BD-100-1A10 Date: 9 Dec/2015 1 of 12 LETTER OF TRANSMITTAL Based on EASA BD100-1A10 MMEL Rev. 3 REASON FOR ISSUE: The MMEL Temporary Revision 9 is based on the EASA accepted TRS No 24. Definitions and Preamble are standardized following the implementation of EASA CS-MMEL. INSTRUCTIONS FOR INSERTION OF THIS TEMPORARY REVISION: (1) Insert the Record of Temporary Revisions in the front portion of the MMEL. (2) Insert the pages of this Temporary Revision in the MMEL as instructed at the top of the page. (3) Record the insertion of this Temporary Revision on the Record of Temporary Revision page. (4) Retain this page for record purposes. LIST OF PAGES AFFECTED BY THIS TEMPORARY REVISION: TpRv-1 DEF-1 thru DEF-6 PRE-1 thru PRE-2
BD-100-1A10 Date: 9 Dec/2015 2 of 12 FACING PAGE TpRv-1 RECORD OF TEMPORARY REVISIONS Retain this index in the front of the manual. When Temporary Revisions are issued or cancelled, enter the date you insert each revision in your manual. Temp Rev # Pages Affected 9 DEF-1 thru DEF-6 and PRE-1 thru PRE-2 EASA Accepted Description of Revision Date Incorporated Signature OSD Change Approval: No. 10055717 9 December 2015 Definitions and Preamble are standardized following the implementation of EASA CS-MMEL.
BD-100-1A10 Date: 9 Dec/2015 3 of 12 FACING PAGE DEF-1 DEFINITIONS 1. Affected refers to the subject item of equipment (component, system or function) listed in the Item column. 2. " Airplane Flight Manual (AFM) " is the document required for type certification and approved by the Agency. The approved AFM for the specific aircraft is listed on the applicable Type Certificate Data Sheet. 3. " Alphabetical Symbol " indicates a proviso (condition or limitation) that must be complied with for operation with the listed item inoperative. 4. " Alternate procedures are established and used " or similar statement, means that alternate procedures (if applicable), to the affected process, must be drawn up by the operator as part of the MEL approval process, so that they have been established before the MEL document has been approved. Such alternate procedures are normally included in the associated operations (O) procedure. 5. " Any in excess of those required by regulations " means that the listed item is required by applicable legislation (e.g. Part OPS, Single European Sky legislation or the applicable airspace requirements) must be operative and only excess items may be inoperative. When the item is not required, it may be inoperative for the time specified by its rectification interval category. Whenever this condition is used in the MMEL, the applicable regulations for the intended flight routes and the resulting dispatch restrictions need to be clarified at the operator s MEL level. 6. " As required by (operational) regulations " means that the listed item of equipment is subject to certain provisions (restrictive or permissive) expressed in the applicable legislation (e.g. regulation Air Operations, Single European Sky legislation or the applicable airspace requirements). When the equipment is not required, it may be inoperative for the time specified by its rectification interval category. 7. " Calendar Day " means a 24-hour period from midnight to midnight based on either UTC or local time, as selected by the operator. All calendar days are considered to run consecutively. 8. " Combustible Material " means the material which is capable of catching fire and burning. In particular: if a MEL item prohibits loading of combustible (or flammable or inflammable) material, no material may be loaded except the following: 1) Cargo handling equipment (unloaded, empty or with ballast); 2) Fly away kits (excluding e.g. cans of hydraulic fluid, cleaning solvents, batteries, capacitors, chemical generators, etc.); Note: If serviceable tires are included, they should only be inflated to a minimum pressure that preserves their serviceability; and 3) Inflight service material (return catering only closed catering trolleys/boxes, no newspapers, no alcohol or duty free goods).
BD-100-1A10 Date: 9 Dec/2015 4 of 12 FACING PAGE DEF-1 DEFINITIONS (cont d) 9. " Flight Day " a 24-hour period from midnight to midnight based on either UTC or local time, as selected by the operator, during which at least one flight is initiated for the affected aircraft. 10. " Icing Conditions " means an atmospheric environment that may cause ice to form on the aircraft or in the engine(s) as defined in the AFM/RFM. 11. " If installed " means that the equipment is either optional or is not required to be installed on all aircraft covered by the MMEL. 12. " Indication " is where a number if parameters are reported on a line replaceable unit. To allow relief for individual parameters being inoperative rather than the entire unit, the word indication is used as opposed to indicator. 13. " Indicator " is a line replaceable unit. The parameters displayed can be analogue or digital. To allow relief for the line replaceable unit rather than the individual parameters we use the word indicator 14. " Inoperative " means that the item does not accomplish its intended purpose or is not consistently functioning within its approved operating limits or tolerances. 15. " Intended flight route " corresponds to any point on the route including diversions to reach alternate aerodromes required to be selected by the operational rules. 16. " Is not used " in the provisions, remarks or exceptions for an MMEL item may specify that another item relieved in the MMEL is not used. In such cases, crew members should not activate, actuate, or otherwise utilize that item under normal operations. It is not necessary for the operators to accomplish the (M) procedures associated with the item. However, operations-related provisions, (O) procedures must be complied with. 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 crew members that an item is not to be used under normal operations. 17. " Item " means component, instrument, equipment, system or function. 18. "(M)" 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. 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. 19. " Master Minimum Equipment List (MMEL) " means a document approved by the Agency that establishes the aircraft equipment allowed to be inoperative under conditions specified therein for a specific type of aircraft." 20. Maximum distance from an adequate aerodrome for two-engine aeroplanes " as defined in SPA.ETOPS and CAT.OP.AH.140.
BD-100-1A10 Date: 9 Dec/2015 5 of 12 FACING PAGE DEF-1 DEFINITIONS (cont d) 21. " Flight Day " a 24-hour period from midnight to midnight based on either UTC or local time, as selected by the operator, during which at least one flight is initiated for the affected aircraft. 22. " Icing Conditions " means an atmospheric environment that may cause ice to form on the aircraft or in the engine(s) as defined in the AFM/RFM. 23. " If installed " means that the equipment is either optional or is not required to be installed on all aircraft covered by the MMEL. 24. " Indication " is where a number if parameters are reported on a line replaceable unit. To allow relief for individual parameters being inoperative rather than the entire unit, the word indication is used as opposed to indicator. 25. " Indicator " is a line replaceable unit. The parameters displayed can be analogue or digital. To allow relief for the line replaceable unit rather than the individual parameters we use the word indicator 26. " Inoperative " means that the item does not accomplish its intended purpose or is not consistently functioning within its approved operating limits or tolerances. 27. " Intended flight route " corresponds to any point on the route including diversions to reach alternate aerodromes required to be selected by the operational rules. 28. " Is not used " in the provisions, remarks or exceptions for an MMEL item may specify that another item relieved in the MMEL is not used. In such cases, crew members should not activate, actuate, or otherwise utilize that item under normal operations. It is not necessary for the operators to accomplish the (M) procedures associated with the item. However, operations-related provisions, (O) procedures must be complied with. 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 crew members that an item is not to be used under normal operations. 29. " Item " means component, instrument, equipment, system or function. 30. "(M)" 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. 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. 31. " Master Minimum Equipment List (MMEL) " means a document approved by the Agency that establishes the aircraft equipment allowed to be inoperative under conditions specified therein for a specific type of aircraft." 32. Maximum distance from an adequate aerodrome for two-engine aeroplanes " as defined in SPA.ETOPS and CAT.OP.AH.140.
BD-100-1A10 Date: 9 Dec/2015 6 of 12 FACING PAGE DEF-1 DEFINITIONS (cont d) 33. " Minimum Equipment List " means a document established as specified under 8.a.3. of Annex IV to Regulation (EC) No 216/2008 and approved by the competent authority, in accordance with ORO.MLR.105, that authorises an operator to dispatch an aircraft with aircraft equipment inoperative as per CAT.IDE.A/H.105 or NCC.IDE.A/H.105 under the conditions specified therein. 34. " NOTE " provide additional information for flight crew 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 dispatch conditions. 35. " Number Installed " 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), or not applicable, a number is not required; a - is then inserted. Note: Where the MMEL shows a variable number installed, the MEL should reflect the actual number installed, as far as practical. 36. " Number required for dispatch " is the minimum number (quantity) of items required for operation provided the conditions specified are met. Should the number be a variable (e.g. passenger cabin items) or not applicable, a number is not required; a - is then inserted. Note: Where the MMEL shows a variable number required for dispatch, the MEL should reflect the actual number required for dispatch, as far as practical, or an alternate means of configuration control approved by the competent authority. 37. " (O) " indicates a requirement for a specific operational procedure which must be accomplished in planning for and/or operating with the listed item inoperative. Unless otherwise specified in the Remarks or Exceptions or the procedure itself, the operations procedure must be performed on each flight made with the inoperative system or equipment. 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. Appropriate procedures are required to be published as a part of the operator s manual or MEL. Note: The (M) and (O) symbols are required in the operator s MEL. 38. " Operating minima " means the set of requirements associated to operations requiring a specific approval (refer to Part-SPA). 39. " Placarding " Each inoperative item must be placarded, as applicable, to inform and remind the crew members and maintenance personnel of the item s 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.
