Side (as PNF on the left and PF on the right hand side). All flow patterns are displayed from First Officer This document allows First Officer onĪ320 to have a quick refresh of Standard Airbus Procedures. Airbus FCOMĪnd QRH must be considered as the only reference. This document is for personal use only and must not be used for real fly. That is, turn the APU generator back on.1. This time, you are checking whether the operative generator takes over all the electrical busses with the APU generator turned off. Next, you turn on the operative generator, followed by turning off the APU generator. Then, you check if the APU generator takes over all the electrical busses. First, you are required to turn off both generators (including the operative one). Here a small electrical system check is done. This includes starting the APU (if not already on). Then you have a procedure for after engine start. This procedure states to check from the system display page of the aircraft whether the generator drive disconnected message is visible. After the cockpit preparation, you have a procedure to be applied before you start the engines. This is important because in the event of a generator 2 failure in flight if the galley electricals do not shed, critical aircraft equipment may lose power. Here, you are required to check if the galley automatic load shedding works. At the start of the conditions, it also has the letters (o) and (m), which implies both maintenance and operational steps are required for the deferring process. In this case, the load of the faulty generator is fully taken by the APU generator. The conditions include prohibiting ETOPS flights, limiting flight altitude to 33,500 ft, and usage of APU and its generator throughout the flight, etc. This means that an INOP sticker must be stuck to the cockpit controls of the number 1 AC generator.Īfter the table, the highlighted black box has a total of eight conditions that must be satisfied for the item to be inoperative. And the last column says that the item must be placarded. The column that follows states that you require at least one AC generator to be operative for the aircraft to be airworthy. The next column says that there are a total of two AC generators in the aircraft. This implies that it should be repaired within ten consecutive calendar days. The first column of the table states that the repair interval for the item falls into category C. You first look at the highlighted red box, which contains a table. So, even though the original aircraft MMEL has the GPS inoperative as a dispatchable item, the MEL will list it as a no-dispatch item. However, the local regulations might say that an aircraft must always have a GPS if carrying out commercial operations. For example, the MMEL might say that the aircraft can be flown with the GPS inoperative. Why an MEL when you have an MMEL, one might wonder? Well, one reason is that the MMEL may allow flying with equipment that the local regulators are not too keen to defer. The MEL is approved by the airline’s national aviation authority (civil aviation). The MEL can only be made more restrictive than the MMEL and not the other way around. The MEL (Minimum equipment list) is a specific document prepared by an operator or an airline based on the MMEL. The MMEL is approved by the regulatory body of the country in which the aircraft is manufactured at. This document lists items in an aircraft that can be deferred with little to no effect on the safety of the operation. The MMEL (Master minimum equipment list) is a document prepared by the aircraft manufacturer during aircraft certification. When equipment in an aircraft breaks down and cannot be fixed on time, it is important to check the MEL to see if it could be deferred. Photo: Jay Singh – Simple Flying What is the difference between MMEL and MEL?
0 Comments
Leave a Reply. |
Details
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |