4. Why an MEL?
The MEL is designed to provide operators with the
authority to operate the aircraft with certain items or
components inoperative, provided the Administrator finds
an equivalent level of safety maintained by appropriate
operating limitations, by transfer of the function to
another operating component, or by reference to other
instruments or components providing the required
information.
Thus, the MEL allows deviation from the Type Certificate
requirement that every airworthiness item of equipment
installed in an aircraft must be operative. This becomes
a tool and resource to increase the productivity of the
aircraft with no compromise to safety.
5. Who is Responsible?
Kellogg Company is responsible as a Part
91 operator for preparing, gaining
authorization, implicating and complying
with MEL procedures.
6. Pilots Responsibility
The PIC is directly responsible for the
operation of the aircraft and is the final
authority to continued operations. It’s he or
she that ultimately must insure that
inoperative equipment is less than or
equal to but not more than what is allowed
for in the MEL.
7. Pilots cont.
Pilots are responsible for discovery,
documentation, and return to service for all “O”
(operations) type MEL items. They can also
perform “M” (maintenance) procedures only for
items they are authorized to accomplish. A
good rule of thumb is any item that requires
specialized skill or test equipment would
require maintenance to perform the procedure.
8. Pilots “M” Special Information
All persons that are trained by qualified
maintenance personnel may perform MEL “M”
Maintenance in accordance with company
policy.
These crewmembers shall be listed in the MEL
(M) Maintenance Qualification Record (See §
21).
This record contains: Flight crewmember's
name, date, MEL item or system qualifications,
authorized maintenance personnel signature,
certificate type, and number.
9. Pilots cont.
Before operating an aircraft with an inoperative item
Pilots shall:
Determine that the inoperative item is an MEL authorized
inoperative item.
Determine that the inoperative item or combination of
items will not affect safety of flight.
Determine that any required alternate equipment is
operative.
Review the aircraft maintenance record to assure that
the proper write ups and sign offs have been
accomplished.
10. Pilots cont.
Notify the Director of Maintenance or his delegate at the earliest
opportunity of any inoperative item. This notification will allow he or
she to program and initiate procedures to assure timely corrective
action is accomplished.
Discovery of inoperative items can happen at any time. Pre-flights
post flights and in route. Items discovered inoperative or considered
inoperative enough to be unreliable must be determined airworthy
and in compliance with the MEL before the next take off may occur.
Careful consideration should be given to in route failures to ensure
AFM procedures are followed. Also multiple leg flights may want to
consider alternate destinations with more resources where aircraft
repairs can be made. Since not every piece of equipment or system
is on the MEL if it cannot be determined to be nonessential, it’s
necessary that the equipment be in place and operative.
11. DOM
The Director of Maintenance shall review the status of
each MEL or NEF item which has been approved to
continue operations under the terms of the MEL and
NEF and shall schedule repair as specified by the MEL
program.
Prior to adding any item(s) to the NEF program. The
Director of Maintenance will determine any maintenance
(M) or Operation (O) procedures that are required for
new NEF item(s). Direct contact with the operations
department (Pilots) may be required via phone call or
personal meeting to discuss the applied (M) or (O)
procedures.
12. DOM (continued)
Management of the MEL, NEF program,
1) Determining NEF items,
2) Maintaining the NEF List,
3) MEL, NEF training of maintenance
personnel,
4) Coordination of flight crew,
maintenance and operations personnel
when required for MEL or NEF program.
13. Technicians
Discover Discrepancies
Perform “M” Procedures outlined in the MEL PM
section that requires specialized skill or test
equipment.
Deactivation or removal of inoperative
instruments or equipment.
Perform Documentation
Work as a delegate of the DOM.
Repair or replace inoperative equipment or
instruments.
Return Aircraft to Service.
14. DOA:
The Director of Operations is responsible
for training crew members on the use of
the NEF program.
16. Authorization of Aircraft
For part 91 operators seeking MEL authorization, the
FSDO will assign a Flight Standards inspector to advise
the applicant about regulatory requirements pertinent to
using an MEL.
The Flight Standards District Office (FSDO) issues a
letter of authorization (LOA) to an operator when the
FSDO authorizes an operator to operate under the
provisions of an MEL. Together, the LOA, the
procedures document, and the MMEL constitute a
supplemental type certificate (STC). The operator must
carry the STC in the aircraft during its operation.