BD-100-1A10 Date: 9 Dec/2015 7 of 12 FACING PAGE DEF-1 DEFINITIONS (cont d) 40. Rectification Intervals Inoperative items or components, deferred in accordance with the MEL, must be rectified at or prior to the rectification intervals established by the following letter designators: Category A No standard interval is specified. However, items in this category shall be rectified in accordance with the conditions stated in the MMEL. (i) (ii) Category B Where a time period is specified in calendar days or flight days, the interval excludes the day of discovery. Where a time period is specified other than in calendar days or flight days, it shall start at the point when the defect is deferred in accordance with the operator s approved MEL. Items in this category shall be rectified within three (3) calendar days, excluding the day of discovery. Category C Items in this category shall be rectified within ten (10) calendar days, excluding the day of discovery. Category D Items in this category shall be rectified within one hundred and twenty (120) calendar days, excluding the day of discovery. 41. Reduced Vertical Separation Minimum (RVSM) airspace means any airspace or route where aircraft are separated by 1000 feet vertically between FL 290 and FL 410. RVSM Operations means operations conducted in RVSM airspace. 42. " Remarks or Exceptions " include statements either prohibiting or allowing operation with a specific number of items inoperative, provisos (conditions and limitations), notes, (M) and/or (O) symbols, as appropriate for such operation. 43. " Required Cabin Crew Seat " is a seat in the aircraft cabin which meets the following conditions: a) Where the certification of the cabin requires this seat to be occupied by a qualified cabin crew member as specified in the Operations Manual; b) This seat is a part of the station to which a qualified cabin crew member is assigned for the flight; and c) The qualified cabin crew member assigned to the station is a member of the minimum cabin crew designated for the flight 44. " System " means the group of directly related components which together perform a specified function; for example, the N2 Tachometer System would include the N2 indicator, tachometer generator and associated circuitry.
BD-100-1A10 Date: 9 Dec/2015 8 of 12 FACING PAGE DEF-1 DEFINITIONS (cont d) 45. " System & Sequence Numbers " are based on Air Transport Association (ATA) Specification No. 100 and items are numbered sequentially. 46. " Triple Asterisks (***) " means that the item is either optional or is not required to be installed on all aircraft covered by the 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 provides authority to install or remove an item from an aircraft. The "***" symbol may be considered equivalent to the term "if installed" 47. " Verified operative " means that a visual inspection or test is required to confirm unit or system operation or condition, as applicable. 48. " Vertical Change Bar " A vertical 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. 49. " Visible Moisture " means an atmospheric environment containing water in any form that can be seen in natural or artificial light; for example, clouds, fog, mist, rain, sleet, hail, or snow. 50. " 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. 51. " Visual Flight Rules (VFR) " is as defined by the Agency. This precludes a pilot from filing an Instrument Flight Rules (IFR) flight plan.
BD-100-1A10 Date: 9 Dec/2015 9 of 12 FACING PAGE PRE-1 PREAMBLE Introduction The following is applicable for operators under European air operations regulations (Regulation Air Operations). Paragraph 1.c.2 of Annex I to Article 5 (essential requirements for airworthiness) of Regulation (EC) No 216/2008 (the Basic Regulation ) requires that all equipment installed on an aircraft required for type certification or by operating rules shall be operative. However, paragraph 2.a.3 of Annex IV to Article 8 (essential requirements for air operations) of the Basic Regulation also allows the use of a Minimum Equipment List (MEL) where compliance with certain equipment requirements is not necessary in the interests of safety 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 an acceptable level of safety. Purpose and Limitations The EASA Master Minimum Equipment List (MMEL) is developed by the Type Certificate Holder and approved by the European Aviation Safety Agency (EASA) to improve aircraft utilization and thereby provide more convenient and economic air transportation for the public. The EASA MMEL includes those items of equipment related to airworthiness and operating requirements and other items of equipment which the EASA finds may be inoperative and yet maintain an acceptable level of safety by appropriate conditions and limitations; it does not contain obviously required items such as wings, flaps, and rudders. In order to maintain an acceptable Unless specifically allowed by this MMEL, an inoperative item may not be removed from the aircraft. Utilization 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. An operator's MEL may differ in format from the MMEL, but cannot be less restrictive than the MMEL. The individual operator's MEL, when approved permits operation of the aircraft with inoperative items of equipment for a certain period of until rectification can be accomplished. The MEL must not deviate from Airworthiness Directives or any other Mandatory Requirement. It is important to remember that all equipment related to the airworthiness and the operating requirements of the aircraft not listed on the MMEL must be operative. In association with this MMEL, the Type Certificate Holder has prescribed suitable conditions and limitations in the form of recommended placarding, (M) maintenance procedures, (O) crew operating procedures and other restrictions, that shall be specified in the operator s MEL procedures document (i.e.: DDG; MELP; O&M Manual), to ensure that an acceptable level of safety is maintained. As these are recommended by the OEM, it is important that during any operator MEL optimization, the intent of these be maintained.
BD-100-1A10 Date: 9 Dec/2015 10 of 12 FACING PAGE PRE-1 thru PRE-2 PREAMBLE (cont d) When an item of equipment is discovered to be inoperative, it is reported by making an entry in the continuing airworthiness record system or the operator s technical log, as applicable. The item is then either rectified or deferred following the MEL or other approved means of compliance acceptable to the competent authority and the Agency prior to further operation. Rectifications shall be accomplished at the earliest opportunity. MEL conditions and limitations do not relieve the operator from determining that the aircraft is in a condition for safe operation with items of equipment inoperative. The (M) procedures identified herein, are required to be performed once prior to dispatching with MEL relief. If there is a further requirement to perform the procedure more frequently, such as prior to each flight for example, then this is clearly stated in the provisos. The same principal applies to the (O) procedures. Prior to operation with any item inoperative, acceptance by the crew is required in accordance with the continuing airworthiness management procedures. Operators shall establish a controlled and sound rectification programme including the parts, personnel, facilities, procedures and schedules to ensure timely rectification. This program should identify the actions required for Maintenance discrepancy messages. Operators should include guidance in the MEL to deal with any failures which occur between the commencement of the flight and the start of the take-off. When developing the MEL, compliance with the stated intent of the preamble, definitions and the conditions and limitations specified in this MMEL is required. Multiple Inoperative Items Operators are responsible for exercising the necessary operational control to ensure that an acceptable level of safety is maintained. The exposure to additional failures during continued operation with inoperative systems or components must also be considered. Wherever possible, account has been taken in this MMEL of multiple inoperative items. However, it is unlikely that all possible combinations of this nature have been accounted for. Therefore, when operating with multiple inoperative items, the inter-relationships between those items and the effect on aircraft operation and crew workload must be considered. Rectification Interval Extension The operators may be permitted, by its competent authority, to extend the rectification intervals of the MEL. This MMEL has been evaluated taking into account a one-time extension of the rectification intervals of categories B, C, or D.
BD-100-1A10 Date: 9 Dec/2015 11 of 12 FACING PAGE PRE-1 thru PRE-2 PREAMBLE (cont d) Two Section MMELs Section 2 has been arranged in alphabetical order of the indicated CAS message, without association to ATA Chapter. However, to avoid any possible mis-identification, each message is identified beneath as to its alert level. Repair intervals (A, B, C & D) associated with CAS message reliefs herein, remain consistent with those of Section 1, and as described in the Definitions section in the front matter of this MMEL. In conjunction with Section 2, a new separate O&M Procedures section has also been developed, also arranged in alphabetical order of the indicated CAS message. Where deemed necessary, the familiar "(O)" indicates the need for such supporting tasks, the scope of which shall be at the discretion of the approval authority. Acceptable tasks include, but are not necessarily limited to the following duties: a) Procedures described which exercise cockpit (or cabin) system controls utilized in normal flight operations, b) Deactivation of affected systems, as achieved by pulling system breaker or use of remote electronic system isolation, c) Visual inspection behind panels (internal or external) which are accessible without tools via quick release latches and which clearly indicate their unlocked or unsafe state; (red/green safe window; flush fit latches), d) Visual confirmation of remote gauge indications, or valve positions as provided by integral external indicators Where supporting analyses have been conducted by the OEM, a new section may be introduced in the MMEL as an alternative to the standard method of MMEL dispatch relief, as is normally achieved through fault isolation procedures, and subsequent reference to the dispatch LRU / Component MMEL relief. Standard references to MMEL dispatch relief are contained in Section 1. Following the standard MMEL relief section herein, Section 2 has been developed with the objective of minimizing the requirement for maintenance personnel to be available, largely allowing flight crews to dispatch from the displayed CAS (Crew Alerting System) message, without specifically identifying failed LRUs or components. As Section 2 is intended as an alternative dispatch relief methodology, the LRU/Component (Section 1) relief will be retained in order to provide maximum flexibility for relief. Flight crews / operators may dispatch failures with reference to either Section 1 or Section 2 of this MMEL to the advantage that either may provide..
BD-100-1A10 Date: 9 Dec/2015 12 of 12 FACING PAGE PRE-1 thru PRE-2 PREAMBLE (cont d) It may be recognized in some cases that when comparing dispatch relief provisos for posted CAS messages in Section 2, to those of the related LRU / Component dispatch relief in Section 1, the provisos associated with dispatching the CAS message will generally be more restrictive in content and relief interval. Without the opportunity for fault isolation through maintenance, it must be assumed that worst-case failure conditions always underlie the posted message - commensurately, dispatch must be more restrictive. However, where maintenance personnel are available and fault isolation conducted, relief provisos in Section 1 may be found to provide fewer or less stringent restrictions upon operations and offer a longer relief interval. When developing the MEL, compliance with the stated intent of the Preamble, Definitions and the dispatch conditions and limitations specified in the MMEL is required.