1. Kellogg Company Aviation MEL Training Reference FAA 8900.1
FAR 91.30, 91.203 Kellogg Aviation MEL
2. Silence Phones Please
3. Objectives Explanation of Responsibility Authorization of
Aircraft Understanding use of the MEL, NEF and Procedures How to
Return Aircraft to Service
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. Its 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, its 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.
15. Q and A? Questions about Responsibility?
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 STCs 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 aircrafts 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 aircrafts maintenance records, the operator must retain
the log as a part of the aircrafts 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.
30. Questions? Questions about the previous topics?
31. Break! Up Next Definitions
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.
41. Questions? Questions about MEL, MMEL, NEF, Definitions or
Aircraft Authorizations.
42. MEL Page Layout Section 1. System, Sequence Numbers &
Item Contains Aircraft Systems by ATA number and sequence.
43. 1. System, Sequence Numbers & Item
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.
48. Section 4. Remarks and Exceptions
49. Questions? Any questions on the MEL Page Layout?
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.
52. Placards Place Placard next to inoperative equipment.
Stickers are in back of MEL book. INOP INOP MEL34-3
53. Example Defect Discrepancy: Upon depressing nose wheel
steering tiller during taxi it was found not moving to the
right.
54. 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.
55. 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.
56. 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.
57. 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.
58. Lock Out Circuit Breakers as Required
59. 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.
60. Example MEL Sign-Off Sample Falcon 900 MEL
Documentation
61. 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. Its
each pilots responsibility to flight plan accordingly by reviewing
all MEL items, remarks, exceptions and limitations before each take
off.
62. Department MEL Exercise PITCH FEEL Discrepancy: PITCH FEEL
light illuminates during climb out of MCO.
63. 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.
64. What's the First Step? What's the first thing to reference
after noticing the Pitch Feel Light?
65. 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.
66. Next Steps? What's Next?
67. Next Steps? When time allows refer to the MEL and confer
with the Maintenance Department on best course of action.
Preferably before landing.
68. 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 Mechanics
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.
69. Options? ?????????
70. Options? Turnaround and go back to MCO
71. Options? Turnaround and go back to MCO Continue to MDW
72. Options? Turnaround and go back to MCO Continue to MDW
Divert to BTL Divert to a different destination
73. AFM Limitations? What Limitations are Present?
74. AFM Limitations? What Limitations are Present? Reduce
airspeed to 260 KIAS or MI 0.76
75. AFM Limitations? What Limitations are Present? Reduce
airspeed to 260 KIAS or MI 0.76 Fasten Belts Light pushbutton
ON
76. 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
77. 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).
78. 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.
79. 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.
80. 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
81. 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.
82. Questions About the MEL? MEL? M & O Procedures? NEF?
Documentation? Placarding?