed system.

(2) High Speed Function C - 0

May be inoperative provided the associated low speed function is operative.

(3) Low Speed Function C - 0

May be inoperative provided the associated high speed function is operative.

30-61 Propeller De-ice/Anti-ice Systems (CAR-OPS 1.675(a)) (If installed)

(1) Monitoring Systems B - 0

One or more may be inoperative for day VMC only, provided the aeroplane is not operated at any time in known or forecast icing conditions.


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30-80 Ice Evidence Probes (visual indicator) (CAR-OPS 1.675(a)) (If installed)

B - 0

One or more may be inoperative for day VMC only, provided the aeroplane is not operated at any time in known or forecast icing conditions.

30-80 Ice Detection System (CAR-OPS 1.675(b)) (If installed)

B - 0 O May be inoperative provided alternate procedures are established and used to illuminate ice accretion on an outside surface visible from the flight deck.

ATA Chapter: 31 Indicating / Recording Systems

31-00 Cosmic Radiation Detection Equipment (CAR-OPS 1.680) (If installed)

D - 0 May be inoperative provided the flight altitude is limited to 49,000 ft.

31-21 Clocks (CAR-OPS 1.650/1.652)

C - 0 May be inoperative provided an accurate timepiece is operative on the flight deck indicating the time in hours, minutes and seconds.

31-31 Flight Data Recorder (FDR) (CAR-OPS 1.715/720/725) (If installed)

A - 0 One or more may be inoperative provided: (a) The aeroplane does not exceed 8 further consecutive flights with the FDR inoperative, (b) A maximum of 72 hours have elapsed since the FDR was found to be inoperative, and (c) Any Cockpit Voice Recorder required to be carried is operative. Note 1: The above is applicable only to those aeroplanes where the clock has no implication on other equipment e.g. FDR, otherwise the effects on such other systems must be considered. Note 2: On the basis that the timepiece required does not need to be approved, an accurate pilot’s wristwatch which indicates hours, minutes and seconds would be acceptable. Note 3: This alleviation is not applicable to combined CVR/FDRs. For those combined systems, see the entries for combination recorders in item 31-31.

31-31 Combination Recorder (CAR-OPS 1.727) (If installed)

A 1 0 If one combination recorder is installed, the flight data recorder or the cockpit voice recorder function may be inoperative provided: (a) The other function, where required, is operative, (b) The aeroplane does not exceed 8 further consecutive flights with the inoperative function, and (c) A maximum of 72 hours have elapsed since the inoperative function was found. Note 1: The flight data recorder is considered to be inoperative when any of the following conditions exist: (i) Loss of the flight recording function is evident to the flight crew during the pre-flight check e.g. by means of a system status monitor, or


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(ii) The need for maintenance has been identified by the system monitors, where available, with the setting of an indicator and the cause of that setting has not been determined, or (iii) Analyses of recorded data or maintenance actions have shown that more than 5% of the total number of individual parameters (variable and discrete) required to be recorded for the particular aircraft, are not being recorded properly. Note 2: Where improper recording affects 5% of the parameters or less, timely corrective action will need to be taken by the aeroplane operator in accordance with approved maintenance procedures.

A 2 1 If two combination recorders are installed, one may be inoperative provided: (a) The other combination recorder is operative, and (b) A maximum of 10 days have elapsed since the combination recorder was found to be inoperative. Note 1: A combination recorder is a single flight recorder that combines the functions of two or more accident recording functions in a single, crash protected box. Note 2: The flight data recorder is considered to be inoperative when any of the following conditions exist: (i) Loss of the flight recording functions is evident to the flight crew during the pre-flight check e.g. by means of a system status monitor, or (ii) The need for maintenance has been identified by the system monitors, where available, with the setting of an indicator and the cause of that setting has not been determined, or (iii) Analyses of recorded data or maintenance actions have shown that more than 5% of the total number of individual parameters (variable and discrete) required to be recorded for the particular aircraft, are not being recorded properly. Note 3: Where improper recording affects 5% of the parameters or less, timely corrective action will need to be taken by the aeroplane operator in accordance with approved maintenance procedures.

31-31 Quick Access Recorder (QAR) (CAR-OPS 1.037) (If installed)

C 1 0 M O May be inoperative for Flight Data Monitoring (FDM) purposes, provided approved alternate procedures, if appropriate to other programmes using associated data, are established and used.

D 1 0 M May be inoperative provided procedures do not require its use.


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ATA Chapter: 33 Lights 33-10 Flight Deck Lighting (CAR-

OPS 1.640) C - 0 One or more may be inoperative for daylight operations.

C - - Individual lights may be inoperative provided: (a) Sufficient lighting is operative to make each required instrument, control, and other device for which it is provided easily readable, (b) Sufficient flight deck emergency lighting is operative, and (c) Lighting configuration at dispatch is acceptable to the flight crew.

C - - Co-pilot’s station instrument lights may be inoperative for single pilot operation, provided no co-pilot’s station instrument is required to be used by the pilot.

33-20 Passenger Compartment Lighting (CAR-OPS 1.640)

C - - Individual lights may be inoperative provided: (a) Lighting is acceptable for the cabin crew to perform their required duties, and (b) Inoperative lights are not part of the cabin emergency lighting.

D - - May be inoperative provided passengers are not carried. Note 1: For cabin emergency lighting, refer to item 33-50. Note 2: Reading lights are not included as they are considered as non-safety related items.

33-20 Cabin Signs (CAR-OPS 1.731) (‘Fasten Seat Belt’ & ‘No Smoking’ Signs)

C - - M O One or more may be inoperative provided no passenger seat, crew member seat or lavatory is occupied from which a ‘No Smoking/Fasten Seat Belt’ sign is not readily legible.

C - - M O No Smoking/Fasten Seat Belt‘ signs may be inoperative and the affected passenger seat(s), cabin crew seat(s) or lavatories may be occupied provided: (a) The PA system is operative and can be clearly heard throughout the cabin during flight, and (b) A procedure is used to notify passengers when the seat belts must be fastened and smoking is prohibited as appropriate.

C - - May be inoperative provided passengers are not carried.


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33-29 Lights for Seaplanes and Amphibians (CAR-OPS 1.640)

- - - As required by applicable international regulations.

33-40 Ice Evidence Probe Light (CAR-OPS 1.675(a)) (visual indicator) (If installed)

D - 0 May be inoperative for daylight operations.

B - 0 May be inoperative for night operations provided the aeroplane is not operated at any time in known or forecast icing conditions. Note: See ATA 30 for definition of icing conditions.

33-41 Navigation/Position Lights (CAR-OPS 1.640)

C - 0 One or more may be inoperative for daylight operations.

C - - Any in excess of those required may be inoperative for night operations.

33-42 Anti-Collision Light Systems (CAR-OPS 1.640)

(1) Fuselage Light (Beacon or Strobe Type)

C - 1 O Either the upper or the lower fuselage lights may be inoperative provided all white wing-tip strobe lights are operative.

C - 0 O One or more may be inoperative for daylight operations provided all white wing-tip strobe lights are operative.

(2) Wing-Tip Strobe Light (If installed)

C - 0 One or more may be inoperative.

33-43 Wing Illumination Lights (CAR-OPS 1.675(b))

D - 0 One or more may be inoperative for daylight operations.

B - 0 O One or more may be inoperative for night operations provided an alternate means is operative and used to illuminate ice accretion on an outside surface visible from the flight deck. Note: If the fuselage anti-collision light(s) is/are inoperative, alternate procedures are established and used when the aircraft is on the ground with the engine(s) running.

33-44 Landing Lights (CAR-OPS 1.640)

B - - 50% of landing lights may be inoperative for night operations.



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33-50 Cabin Emergency Lighting (CAR-OPS 1.815)

(1) Overhead Emergency Lighting (each aisle)

B - - A maximum of one in four consecutive overhead emergency lights (or light assemblies) may be inoperative.

(2) EXIT signs C - - Up to 50% of the bulbs may be inoperative in one or more signs. - - - One may be inoperative provided the associated door/exit is

considered inoperative. Refer to item 52-22.

(3) Exit Area Lighting B - - One may be inoperative. Note 1: For aeroplanes which have two rows of lights per aisle (i.e. mounted on the overhead bins) then the above alleviation is acceptable for each row of lights but the inoperative lights must not be directly opposite each other. Note 2: If any twin overwing exits are served by a single sign both exits should be considered inoperative.


(4) Floor Proximity Lighting (a) Individual Lights/strips B - - Lights/strips may be inoperative provided:

(a) All lights/strips marking right angle intersection, including cross aisles and overwing exits, are operative, (b) Along each aisle axis, all lights/strips within one meter of lights/strips marking right angle intersections are operative, and (c) Along each aisle axis, for a particular lights/strips configuration, specific lights/strips are operative as agreed by the Authority.

(b) EXIT Markers - - - One may be inoperative provided the associated door/exit is considered inoperative. Refer to item 52-22.

33-50 Exterior Emergency Lighting Systems (CAR-OPS 1.815)

B - 0 One or more may be inoperative for daylight operations.

(1) Escape Slide Lighting B - 0 One or more may be inoperative for daylight operations. - - - One may be inoperative for night operations provided the

associated door/exit is considered inoperative. Refer to item 52-22.

(2) Overwing Escape Route Lighting

B - - One or more may be inoperative for daylight operations.


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- - - One may be inoperative for night operations provided the associated door/exit is considered inoperative. Refer to item 52-22.

ATA Chapter: 34 Navigation 34-10 Airspeed Indicators (CAR-

OPS 1.650/1.652)

(1) Single pilot operation B - 1 Any in excess of one may be inoperative provided the operative airspeed indicator is on the commander’s side.

(2) Two pilot operation C - 2 Any in excess of two may be inoperative provided operative airspeed indicators are at each pilot’s station. Note: For aeroplanes fitted with EFIS, both airspeed indicator displays (tape) must be operative.

(3) Standby airspeed indicator B - 0 May be inoperative provided both main airspeed indicators are operative.

34-10 Altimeters (CAR-OPS 1.650/1.652)

(1) Single pilot operation B - 1 For VFR operations, any in excess of one may be inoperative for day VMC only provided the operative altimeter is on the commander’s side.

C - 2 Any in excess of two may be inoperative for IFR operations. (2) Two pilot operation C - 2 Any in excess of two may be inoperative provided:

(a) One altimeter is operative for each pilot, (b) The required altimeters operate independently, and (c) At least one of the above is pneumatic, or servo pneumatic altimeter. Note 1: For aeroplanes fitted with EFIS, the altimeter displays (tape) must be operative.

(3) Servo Pneumatic Altimeter Mode (If installed)

C - 0 May be inoperative provided the altimeter remains in the pneumatic mode and the transponder remains operative.

34-10 Mach Indicators (CAR-OPS 1.650/1.652) (If installed)

(1) EFIS speed tape (Mach display)

- - -

Refer to manufacturer’s MMEL and Flight Manual.


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(2) Non EFIS Indicator - - - Refer to manufacturer’s MMEL and Flight Manual. 34-10 OAT Indicator (CAR-

OPS 1.650/1.652) (If installed)

C - 0 May be inoperative provided another air temperature indication is operative that is convertible to OAT.

34-10 Turn and Slip Indicator / Turn Co-ordinators (CAR-OPS 1.650/1.652) (If installed)

(1) Aeroplane not fitted with a Standby Attitude Indicator

(a) Single pilot operation B - 0

May be inoperative for day VMC only, provided the slip indicator is operative.

(b) Two pilot operation B - 1

Commander’s indicator may be inoperative for day VMC only provided both attitude indicators are operative.

B - 1

Co-pilot’s indicator may be inoperative provided both attitude indicators are operative. Note 1: Two independent altitude measurement systems are required to be operative for RVSM operations.

(2) Aeroplane fitted with a Standby Attitude Indicator

(a) Single pilot operation C - 0

May be inoperative provided the slip indicator and standby attitude indicator are operative.

(b) Two pilot operation C - 1 Any in excess of one may be inoperative. B - 0

May be inoperative provided one slip indicator and three independent attitude indicators are operative.

34-10 Vertical Speed Indicators (VSI) (CAR-OPS 1.650/1.652)

(1) Single pilot operation C - 1

Any in excess of one may be inoperative provided the operative VSI is on the commander’s side.

(2) Two pilot operation C - 1

Any in excess of one may be inoperative for day VMC only, provided the operative VSI is on the commander’s or co-pilot’s side.


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34-15 Altitude Alerting System (CAR-OPS 1.660)

B - 0 O May be inoperative provided an autopilot with an altitude hold is operative. Note: One altitude alerting system is required to be operative for RVSM operations.

34-20 Stabilised Direction Indicators (CAR-OPS 1.650/1.652)

(1) Single Pilot operations (a) Horizontal Situation

Indicator (HSI) B - 0 One or more may be inoperative provided:

(a) The commander’s RMI is operative, (b) Procedures are not dependant on the use of the HSI, and (c) The directional gyro is operative.

(b) Directional Gyros C - 1 Any in excess of one may be inoperative, provided the HSI or RMI is operative on the commander’s side.

(c) Radio Magnetic Indicators (RMI)

B - 0 May be inoperative provided: (a) The commander’s HSI is operative, and (b) Procedures are not dependant upon the use of the RMI.

(2) Two Pilot operations (a) Horizontal Situation

Indicator (HSI)

(i) Commander’s side B - 1 Commander’s indicator may be inoperative provided: (a) Procedures are not dependant upon the use of the remaining HSI, (b) Both directional gyros are operative, and (c) An independent stabilised heading indication is operative on each pilot’s panel.

(2) Two Pilot operations (a) Horizontal Situation

Indicator(HSI)

(ii) Co-Pilot’s side C - 1 Co-Pilot’s indicator may be inoperative provided: (a) Procedures are not dependant upon the use of the remaining HSI, (b) Both directional gyros are operative, and (c) An independent stabilised heading indication is operative on each pilot’s panel.

(b) Directional Gyros B - 1 One may be inoperative for day VMC only provided: (a) A stabilised heading indication is operative on each pilot’s panel, and (b) The standby compass is operative.


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(c) Automatic Slaving C - 1 May be inoperative for one directional gyro provided: (a) A stabilised heading indication is operative on each pilot’s panel, and (b) The standby compass is operative.

(d) Radio Magnetic Indicators (RMI)

C - 1 One indicator may be inoperative provided: (a) Procedures are not dependant upon the use of the remaining RMI, (b) Both directional gyros are operative, and (c) An independent stabilised heading indication is operative on each pilot’s panel.

34-20 Attitude Indicators (CAR-OPS 1.650/1.652)

(1) Aeroplane with a MCTOM not over 5700 kg and with a MAPSC of 9 or less seats (aeroplanes not fitted with a standby attitude indicator)

(a) Single pilot operations B - 1

Any in excess of one may be inoperative provided the operative attitude indicator is on the commander’s side.

(b) Two pilot operations B - 1 The co-pilot’s indicator may be inoperative for day VMC only. (2) Aeroplane with a MCTOM

over 5700 kg or with a MAPSC of more than 9 seats (aeroplanes fitted with a standby attitude indicator)

(a) Single pilot operations A - 0

One or more may be inoperative for a maximum of 2 calendar days in day VMC only, provided the standby attitude indicator is operative.

(b) Two pilot operations B - 1

One may be inoperative for day VMC only provided the standby attitude indicator is operative.