17. Letter of Authorization
The LOA is located in Aircraft Documents Folder
A letter of authorization for an aircraft is issued to the
aircraft operator by the FAA. This letter will be cosigned
by the operator.
The letters of authorization are issued without expiration
dates and remain valid until voluntarily surrendered by
the operator, the operator ceases to be the owner or
Operator of the aircraft, or the FAA suspends or revokes
the authorization for cause. In any case, should it
become invalid, it must be returned to the holding FSDO
within 10 calendar days.
Should an operator's principal base of operations
(address) change, the letter remains valid. However,
The operator must notify both the FSDO of the area
moved from and the FSDO of the area moved to in
writing within 10 calendar days of the change.
18. Authorization (continued)
When operators add or delete aircraft of
the same type from their fleet, they must
also notify the FSDO having oversight
within 10 calendar-days following the
change. The FSDO will reissue the LOA
containing the new information. Again,
both the operator and the inspector must
sign the new LOA.
19. Regulatory Requirements
Except as provided in Section 91.30(d) or
[NEW Section 91.213(d)], or under the
provisions of an approved MMEL, all
equipment installed on an aircraft in
compliance with the airworthiness
standards or operating rules must be
operative.
20. Master Minimum Equipment List
An MMEL contains a list of items of
equipment and instruments that may be
inoperative on a specific type of aircraft.
Example Falcon 900B.
21. Minimum Equipment List
The MEL is the specific inoperative equipment
document for a particular make, model aircraft
by serial and registration number and only to the
operator who received the authorization. The
FAA considers the MEL as an STC. As such, the
MEL permits operation of the aircraft under
specified conditions with certain equipment
inoperative. A part 91 MEL consists of the
MMEL for a particular type aircraft, the preamble
for part 91 operations, the procedures
document.
22. Note:
An MEL is a precise listing of instruments and
equipment and procedures that allow an aircraft
to be operated under specific conditions with
inoperative equipment. The MMEL, as part of
the MEL, by nature does not cover equipment
installed or modified under other STC’s or field
approvals. Any STC or other major modification
may make the MMEL for a particular modified
aircraft invalid. The MMEL does not contain
obviously required items such as wings, tires,
flaps, rudders, etc.
23. What's in Our MEL
MEL Discrepancy List
Procedures Manual
Policy Management
Training Manual
(NEF) Non Essential Furnishings
(MMEL) Master Minimum Equipment List
24. Correcting MEL Inoperative Items
The MEL permits operations with inoperative
equipment for the minimum period of time
necessary for equipment repair.
It is important that operators have repairs done
at the earliest opportunity in order to return the
aircraft to its design level of safety and reliability.
In all cases, inoperative equipment must be
repaired or the maintenance deferred at the
aircraft’s next required inspection (§ 91.405(c)).
25. Correcting (continued)
Owners of aircraft operated under part 91 may
opt to use one of several types of airworthiness
inspection systems, depending upon how the
operator uses the aircraft.
Therefore, the time between required
inspections or inspection segments will vary.
We currently operate on the OCIP maintenance
program 50 Flight Hours or 1 Month. If we
changed this inspection program we would most
likely be reviewing MEL deferred items during
the Basic Inspection currently every two months.
26. Correcting (continued)
Items of inoperative equipment authorized by
the MEL to be inoperative must be:
Inspected or repaired by qualified maintenance
personnel or maintenance deferred at the next
100-hour, annual, progressive (OCIP), or
unscheduled inspection. However, if § 91.213
requires that an item be repaired, the item
cannot be deferred.
27. Recordkeeping Requirements
A record of inoperative equipment must remain
in the aircraft so pilots will be aware of all
discrepancies.
1) Since some operators do not carry aircraft
logbooks in the aircraft, a discrepancy record or
log is a good alternative. When an operator uses
this type of discrepancy log in lieu of the
aircraft’s maintenance records, the operator
must retain the log as a part of the aircraft’s
records as per § 91.417(b).
28. Recordkeeping Requirements
(cont)
2) If the operator elects to use the aircraft
maintenance record to log inoperative items,
that portion of the record must be carried on
board the aircraft during all operations.
3) Maintenance procedures and corrective
actions shall be accomplished and be recorded
according to §§ 43.9, 91.405, and 91.417.
4) Failure to record an inoperative item may
result in operation of the aircraft contrary to the
regulations because subsequent pilots would not
be able to determine the airworthiness of the
aircraft.
29. NEF and Why it Matters
(NEF) Non Essential Furnishings
If an item is not included in the MEL list, and an
operator still seeks relief for an inoperative item,
the operator must determine if its part of the
NEF.
If that inoperative item will not have an adverse
affect on the safe conduct of flight and specific
conditions are satisfied, the item may be
deferred according to the NEF Program. If there
is an obvious safety-of-flight issue, the
inoperative item must be repaired prior to flight.
32. Definitions
See MEL pg 1.2.1 for complete list
AFM Airplane Flight Manual
"ER" refers to Extended Range operations of a
two-engine airplane (ETOPS) which has a type
design approval for ER operations (ETOPS) and
complies with the provisions of Advisory Circular
120-42A.
"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.
33. Definitions
"Flight Day" means a 24 hour period (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 (structural) or
in the engine(s) (induction).
"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).
34. Definitions
"Visual Flight Rules" (VFR) is as defined in 14
CFR Part 91. This precludes a pilot from filing an
Instrument Flight Rules (IFR) flight plan.
"Visual Meteorological Conditions" (VMC)
means the atmospheric environment is such that
would allow a flight to proceed under the visual
flight rules applicable to the flight. This does not
preclude operating under Instrument Flight
Rules.
35. Definitions
"(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 should be
accomplished by maintenance personnel. The
satisfactory accomplishment of all maintenance
procedures regardless of who performs them, is the
responsibility of the operator.
36. Definitions
"(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 the flight crew; 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.
"Deactivated" and "Secured" mean that the specified
component must be put into an acceptable condition for
safe flight. An acceptable method of securing or
deactivating will be established by the operator.
37. Definitions
"Passenger Convenience Items " Is no longer a valid definition
"Repair Intervals " Category A, B, C, D only refer to users of an
MEL approved under 14 CFR 121, 125, 129 and 135.
"Excess Items" means those items that have been installed that
are redundant to the requirements of the 14 CFRs.
"Day of Discovery" is the calendar day an equipment/instrument
malfunction was recorded in the aircraft maintenance log and or
record. This day is excluded from the calendar days or flight days
specified in the MMEL for the repair of an inoperative item of
equipment. This provision is applicable to all MMEL items, i.e.,
categories "A, B, C, and D.“
38. Definitions
"Considered Inoperative", as used in the provisos means that item must
be treated for dispatch, taxi and flight purposes as though it were
inoperative. The item shall not be used or operated until the original
deferred item is repaired. Additional actions include: documenting the item
on the dispatch release (if applicable), placarding, and complying with all
remarks, exceptions, and related MMEL provisions, including any (M) and
(O) procedures and observing the repair category.
"Is not used" in the provisos, remarks or exceptions for an MMEL item may
specify that another item relieved in the MMEL "is not used." In such cases,
crewmembers should not activate, actuate, or otherwise utilize that
component or system under normal operations. It is not necessary for the
operators to accomplish the (M) procedures associated with the item.
However, operational requirements must be complied with, and an
additional placard must be affixed, to the extent practical, adjacent to the
control or indicator for the item that is not used to inform crewmembers that
a component or system is not to be used under normal operations.
39. Definitions
Nonessential equipment and furnishings (NEF) are those items installed
on the aircraft as part of the original certification, supplemental type
certificate, or engineering order that have no effect on the safe operation of
flight and would not be required by the applicable certification rules or
operational rules. They are those items that if inoperative, damaged or
missing have no effect on the aircraft's ability to be operated safely under all
operational conditions. These nonessential items may be installed in areas
including, but not limited to, the passenger compartment, flight deck area,
service areas, cargo areas, crew rest areas, lavatories, and galley areas.
NEF items are not items already identified in the MEL or CDL of the
applicable aircraft. They do not include items that are functionally required
to meet the certification rule or for compliance with any operational rule.
Operator's NEF process shall not provide for deferral of items within
serviceable limits identified in the manufacture's maintenance manual or
operator's approved maintenance program such as wear limits,
fuel/hydraulic leak rates, oil consumption, etc. Cosmetic items that are fully
serviceable but worn or soiled may be deferred under an operator's NEF
process.
40. Definitions
"PM" means Procedures Manual and references (M) and (O)
procedures and 14 CFR requirements required by the MEL and
contained in section 2 of the MEL.
"Operative" shall be the MEL's standardized terminology to specify
that an item of equipment will accomplish its intended purpose.