34-20 Standby Attitude Indicator (CAR-OPS 1.650/1.652) (If installed)

(1) Single pilot operations B - 0

One or more may be inoperative for day VMC only provided the commander’s attitude indicator is operative.

(2) Two pilot operations B - 0

May be inoperative for day VMC only provided both attitude indicators are operative.


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34-22 Magnetic Compass (CAR-OPS 1.650/1.652)

(1) Single pilot operations B - 0 May be inoperative provided the stabilised direction indicator is operative, and another source of magnetic heading information is available.

(2) Two pilot operations B - 0 May be inoperative provided at least two independent stabilised direction indicator systems are operative, and another source of magnetic heading information is available.

34-31 Marker Beacon (CAR-OPS 1.865)

B - 0 One or more may be inoperative for IFR operations, provided approach procedures do not require marker fixes.

D - 0 One or more may be inoperative for VFR operations. 34-32 ILS (or MLS) (CAR-OPS 1.865) B - - One or more may be inoperative for IFR operations, provided

approach minima do not require their use.

D - 0 One or more may be inoperative for VFR operations. 34-40 Airborne Collision Avoidance

System (ACAS) (CAR-OPS 1.668) (If installed)

(1) ACAS System A - 1 M O One may be inoperative for a flight or a series of flights for home bound or to the place where maintenance can be performed, provided:

- TA Mode is operative, or - Transponder Mode S is operative.

(2) Combined TA and RA Dual Displays

C - 1 O May be inoperative on the non-flying pilot side provided: (a) TA and RA elements and audio functions are operative on flying pilot’s side, and (b) TA and RA display indications are visible to the non-flying pilot.

(3) Resolution Advisory (RA) Display System(s)

C - 1 O One may be inoperative on the non-flying pilot side.

C - 0 O One or more may be inoperative provided: (a) All Traffic Alert (TA) display elements and voice command audio functions are operative, and (b) TA only mode is selected by the crew.


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(4) Traffic Alert (TA) Display System(s)

C - 0 O One or more may be inoperative provided all installed RA display and audio functions are operative.

34-40 Area Navigation System (CAR-OPS 1.865) (If installed)

C - 1 O Any in excess of the number stated in Aeronautical Information Publications (or their equivalent) as being required to satisfy operational requirements for airspace procedures, may be inoperative provided that the Limitations stated in the Flight Manual are observed.

A - 0 O One or more may be inoperative for one flight provided: (a) Routing is planned via ground based navigational aids taking account of promulgated range, and (b) Permission is obtained from the Air Navigation Service Provider(s) when required for the intended route.

34-41 Weather Radar System(s) (CAR-OPS 1.670(a)) (Antenna(s), XCVR(s), Controller(s), Display(s))

D - 1 Any in excess of one may be inoperative provided procedures do not require use of inoperative systems.

C - 0 May be inoperative provided the weather reports or forecasts available to the commander indicate that cumulo-nimbus clouds or other potentially hazardous weather conditions, which could be detected by the system when in working order, are unlikely to be encountered on the intended route.

34-43 Ground Proximity Warning Systems (CAR-OPS 1.665) (If installed)

A - 0 May be inoperative for a maximum of 6 flights or 25 flight hours or 2 calendar days, whichever occurs first.

(1) Modes 1 to 4 A - 0 May be inoperative for a maximum of 6 flights or 25 flight hours or 2 calendar days, whichever occurs first.

(2) Test Mode A - 0 May be inoperative for a maximum of 6 flights or 25 flight hours or 2 calendar days, whichever occurs first.

(3) Glideslope Deviation (Mode 5) B - 0 May be inoperative. C - 0 May be inoperative for day VMC only.

(4) Terrain Awareness & Warning System (TAWS) (where required)

A - 0

May be inoperative for a maximum of 10 calendar days provided the GPWS functions are operative.

A - 0

May be inoperative for a maximum of 6 flights or 25 flight hours or 2 calendar days, whichever occurs first.

(5) Advisory Callouts (If installed) C - 0 O May be inoperative provided alternate procedures are established and used.


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(6) Windshear Mode (If installed) (a) Predictive D - 0 May be inoperative. (b) Reactive D - 0 O May be inoperative provided alternate procedures are

established and used. 34-50 Long Range Navigation

Systems (LRNS) (CAR-OPS 1.870) (If installed)

(1) Unrestricted operations in MNPS airspace

C - 2

Any in excess of two may be inoperative. Note 1: Check Flight Manual limitations for approach minima. Note 2: For some designs, these functions are dealt with by other systems.

(2) Operations along notified special routes within MNPS airspace

C - 1 Any in excess of one may be inoperative provided the operative equipment is visible and usable to either flight crew member seated at their crew station.

(3) Non MNPS Operations D - 0 One or more may be inoperative provided the planned routes to be flown do not require their use.

34-51 VOR Navigation (CAR-OPS 1.865)

(1) Aeroplane not equipped with FMS

D - 1 Any in excess of one may be inoperative provided: (a) Operational procedures, are not based only on VOR signals, and (b) Both ADF and DME are operative or alternative approved equipment giving equivalent or enhanced navigation capability is operative.

A - 0 One or more may be inoperative for a maximum of 5 flights provided: (a) Two additional items of equipment giving equivalent navigation capability are operative, and (b) The flight can proceed safely, including the approach using the other navigation systems.

(2) Aeroplane equipped with one operative FMS

C - 1 Any in excess of one may be inoperative provided: (a) Both ADF (where required) and DME are operative, and (b) The aeroplane is equipped with alternative equipment authorised, for the route being flown, by the Authority.

(3) Aeroplane equipped with two operative FMS

C - 0 One or more may be inoperative where navigational capability can be assured and the approach procedures are not required to be based upon VOR signals (see note below). Note: Operators should consider if the in-flight failure of any FMS sensor allows safe navigation with the remaining operative sensors and equipment.


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34-52 Distance Measuring Equipment (DME) (CAR-OPS 1.865)

C - 0 One or more may be inoperative provided navigation procedures for the planned routes to be flown are not dependant upon the use of affected DME.

B - 0 O One or more may be inoperative provided alternate approved navigational equipment is operative and used.

D - - Any in excess of those required may be inoperative. 34-53 ADF Receiver (CAR-

OPS 1.865) (If installed)

C - 0 One or more may be inoperative provided navigation procedures for the planned routes to be flown are not dependant upon the use of affected ADF.

B - 0 O One or more may be inoperative provided alternate approved navigational equipment is operative and used.

D - - Any in excess of those required may be inoperative. Note: Operators should consider if the in-flight failure of any FMS sensor allows safe navigation with the remaining operative sensors and equipment.

34-54 SSR Transponder (CAR-OPS 1.865 /866)

(1) Mode A/C Functions C - 1 Any in excess of those required for the route to be flown may be inoperative. Mode S must be operative for UAE FIR

A - 0 O May be inoperative for a maximum of 5 flights provided: (a) Permission is obtained from the Air Navigation Service Provider(s) along the route or any planned diversion, and (b) Flight is conducted under VFR over routes navigated by reference to visual landmarks. Note: Mode C function is required to be operative for RVSM operations.

(2) Mode S Function D - 0 Any in excess of those required for the intended route, may be inoperative. Mode S must be operative for UAE FIR

C - 0 One or more may be inoperative provided permission is obtained from the Air Navigation Service Provider(s) when required for the intended route. Mode S must be operative for UAE FIR.

(3) Enhanced Surveillance Functions (if installed)

D - 0 One or more Downlinked Aircraft Parameters (DAP’s), which provide Enhanced Surveillance, may be inoperative when not required for the intended route.

C - 0 One or more Downlinked Aircraft Parameters (DAP’s), which provide Enhanced Surveillance, may be inoperative when required for the intended route. Note 1: An SSR transponder with an operative Mode S function


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is defined as a transponder which can provide, at least, Elementary Surveillance capability. Note 2: Altitude reporting, provided by an SSR transponder Mode S function, is required for ACAS II operation. Refer to item 34-40 for flight with ACAS II inoperative. Note 3: Altitude reporting, provided by an SSR transponder Mode S function, is required for flight into RVSM airspace.

ATA Chapter: 35 Oxygen 35-00 Oxygen Systems - Non-

Pressurised Aeroplane (CAR-OPS 1.775)

(1) Flight Deck C - - One or more may be inoperative provided the aeroplane is not operated above 10,000 ft pressure altitude.

(2) Cabin Compartment C - - Any in excess of those required may be inoperative. C - - One or more may be inoperative provided the aeroplane is not

operated above 10,000 ft pressure altitude.

35-10 Flight Crew Oxygen System (CAR-OPS 1.770) (Supplemental Oxygen)

(1) Flight Deck Pressure Indication

C - - M O One or more may be inoperative provided a procedure is used to ensure the oxygen supply is above the minimum for the flight.

(2) Bottle Gauges C - 0 One or more may be inoperative provided the flight deck pressure indication is operative.

(3) Supernumerary Oxygen Masks

C - 0 One or more may be inoperative provided the associated seat is not occupied.

C - 0 One or more may be inoperative provided maximum altitude is limited to 10,000 ft pressure altitude.


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35-20 Passenger Oxygen System (CAR-OPS 1.770) (Supplemental oxygen) (If installed)

B - 0 M O May be inoperative provided: (a) Maximum altitude is limited to 10,000 ft pressure altitude. (b) All air-conditioning packs operate normally, (c) All other components of the pressurisation system operate normally, and (d) Passengers are appropriately briefed.

B - 0 M O May be inoperative provided: (a) Maximum altitude is limited to 25,000 ft pressure altitude, (b) All air-conditioning packs operate normally, (c) All other components of the pressurisation system operate normally, (d) Aeroplane is able to descend within 4 minutes to a cabin pressure altitude of 13,000ft at all points along the route to be flown, (e) Oxygen supply is available for all cabin crew members and at least 10% of the passengers or the entire flight time between 10,000ft and 13,000ft pressure altitude, and (f) Passengers are appropriately briefed.

(1) Fixed bottle or generator system

B - 0 The automatic deployment system may be inoperative provided the manual deployment system is operative.

B - - M O One or more passenger service units may be inoperative provided: (a) Affected seats are blocked and placarded to prevent occupancy, and (b) Units are operative for all operative passenger seats, toilet compartments and cabin crew locations.


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35-50 First Aid Oxygen (CAR-OPS 1.760)

D - - M Any bottle in excess of those required may be inoperative provided the inoperative equipment is placarded inoperative, removed from the installed location (if portable) and placed out of sight so it cannot be mistaken for a functional unit.

ATA Chapter: 52 Doors 52-22 Emergency Exits (CAR-

OPS 1.805) (including passenger/crew doors, but excluding flight deck emergency exits)

(1) Passenger or Combi Configuration (Single Deck and Double Deck Aeroplane)

A - - M O One, on each deck, may be inoperative for a maximum of 5 flights provided: (a) The passenger number reduction and distribution policy, and cabin safety procedures are established and used, (b) The affected emergency exit is closed and locked, (c) A conspicuous barrier, strap or rope and a placard stating “DO NOT USE” are placed across the affected emergency exit prior to passenger boarding, (d) The affected emergency exit is not used for passenger boarding, nor for any purpose whilst passengers are on board, (e) Visual indications (illuminated and non-illuminated) directing passengers to the affected emergency exit are obscured, (f) All crew members are briefed on the location and condition of the affected emergency exit, passenger distribution and modified cabin safety procedures, (g) The affected emergency exit and blocked seating layout are checked before each flight by the appropriate cabin crew member, and (h) The escape path to the affected emergency exit is checked by the appropriate cabin crew member to be unobstructed before each takeoff and landing. Note: If the affected emergency exit is operative mechanically, it may still be used for evacuation in the case of emergency.

(2) All Cargo Configuration Note: The relief contained herein requires that flight deck emergency exit(s) and means of escape exist and remain operative

C - 2 Any in excess of two non-cockpit emergency exits intended to be used by the persons on board to evacuate the aeroplane, may be inoperative.

A - 1 O Any in excess of one non-cockpit emergency exit, intended to be used by the persons on board to evacuate the aeroplane may be inoperative, for a maximum of 5 flights.


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A - 1 O Any in excess of one non-cockpit emergency exit may be inoperative. One or more functions of this remaining emergency exit may be inoperative for a maximum of 10 calendar days provided: (a) A specific evacuation procedure is established, (b) Only flight crew members (Including NAA or Operator Inspector(s)) essential for the flight are on board, (c) Its external opening mechanism is operative, (d) Its internal opening mechanism is operative, Note: Reference may be made to UK CAA FODCOM 8/99 for guidance relating to passenger number reduction. (e) Its escape slide or its escape slide-raft is operative unless an approved alternate means of escape is available, and an appropriate raft (If required) is available, (f) Its associated exit marking or locator sign and its associated floor proximity exit identifier and its associated exit interior emergency lighting and its exit exterior emergency lighting (For night operations) are operative, unless an operative torch is available for each flight crew member, and (g) Flight crew members are to review the evacuation procedure before each flight.

A - 0 O All non-cockpit emergency exits may be inoperative for a maximum of 3 flights provided: (a) Specific procedures are established to enter/evacuate the aeroplane, (b) An appropriate raft (if required) is available, (c) Only flight crew members (Including NAA or Operator’s Inspector(s)) essential for the flight are on board, and (d) Flight crew members are to review the evacuation procedure before each flight.

52-51 Flight Compartment Door (CAR-OPS 1.735) (If installed)

See item 52-51 for Reinforced Flight Deck Door.

52-51 Reinforced Flight Deck Door (CAR-OPS 1.1255)

(1) Automatic Locking System A 1 0 M O May be inoperative for a maximum of 4 flights provided: (a) Automatic locking system is deactivated, and (b) Alternate procedures are established and used for locking and unlocking the door, using deadbolts or supplementary restraint systems.


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B 1 0 M O May be inoperative provided: (a) Automatic locking system is deactivated, and no other locking system is used, and (b) Alternate procedures are established and used for access to the flight deck.

(2) Lock Control Selector / Switch C - 1 Any system in excess of one may be inoperative. (3) LOCK / DENY Function B - 0 M O May be inoperative provided:

(a) Flight deck access device [keypad or pushbutton] is deactivated, (b) Automatic locking system is verified to operate normally, and (c) Alternate procedures are established and used to lock the door, and for access to the flight deck. Note: These dispatch conditions only apply to operations to and from countries which require secured doors.

(4) UNLOCK Function C 1 0 M O May be inoperative provided: (a) Automatic locking system is verified to operate normally, and (b) Alternate procedures are established and used to lock the door.

(5) NORM / AUTO Function B 1 0 M O May be inoperative provided: (a) Flight deck access device [keypad or pushbutton] is deactivated, (b) Automatic locking system is verified to operate normally, and (c) Alternate procedures are established and used for access to the flight deck.

- 1 0 Refer to item associated with the automatic locking system – see part (1).

(6) Door Release Mechanism / Door Strike (if installed)

D 3 2 One may be inoperative.

- 3 - Refer to item associated with the automatic locking system – see part (1).

(7) Flight Deck Access Devices [Keypad / Pushbutton]

C 1 0 M O May be inoperative provided: (a) Flight deck access device is deactivated, and (b) Alternate procedures are established and used for access to the flight deck.

(8) LEDs on keypad or control panel

C - 0 O May be inoperative provided alternate procedures are established and used for access to the flight deck.

(9) Door Lock FAIL / FAULT Light C 1 0 May be inoperative provided the automatic lock controls are verified to operate normally.


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(10) Door Lock AUTO UNLK / OPEN Light

C 1 0 May be inoperative provided: (a) Automatic lock controls are verified to operate normally, and (b) Door chime or buzzer operates normally.

(11) Buzzer / Chime C 1 0 M O May be inoperative provided: (a) Flight deck access device [keypad or pushbutton] is deactivated, and (b) Alternate procedures are established and used for access to the flight deck.

(12) Supplementary Restraint Systems / Deadbolt (if installed)

D 1 0 Note: For MEL relief on flight deck door surveillance systems, please refer to Section 5 - Additional MEL Policy.


CAR OPS 3 HELICOPTER MEL MEL ALLEVIATION FOR JAR-OPS 3 SUBPART K & L

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ATA Chapter: 10 Parking, Mooring, Storage and Return to Service

10-20 Equipment for making Sound Signals (CAR-OPS 3.840)

D - - M Any in excess of those required may be missing or inoperative provided the inoperative equipment is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit.

10-20 Sea Anchor (CAR-OPS 3.840) D - - Any in excess of those required may be missing or inoperative.

ATA Chapter: 22 Autoflight 22-10 Autopilot (CAR-OPS 3.655)

(1) Single Pilot Operations C - 0 One or more may be inoperative provided the flight is conducted under day VMC.

D - 1 Any in excess of one may be inoperative ATA Chapter: 23 Communications 23-10 Headset (CAR-OPS 3.647) D - - Any in excess of one headset (including boom microphone) for

each required crew member on flight deck duty may be inoperative or missing.

23-10 Audio Selector Panel (CAR-OPS 3.855)

D - - Any in excess of one for each required crew member on flight deck duty may be inoperative.

D - - Any in excess of those required for the intended route may be inoperative provided the flight is conducted under VFR.

(1) Press To Transmit (PTT) Switches

B - - M Any in excess of one for each required flight crew member may be inoperative provided the affected switch is either verified failed open or is deactivated. Note: Operators of Helicopter Emergency Medical Service (HEMS) or helicopters employing rescue equipment (i.e. winches etc.) may need to consider whether additional crew members (not situated within the flight deck) are included within their MEL alleviation.


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23-12 Radio Communications Systems (VHF / HF / UHF / FM) (CAR-OPS 3.860/865)

C - 1 Any in excess of one, and not powered by an emergency bus, may be inoperative provided flights are conducted under VFR over routes navigated by reference to visual landmarks..

A - 1 O Any in excess of one of the two required Radio Communication Systems not powered by the emergency bus may be inoperative provided: (a) The helicopter has not made more than one flight since the item was last serviceable, and (b) The commander has satisfied himself that, taking into account the latest information available as to the route/are and heliport to be used (including any planned diversion) and the weather conditions likely to be encountered, the flight can be made safely and in accordance with any relevant requirements of the appropriate air traffic control unit.

(a) Frequency Transfer Light C - 0 One or more may be inoperative. (b) Frequency Transfer Switch C - 0 One or more may be inoperative. (c) Frequency Selector Knob C - 1 Any in excess of one may be inoperative. (d) Frequency Indication C - 1 Any in excess of one may be inoperative.

23-30 Public Address System (PA) (CAR-OPS 3.695)

(1) Passenger Configuration B - 0 O May be inoperative provided: (a) Alternate normal and emergency procedures and/or operating restrictions are established and used, and (b) Flight crew compartment /cabin interphone system (including chime system) is operative.

(2) Cargo Configuration D - 0 O May be inoperative provided alternate normal and emergency procedures and/or operating restrictions are established and used.

23-40 Flight Crew Interphone System (CAR-OPS 3.685) (Flight Deck Intercommunication)

D - -

Any system in excess of those required may be inoperative.

23-40 Crew Member Interphone System (CAR-OPS 3.690)

(1) Cabin / Service Interphone System (Flight Crew to Cabin / Ground, Cabin / Ground to Flight Crew, Cabin to Cabin)

C - 0 O May be inoperative provided: (a) Alternate normal and emergency procedures are established and used, and (b) The PA system is operative.

(2) Alerting System C - - Visual signal may be inoperative on the flight deck.


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C - -

Both visual and aural signals may be inoperative in the cabin provided PA system is operative from the flight deck. Note: Any station that is operative may be used.

(3) Handsets C - - Handsets at non required stations may be inoperative. C - - O One handset may be inoperative provided alternate procedures

are established and used to compensate for the loss of PA and interphone function at the affected station.

23-71 Cockpit Voice Recorder (CVR) (CAR-OPS 3.700/705) (Where required)

A 1 0 May be inoperative provided: (a) The helicopter does not exceed 8 further consecutive flights with the CVR inoperative, (b) A maximum of 72 hours have elapsed since the CVR was found to be inoperative, and (c) Any Flight Data Recorder required to be carried is operative. Note 1: Any handset in excess of that required at each station may be inoperative. Note 2: This alleviation is not applicable to combined CVR/FDRs. For those combined systems, refer to item 31-31

ATA Chapter: 25 Equipment / Furnishings

25-11 Flight Crew Seats (CAR-OPS 3.730)

(1) Power Adjustments (If installed)

D - 0 May be inoperative for each flight crew member.

(2) Manual Adjustments (If installed)

(a) Horizontal Adjustments - - - Must be operative for each flight crew member’s seat. (b) Vertical and Recline

Adjustments B - 0 One or more may be inoperative provided the associated power

adjustment of the affected flight crew member seat is operative.

B - 0 M One or more may be inoperative provided the associated seat is secured or locked in a position acceptable to the flight crew member.

(c) Other Adjustments C - 0 M One or more may be inoperative provided the associated seat is secured in a position acceptable to the flight crew member.


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25-11 Supernumerary Seats (CAR-OPS 3.370) (Observer Seats)

D - 0 One or more may be inoperative provided the seat is not required and is correctly stowed. Note: If an inoperative armrest will hinder an emergency evacuation or any other flight duties it should be removed.

25-21 Cabin Crew Seats (where required) (CAR-OPS 3.730)

C - - M O One seat or seat assembly may be inoperative provided: (a) Inoperative seat or seat assembly is not occupied, (b) Cabin crew displaced by inoperative seat occupies the passenger seat most accessible to his or her assigned exits, (c) Alternate procedures are established and used for displaced cabin crew, (d) Folding type seat is stowed or secured in the retracted position, and (e) Passenger seat assigned to cabin crew are placarded “FOR CABIN CREW USE ONLY”.

25-21 Passenger Seats (CAR-OPS 3.730)

D - - M One or more may be inoperative secured in the upright position.

D - - M One or more may be inoperative provided the inoperative seat: (a) Does not block an emergency exit, (b) Does not restrict any passenger from access to the main aircraft aisle, and (c) Is blocked and placarded “DO NOT OCCUPY”. Note 1: A seat with an inoperative or missing seat belt or harness is considered inoperative Note 2: This requirement does not preclude use of passenger seats by cabin crew members carried in excess of the required cabin crew complement.

25-60 Torches (CAR-OPS 3.640) (Cockpit/Cabin)

C - -

One or more may be inoperative provided each required crew member assigned to affected position has an operative torch.

25-60 Megaphones (CAR-OPS 3.810)

(1) Passenger Configuration D - - M

Any in excess of those required may be inoperative or missing provided: (a) The inoperative megaphone is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit, and (b) Required distribution of operative megaphones is maintained.

(2) Cargo Configuration D - 0 May be inoperative.


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25-60 Automatic Deployable ELT (ADELT) (CAR-OPS 3.820) Automatically Deployable Emergency Locator Transmitter (ADELT) (Where required)

(1) Flights overland and overwater flights not beyond 10 minutes flying time from land at normal cruise speed

C - -

May be inoperative.