When an MEL item specifies that an item of equipment must be
operative, it does not mean that its operational status must be
verified; it is to be considered operative unless reported or is known
to be malfunctioning. When an MEL item specifies that an item of
equipment must be verified operative, it means that it must be
checked and confirmed operative at the interval(s) specified for that
MEL item. When an MEL item specifies that an item of equipment
must be verified, but no interval is specified, verification is required
only at the time of deferral.
44. MEL Page Layout
Repair Category
This column is not used in Part 91
Operations. It contains date classes with
letters A, B, C, D.
45. Section 2. Number Installed
Contains a specific equipment quantity count of
items installed on aircraft.
46. Section 3. Number Required for Dispatch
This Column lists the number of required items listed in the
system to be operational for dispatch of the aircraft before
next take off.
47. MEL Page Layout
Section 4. Remarks and Exceptions
(M) and (O) Limitations and Reference to
the PM Procedural Manual located in
section II of the MEL.
Note: Not all section 4 Remarks will have a
PM reference, instead follow any
exceptions listed in section 4.
50. Procedures
1. Discover Discrepancy
2. Follow AFM when in route and notify maintenance ASAP regardless
of discovery phase.
3. Write up Discrepancy and Refer to MEL at earliest convenience
before next take off can occur. Visual reference of defect may be
required by maintenance to facilitate repairs and return to
operations.
4. Confer with maintenance and follow MEL Remarks or Exceptions to
determine or restore aircraft operations via Remarks and Procedure
Manual sections.
5. Placard Inoperative Equipment and Disable systems as indicated by
the MEL.
6. Arrange repairs or document MEL Discrepancy Release.
7. Photograph or fax flight log showing MEL sign off to maintenance.
Verify with maintenance reception and acceptance of
documentation.
51. Proper MEL Sign Off Procedures
and Documentation
All items authorized to be inoperative in
accordance with the MEL shall use the term
“Operations Continued Per MEL ATA# - item#”
Example “32-4” along with any other work
performed to meet the requirements of the MEL.
Pilots or Technicians will sign in the
Maintenance Flight Log corrective action
signature block, certificate number and current
date.
55. PM 32-6
Kellogg Company Page 2.32.3
Minimum Equipment List Revision 24
DA 900 -057, -102 Date 6 Mar 12
PM 32-6
Nose Wheel Steering System
(O) Operations Procedures
1. Check of Nose Landing Gear Swiveling Tube:
A. Preliminary Steps
1) Energize hydraulic system #2 using the stand by pump.
2) Pull and collar NOSE WHL (1GH) CB.
3) Disconnect the steering control.
NOTE: Stand on the left of the nose landing gear in order to be at ease to carry out the
operations that follow.
4) Lift ratchet.
B. Aircraft without SB F900-63:
1) Disconnect the electrical connector from the anti-skid system.
NOTE: This operation is not longer required after incorporation of SB F900-63.
56. PM 32-6
C. Aircraft with SB F900-63:
1) Unscrew knurled nut.
2) Carefully disengage wiring support fitted on pin.
3) Pull out pin.
4) Lower the lower torque link against the shock absorber sliding rod.
5) Handing the upper torque link, slowly rotate LH and RH side the
swiveling tube following the green range located in front of nose
gear box. Check free rotation of the swiveling tube.
6) Connect the steering control.
WARNING: AVOID USING THE DOOR AS A HELP.
NOTE: Nut of the torque link middle pin must be installed on the
opposite side to the tachometer generator connector.
57. PM 32-6
D. Aircraft without SB F900-63:
1) Connect the electrical connector from the anti-skid system.
E. Final Steps
1) De-energize hydraulic system #2.
2. Nose Wheel Steering (NWS) System Inoperative:
NOTE: Maximum demonstrated cross-wind with nose wheel steering
inoperative is:
• 8 Knots at TAKE-OFF.
• 12 Knots at LANDING.
A. Refer to AFM:
Section: 3
Sub-section: 20
Paragraph: LANDING GEAR - Steering System Inoperative.
58. Actions Taken
Energize hydraulic system #2 using the stand by pump
Pull and collar NOSE WHL (1GH) CB.
Placard Nose Steering Tiller with INOP Sticker.
Pull out pin, slowly rotate LH and RH side the swiveling
tube following the green range located in front of nose
gear box. Check free rotation of the swiveling tube.
Connect the steering control.
De-energize hydraulic system #2.