(2) Overwater flights beyond 10 minutes flying time from land at normal cruise speed

A - -

May be inoperative provided: (a) The helicopter shall not fly for more than 6 flight hours after the ADELT was found to be inoperative, and (b) A maximum of 24 hours have elapsed since the ADELT was found to be inoperative.

25-60 Life-rafts and Survival ELT(S) (CAR-OPS 3.830) for Extended Overwater Flights


25-60 Survival Equipment (CAR-OPS 3.835)


25-60 Emergency Flotation Equipment (CAR-OPS 3.843)

(1) Helicopters in Performance Class 1

D - 0 May be inoperative for flights overland.

C - 0 May be inoperative for flights overwater which are at a distance which is less than 10 minutes flying time from land, at normal cruise speed.


(a) En-route D - 0 May be inoperative for flights overland. C - 0 May be inoperative for flights overwater which are at a distance

which is less than 10 minutes flying time from land, at normal cruise speed.

(b) Take-off & Landing overwater

- - 1 Must be operative.


(a) En-route D - 0 May be inoperative for flights overland.


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(b) Take-off & Landing overwater

- - 1 Must be operative.

25-62 First Aid Kit (CAR-OPS 3.745) A - - May be incomplete for 1 calendar day.

D - 1 Any in excess of one may be incomplete or missing. 25-63 Emergency Locator

Transmitter (ELT) (CAR-OPS 3.820)

A - 0 May be inoperative provided: (a) The helicopter shall not fly for more than 6 hours after the ELT was found to be inoperative, and (b) A maximum of 24 hours have elapsed since the ELT was found to be inoperative.

25-64 Lifejackets (CAR-OPS 3.825) D - - M Any in excess of those required may be missing or inoperative, provided: (a) Inoperative lifejacket is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit, and (b) Required distribution of serviceable lifejackets is maintained.

ATA Chapter: 26 Fire Protection 26-24 Hand Fire Extinguishers

(CAR-OPS 3.790) D - - M Any in excess of those required may be inoperative or missing

provided: (a) The inoperative fire extinguisher is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit, and (b) Required distribution is maintained.

ATA Chapter: 30 Ice and Rain Protection

30-31 Pitot Heating Systems (CAR-OPS 3.650/652)

D - 2 Any in excess of two may be inoperative.

(1) Day VFR operations C - 0 One or more may be inoperative provided the helicopter is not operated at any time in known or forecast conditions of visible moisture or precipitation, when the OAT is less than +5°C.

(2) IFR or Night operations C - 1 M O Any in excess of one may be inoperative provided: (a) The remaining pitot heater is verified to be operative prior to each flight, (b) The pitot heat failure indication (if installed) for the remaining pitot heater is verified to be operative prior to each flight, (c) Flight is conducted under VMC with the surface in sight, and (d) The helicopter is not operated at any time in known or forecast conditions of visible moisture or precipitation, when the OAT is less than +5°C.


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30-31 Pitot Heater Failure Indication System (CAR-OPS 3.650/652)

(1) Day VFR operations D - 0 May be inoperative. (2) IFR or Night Operations C - 1 M O Any in excess of one may be inoperative provided:

(a) The associated pitot heater is verified to be operative prior to each flight, (b) Flight is conducted under VMC with the surface in sight, and (c) The helicopter is not operated at any time in known or forecast conditions of visible moisture or precipitation, when the OAT is less than +5°C.

30-31 Static Port Heaters (CAR-OPS 3.675) (where required)

(1) Day VFR operations D - 0 One or more may be inoperative provided the helicopter is not operated at any time in known or forecast conditions of visible moisture or precipitation, when the OAT is less than +5°C.

(2) IFR or Night operations B - 1 M O Any in excess of one static port heater may be inoperative provided: (a) Flight is conducted under VMC with the surface in sight, (b) The helicopter is not operated at any time in known or forecast conditions of visible moisture or precipitation, when the OAT is less than +5°C, and (c) The remaining static port heating system and all connected flight instruments are verified to be operative prior to each flight.

30-42 Windshield Wipers (CAR-OPS 3.675)

C - - One or more may be inoperative provided the aircraft is not operated in known or forecast precipitation that requires their use.

30-80 Ice Detection System (CAR-OPS 3.675)

D - 0 O May be inoperative provided operations are not conducted into known or forecast conditions of visible moisture or precipitation, when the OAT is less than +5°C.

D - 0 O May be inoperative provided alternate procedures are established and used to monitor for the presence of ice.


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ATA Chapter: 31 Indicating / Recording Systems

31-21 Clocks (CAR-OPS 3.650/652)

C - 0 May be inoperative provided an accurate timepiece is operative on the flight deck indicating the time in hours, minutes and seconds.

31-31 Flight Data Recorder (FDR) (CAR-OPS 3.715 / 3.720) (where required)

A 1 0 May be inoperative provided: (a) The helicopter does not exceed 8 further consecutive flights with the FDR inoperative, (b) A maximum of 72 hours have elapsed since the FDR was found to be inoperative, and (c) Any Cockpit Voice Recorder required to be carried is operative. Note 1: The above is applicable only to those aircraft where the clock has no implication on other equipment e.g. FDR, otherwise the effects on such other systems must be considered. Note 2: On the basis that the timepiece required does not need to be approved, an accurate pilot’s wristwatch which indicates hours, minutes and seconds, would be acceptable. Note 3: This alleviation is not applicable to combined CVR / FDRs. For those combined systems, refer to item 31-31.

31-31 Combination Recorder (CAR-OPS 3.715 / 3.720) (where required)

A 1 0 If one combination recorder is installed, the flight data recorder or the cockpit voice recorder function may be inoperative provided: (a) The other function, where required, is operative, (b) The helicopter does not exceed 8 further flights with the inoperative function, and (c) A maximum of 72 hours have elapsed since the inoperative function was found. Note 1: The flight data recorder is considered to be inoperative when any of the following conditions exist: (i) Loss of the flight recording function is evident to the flight crew during the pre-flight check e.g. by means of a system status monitor, or (ii) The need for maintenance has been identified by the system monitors, where available, with the setting of an indicator and the cause of that setting has not been determined, or (iii) Analyses of recorded data or maintenance actions have shown that more than 5% of the total number of individual parameters (variable and discrete) required to be recorded for the particular aircraft, are not being recorded properly. Note 2: Where improper recording affects 5% of the parameters or less, timely corrective action will need to be taken by the aeroplane operator in accordance with approved maintenance procedures.


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A 2 1 If two combination recorders are installed, one may be inoperative provided: (a) The other combination recorder is operative, and (b) A maximum of 10 days elapsed since the combination recorder was found to be inoperative. Note 1: A combination recorder is a single flight recorder that combines the functions of two or more accident recording functions in a single, crash protected box. Note 2: The flight data recorder is considered to be inoperative when any of the following conditions exist: (i) Loss of the flight recording functions is evident to the flight crew during the pre-flight check e.g. by means of a system status monitor, or (ii) The need for maintenance has been identified by the system monitors, where available, with the setting of an indicator and the cause of that setting has not been determined, or (iii) Analyses of recorded data or maintenance actions have shown that more than 5% of the total number of individual parameters (variable and discrete) required to be recorded for the particular aircraft, are not being recorded properly. Note 3: Where improper recording affects 5% of the parameters or less, timely corrective action will need to be taken by the aeroplane operator in accordance with approved maintenance procedures.

ATA Chapter: 33 Lights 33-10 Flight Deck Lighting (CAR-


C - - O Individual lights may be inoperative provided: (a) Sufficient lighting is operative to make each required instrument, control, and other device for which it is provided easily readable, (b) Sufficient flight deck emergency lighting is operative, and (c) Lighting configuration at dispatch is acceptable to the flight crew.

C - - Co-pilot’s station instrument lights may be inoperative for single pilot operations, provided no co-pilot’s station instrument is required to be used by the pilot.

33-20 Passenger Compartment Lighting (CAR-OPS 3.640)

D - 0 May be inoperative for daylight operations.

D - 0 May be inoperative provided passengers are not carried.


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C - - Individual lights may be inoperative provided: (a) Inoperative lights do not exceed 50% of the total installed, (b) Inoperative lights are not part of the cabin emergency lighting, and (c) Lighting is acceptable for the crew located in the cabin to perform their required duties.

33-20 Cabin Signs (CAR-OPS 3.731) (Fasten Seat Belt & No Smoking Signs)

C - - M O One or more may be inoperative and the affected passenger seat(s), cabin attendant seat(s) or lavatories may be occupied provided: (a) The PA system is operative and can be clearly heard throughout the cabin during flight, and (b) A procedure is used to notify passengers when the seat belts must be fastened and smoking is prohibited.

C - - May be inoperative provided passengers are not carried. C - - M O One or more may be inoperative provided no passenger seat,

crew member seat or lavatory is occupied from which a ‘No Smoking/Fasten Seat Belt’ sign is not readily legible.

33-40 Lights for Helicopters equipped for amphibious operations (CAR-OPS 3.640)

- - - As required by applicable international regulations.

33-41 Navigation/Position Lights (CAR-OPS 3.640)


C - - Any in excess of those required may be inoperative for night operations.

A - - O One or more may be inoperative for a single night flight when departing from an offshore or remote installation provided: (a) The appropriate ATC unit has been informed before departure, (b) The anti-collision light system is operative, and (c) The landing light system is operative.

33-42 Anti-Collision Light Systems (CAR-OPS 3.640)

(1) Anti-Collision Light (Beacon or Strobe Type)

(a) Daylight operations B - 0 O One or more may be inoperative. C - 1 Any in excess of one may be inoperative.

(b) Night operations C - 1 Any in excess of one may be inoperative. (c) Offshore and remote

operations A - 0 O One or more may be inoperative for a single night flight when

departing from an offshore or remote installation provided: (a) The appropriate ATC unit has been informed before


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departure, (b) The navigation light system is operative, and (c) The landing light system is operative.

(2) White Strobe Light (if installed) C - 0 One or more may be inoperative. 33-44 Landing Lights (CAR-


C - 1 Any in excess of one adjustable landing light may be inoperative for night operations. Note: If the red anti-collision light (if installed) is inoperative, alternate procedures are established and used when the aircraft is on the ground with the engine(s) running and/or rotors turning.


(1) Cabin Emergency Lighting System (Where required)

- - - May be inoperative provided in accordance with arrangements agreed with the National Authority.

(2) EXIS Lighting (If installed) B - 0 May be inoperative overland, or for overwater operations within 10 minutes flying time of land.

(a) EXIS 1 Standard Length (24 LEDs)

B - 0 A maximum of 3 LEDs may be inoperative with no more than 2 adjacent inoperative LED’s.

(b) EXIS 1 Half Length (12 LEDs)

B - 0 A maximum of 1 LED may be inoperative.

(c) EXIS 1 One Third Length (8 LEDs)

B - 0 A maximum of 1 LED may be inoperative.

(d) EXIS II B - 0 A maximum of 2 LEDs per corner strip, one in each arm, may be inoperative.

(e) EXIS III B - 0 A maximum of 4 LEDs per light assembly may be inoperative no more than 1 LED is inoperative per band along any side.

(3) Helicopter Emergency Egress Lighting System (HEELS) (If installed)

B - 0 May be inoperative over land or for over-water operations within 10 minutes flying time of land.

A - - One element on each side of the passenger compartment and/or cockpit may be inoperative for a maximum of 3 calendar days.


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ATA Chapter: 34 Navigation 34-10 Airspeed Indicators (CAR-

OPS 3.650/652)

(1) Single pilot operations D - 1 Any in excess of one may be inoperative provided the operative airspeed indicator is on the handling pilot’s side.

(2) Two pilot operations D - 2 Any in excess of two may be inoperative provided operative airspeed indicators are at each pilot’s station.

B - 1 Any in excess of one may be inoperative provided: (a) The operative airspeed indicator is on the handling pilot’s side, and (b) Flight is conducted by day under VFR over routes navigated by reference to visual landmarks.

(3) Helicopters equipped with EFIS displays

(a) Standby airspeed indicator B - 0 May be inoperative provided: (a) Both the commander’s and co-pilot’s airspeed indicator systems are operative, and (b) Flight is conducted by day under VFR over routes navigated by reference to visual landmarks.

34-10 OAT Indicator (CAR-OPS 3.650/652)

C - 0 May be inoperative provided another air temperature indication is operative that is convertible to OAT. Note: For helicopters with EFIS type displays, the airspeed display (tape) must be operative.

34-10 Altimeters (CAR-OPS 3.650/652)

(1) Day VFR operations C - 1 Any in excess of one may be inoperative provided: (a) Flight is conducted over routes navigated by reference to visual landmarks, and (b) The operative altimeter is on the handling pilot's side.

(2) IFR or Night operations C - 1 Any in excess of one may be inoperative provided: (a) Flight is conducted over routes navigated by reference to visual landmarks, (b) The radio altimeter (where required) is operative, and (c) The operative altimeter is on the handling pilot’s side.

34-10 Slip Indicator (CAR-OPS 3.650/652)

(1) Single pilot operations B - 0 May be inoperative when flight is conducted under VFR over routes navigated by reference to visual landmarks.


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(2) Two pilot operations C - 1 Any in excess of one may be inoperative provided the operative slip indicator is on the handling pilot's side.

B - 0 May be inoperative when flight is conducted under VFR over routes navigated by reference to visual landmarks. Note: For helicopters with EFIS type displays, the altimeter display (tape) must be operative.

34-10 Vertical Speed Indicator (CAR-OPS 3.650/652)

(1) Single Pilot Operations C - 1 Any in excess of one may be inoperative provided the operative VSI is on the handling pilot's side.

B - 0 May be inoperative provided the flight is conducted by day under VFR over routes navigated by reference to visual landmarks.

(2) Two Pilot Operations C - 1 Any in excess of one may be inoperative provided the operative VSI is on the handling pilot's side.

B - 0 May be inoperative provided the flight is conducted by day under VFR over routes navigated by reference to visual landmarks.

34-15 Radio Altimeter with an Audio Voice Warning (CAR-OPS 3.660) (or other means acceptable to the Authority) (Where required)

A - 0 O May be inoperative provided: (a) No more than 6 hours shall be flown over water since the radio altimeter was found to be inoperative, (b) A maximum of 24 hours have elapsed since the radio altimeter was found to be inoperative, (c) The aircraft shall not fly overwater at an altitude of less than 500 feet except for take-off and landing, and (d) The helicopter shall not descend below 500 feet on approach to landing overwater unless the landing site is clearly visible to the pilot.

34-20 Attitude Indicators (CAR-OPS 3.650/652)

(1) Day VFR operations (a) Aircraft > 3175 kg MCTOM

or for operations over water (out of sight of land or with visibility < 1500 meters)

(i) Single Pilot Operations D - 1 Any in excess of one may be inoperative provided the operative attitude indicator is on the commander’s side.

(ii) Two Pilot Operations D - 2 Any in excess of two may be inoperative provided operative attitude indicators are at each pilot’s station.


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B - 1 One may be inoperative provided flight is conducted under day VFR with a visual horizon.

(iii) Standby Attitude Indicator

C - 0 May be inoperative provided all other required attitude indicators are operative.