NOTE: Maximum demonstrated cross-wind with nose
wheel steering inoperative is:
• 8 Knots at TAKE-OFF.
• 12 Knots at LANDING.
61. Documentation
Nose wheel steering system inoperative. Aircraft operations
continued per MEL Item 32-6.
Sign name and certificate number.
Today's date.
Note: Include extra information for reference:
Limited to 2 flight days.
Anti-skid is operative.
No standing water or contaminated runways
Nose gear verified free to caster.
Maximum demonstrated cross-wind with nose wheel steering
inoperative is:
• 8 Knots at TAKE-OFF.
• 12 Knots at LANDING.
63. Continued Operations
Upon returning to home base a current
copy of the MEL PM page will be attached
to all subsequent Maintenance Flight Logs
for as long as the item is inoperative.
It’s each pilots responsibility to flight plan
accordingly by reviewing all MEL items,
remarks, exceptions and limitations before
each take off.
65. Department MEL Exercise
Conditions: Current flight plan allows tankering of
fuel for a drop and go at MDW with a final
destination of BTL. Pitch control forces feel
higher than normal at slower speeds.
Mission: Time sensitive trip requires return of
passengers to MDW. From moment of
discovery walk step by step and work through
the course of action. List options to return
aircraft to normal operations after determining if
any MEL procedures exist and any possible
flight planning changes.
66. What's the First Step?
What's the first thing to reference after
noticing the Pitch Feel Light?
67. What's the First Step?
Answer: Refer to the AFM. The AFM
takes precedence over the MEL in the
flight phase. Following the AFM Abnormal
Procedures section lists your flight
limitations.
Note: In regards to the MEL only the AFM is
considered an approved document.
69. Next Steps?
When time allows refer to the MEL and
confer with the Maintenance Department
on best course of action. Preferably
before landing.
70.
71. PM 27-3
Kellogg Company Page 2.27.3
Minimum Equipment List Revision 24
DA 900 -057, -102 Date 6 Mar 12
PM 27-3
Elevator
(M) Maintenance Procedures
1. Deactivate the PITCH FEEL CB.
2. Elevator Arthur Variable Bellcrank:
A. Gain access to the Mechanic’s Servicing Compartment,
B. With engine #1 or engine #3 running, check that the front sliding rod of the Arthur
variable bellcrank is entirely retracted into the bellcrank body.
(O) Operations Procedures
1. Flight Controls - Pitch Arthur Unit Inoperative:
A. Apply AFM:
Section: 3
Sub-section: 15
Paragraph: Flight controls - Arthur unit inoperative.
Sub-paragraph: WARNING - PITCH FEEL light on.
79. AFM Limitations?
What Limitations are Present?
Reduce airspeed to 260 KIAS or MI 0.76
“Fasten Belts” Light pushbutton “ON”
Approach speed (zero wind) VREF + 10Kt
80. AFM Limitations?
What Limitations are Present?
Reduce airspeed to 260 KIAS or MI 0.76
“Fasten Belts” Light pushbutton “ON”
Approach speed (zero wind) VREF + 10Kt
Increase the landing distance by 800 ft
(1335 ft added to the landing field length).
81. What Are the MEL Restrictions
Pitch Feel CB pulled and collared
Arthur Bellcrank low speed position is
verified before each departure.
Airspeed does not exceed 220 KIAS / .74
M.
AFM limitations are observed.
82. Confused?
The AFM gets you to the ground and the MEL gets you
back in the air!
But they are not identical. By design the MEL factors in
a safety margin that may be more conservative than the
AFM. This is determined by the MMEL.
The AFM is the master document under normal or
abnormal operation until landing. Upon landing
continued operation is permitted via the MEL and flown
less than or equal to what is stated in both. If you are
continuing operations under the MEL the lower limitation
in the MEL should be followed.
83. How About those Options?
Did they change?
What if the delay allows weather to move
into destination airports? What affect
might that have?
What would have to happen at any of the
landing destinations to continue?
Discussion
84. Goals of the Discussion
Importance of the AFM on flight planning.
The tie in of the MEL to the “Modus Operandi.”
The MEL changes the game for limitations!
What happens once you land. No take off can
occur until the MEL (M & O) procedures are
complied with.
Procedures on the ground to continue operation
per the MEL.
Proper Documentation signed and submitted
before aircraft release.
85. Questions About the MEL?
MEL?
M & O Procedures?
NEF?
Documentation?
Placarding?