(2) IFR or Night Operations (a) Single Pilot Operations B - 1 Any in excess of one may be inoperative. (b) Two Pilot Operations B - 1 Any in excess of one may be inoperative provided the operative

attitude indicator is on the handling pilot’s side.

(c) Standby Attitude Indicator B - 1 Any in excess of one may be inoperative. 34-20 Stabilised Direction Indicators

(CAR-OPS 3.650/652)

(1) Day VFR Operations (a) Aircraft > 3175 kg MCTOM

or for Over Water Operations (out of sight of land or with visibility < 1500 meters)

D

- 1

Any in excess of one may be inoperative provided the operative stabilised direction indicator is on the handling pilot’s side.

A - 0 May be inoperative provided: (a) The standby magnetic compass is operative, (b) Flight is conducted overland under day VFR over routes navigated by reference to visual landmarks, and (c) The helicopter may depart on a flight or series of flights for the purpose of returning to a base where repairs or replacements can be made.

(2) IFR or Night Operations (a) Two Pilot Operations C - 1 Any in excess of one may be inoperative provided:

(a) The operative stabilised direction indicator is on the handling pilot’s side, and (b) The standby magnetic compass is operative.

34-23 Standby Magnetic Compass (CAR-OPS 3.650/652)

B - 0 May be inoperative provided: (a) Flight is conducted by day under VFR over routes navigated by reference to visual landmarks, and (b) When operationally required, the helicopter’s main Magnetic Direction Indicator System is operative.


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34-41 Weather Radar System(s) (CAR-OPS 3.670(a)) (Antenna(s), XCVR(s), Controller(s), Display(s))

D - 1 Any system in excess of one may be inoperative provided procedures do not require use of inoperative systems.

C - 0 May be inoperative provided the weather reports or forecasts available to the commander indicate that cumulo-nimbus clouds or other potentially hazardous weather conditions, which could be detected by the system when in working order, are unlikely to be encountered on the intended route and not required under CAR 3.295 with regard to coastal heliports or offshore alternates.

34-50 Navigation Equipment (CAR-OPS 3.865)

A - - O No more than one of the navigation equipment systems carried in accordance with the requirements of CAR-OPS 3.865, may be inoperative provided: (a) The helicopter has not made more than one flight since the item was last serviceable, and (b) The commander has satisfied himself that, taking into account the latest information available as to the route/area and heliport to be used (including any planned diversion) and the weather conditions likely to be encountered, the flight can be made safely and in accordance with any relevant requirements of the appropriate air traffic control unit.

D - - Any in excess of those required may be inoperative. 34-54 SSR Transponder (CAR-

OPS 3.860/865) A - 0 O May be inoperative provided agreement can be obtained from all

ATC authorities along the route or any planned diversion, to a place where repairs can be made.

D - - Any in excess of those required for the route to be flown may be inoperative.

ATA Chapter: 35 Oxygen 35-00 Oxygen Systems-Non-

Pressurised Aircraft (CAR-OPS 3.775) (Where required)

(1) Flight Deck C - - One or more may be inoperative provided the aircraft is not operated above a pressure altitude of 10,000 ft.

(2) Cabin Compartment C - - Any in excess of those required may be inoperative. C - - One or more may be inoperative provided the aircraft is not

operated above a pressure altitude of 10,000 ft.


ADDITIONAL MEL POLICY ADDITIONAL MEL POLICY

ATA Chapter: 22 Autoflight

22-10 Flight Director (Additional MEL)

C - - O One or more may be inoperative provided: (a) Applicable operating minima do not require their use, and (b) The navigation specifications of the route to be flown do not require their use.

22-71 Navigation Database(s) (Additional MEL)

Note: Database(s) which is/are out of date is/are considered to be inoperative

C - 0 O One or more may be inoperative for the intended route where conventional (non-RNAV) navigation is sufficient, provided: (a) Current aeronautical information (e.g. charts) is available for the entire route and for the aerodromes to be used, and (b) Navigation database information is disregarded.

C - 1 Any in excess of one may be inoperative provided: (a) The operative database must be up to date for routes, departures, arrival and approach procedures that require the use of navigation Database for RNAV, and (b) This up to date Database is readily available to the flight crew member(s) responsible for navigation.

A - 0 O One or more may be out of date for a maximum of 10 calendar days provided: (a) Area Navigation (RNAV) departure, arrival and approach procedures do not depend on the data amended in the current database cycle, (b) Before each flight, current aeronautical information is used to verify the database Navigation Fixes, the coordinates, frequencies, status (as applicable) and suitability of Navigation Facilities required for the intended route, and (c) Radio navigation aids, which are required to be flown for departure, arrival and approach procedures and which have been amended in the current database cycle, are manually tuned and identified.


A - 0 O One or more may be out of date for a maximum of 10 calendar days provided: (a) Conventional (Non-RNAV) departure, arrival and approach procedures, when available, or ANSP assistance are used as an alternative to RNAV procedures which have been amended in the current database cycle, (b) Before each flight, current aeronautical information is used to verify the database Navigation Fixes, the coordinates, frequencies, status (as applicable) and suitability of Navigation Facilities required for the intended route, and (c) Radio navigation aids, which are required to be flown for departure, arrival and approach procedures and which have been amended in the current database cycle, are manually tuned and identified.

ATA Chapter: 23 Communications 23-30 Datalink (Additional MEL) C - 0 O May be inoperative provided alternate procedures are

established and used.

D - 0 May be inoperative provided procedures do not require its use. 23-70 Flight Deck Door Surveillance

System (Additional MEL) (e.g. CCTV) (if installed)

D - 0 O May be inoperative.

ATA Chapter: 34 Navigation 34-41 Windshear Detection / Warning

System (Additional MEL)

(1) Predictive D - 0 May be inoperative. (2) Reactive D - 0 O May be inoperative provided alternate procedures are

established and used.

34-58 Global Positioning System (GPS) (Additional MEL)

C - 0 O One or more may be inoperative provided alternate procedures are established and used.

D - 0 O One or more may be inoperative provided procedures do not require its use. Note: If GPS is used as a Long Range Navigation System, refer to item 34-50 in Section 3 of this TGL.

ATA Chapter: 46 Information Systems

46-20 Electronic Flight Bag (EFB) Systems (CAR-OPS 1.135(b)/1.1040(m))

For further guidance relating to EFB, please refer to JAA Administrative & Guidance Material Section Four: Part Three: Temporary Guidance Leaflet No. 36.

(1) Class 1, 2 & 3 EFB The purpose of this entry is not to require inclusion of Class 1 & 2 EFBs in an operator’s MEL, but it is one means of controlling inoperative EFB equipment. Other means may also be agreed with the NAA.

C - 0 M O May be inoperative provided alternate procedures are established and used where operating procedures are dependant upon the use of the affected EFB. Note: Any EFB function which operates normally may be used.

(2) Class 2 EFB


(a) Mounting Device C - 1 M O Any in excess of one may be inoperative provided the affected EFB is secured by an alternative means.

C - 0 M O May be inoperative provided: (a) The associated EFB is used in accordance with Class 1 EFB stowage criteria, and (b) Alternate procedures are established and used where operating procedures are dependant upon the use of the affected EFB

(b) Data Connectivity C - 1 M O Any in excess of one may be inoperative provided an alternative means of data connectivity is used.

C - 0 M O May be inoperative provided alternate procedures are established and used where operating procedures are dependant upon the use of the affected EFB.

(3) Power Connection for Class 1 and Class 2 EFB

C - 1 M O Any in excess of one may be inoperative provided an alternative power source is available and can be used for the planned duration of use of the affected EFB.

C - 0 M O May be inoperative provided alternate procedures are established and used. Note: Any EFB function which operates normally may be used.

MMEL / MEL POLICY AND PROCEDURES MANUAL ADVISORY …

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