FAR 91.213

[wbrady755]

Can someone please explain the inop instruments and equipment section? I am confused on the purpose of an MEL vs MMEL. Why is there a master MEL if there is a minimum in the first place?

 

Once again, the FAA found a way to confuse a perfectly competent student with multiple paragraphs/subparagraphs/exceptions/quintuple negatives .

[wbrady755]

And what is a "kinds of Operations Equipment list"?

[michael.scheller]

As I understand it, the MEL is an FAA approved document for a certificate holder/operator. It is based upon the MMEL which is set for each aircraft model. The MEL might be more or less restrictive than the MMEL.

 

http://en.wikipedia.org/wiki/Master_minimum_equipment_list

 

MEL (Minimum Equipment List): MEL is based upon the MMEL (Master Minimum Equipment List). MMEL is defined on a per aircraft model basis. MEL is prepared by the operator by taking reference of the MMEL keeping in mind the type & number of equipment installed. Initial issue of the MEL & its subsequent revisions will be approved by competent authority.

Edited June 10, 2014 by michael.scheller

[zippiesdrainage]

So think of the Master MEL like the pamphlets at a car dealership. It tells you every optional piece of equipment for that aircraft. If your helicopter is approved to have a cargo hook and a glass panel, those will be in the MMEL along side the instruments they replace. It's pretty much a complete list of everything that is approved by the FAA to be in the helicopter.

 

When an owner has an MEL created he uses the MMEL to get the complete list of everything in that helicopter. The MEL is a list of equipment that the operator doesn't think is necessary to be operational for the missions they do, however the owner made MEL can't include equipment required to be operational by the FAA or the manufacturer. (Can't include CAMAS FOOT or GOAL).

 

An MEL is a list of items that can be inoperative and the aircraft will still be considered airworthy.

 

The owner then sends the MEL they created to the local FSDO saying "Hey, we only do this sort of operation, and we don't need this stuff to be operational. Can you approve this?" If the FSDO approves it, they send back the MEL with a letter of authorization, and these two things together (MEL and LOA) are a supplemental type certificate.

 

So if the FAA ramp checks you, and asks you why you're flying with something that's broken, the MEL and LOA prove that the aircraft is still airworthy and you won't get into deep trouble with the FAA.

 

Also, MELs aren't required for rotorcraft anyway.

Edited June 10, 2014 by zippiesdrainage

[Astro]

And what is a "kinds of Operations Equipment list"?

Its what tells you what you need to fly in say VFR day and/or night, i.e. navigation, instruments light must be operational, etc.

 

See p. 2-7 of the r22 poh.

[avbug]

Everything on an aircraft that was part of the type certification or production aircraft, as well as everything added to it by means of field modifications, supplemental type certificates, etc, must be operative. If it isn't operative, the aircraft must be altered in a manner "acceptable to the administrator. One of those methods is to make a determination the equipment isn't required, deactivate it, and placard it.

 

Another means is to use a supplementary document, called a minimum equipment list, which acts as approved documentation allowing operation of the aircraft in an altered condition using inoperative equipment, instruments, etc. A minimum equipment list is a list of those items which which if inoperative, allow the aircraft to be operated safely. The minimum equipment list is issued to a specific aircraft serial number, and is included as part of the aircraft required documents. It lists what's installed, how many of a particular item are required, and the specific requirements to operate that aircraft. It spells out the maintenance and operational procedures necessary to operate the aircraft.

 

A master minimum equipment list is produced for a type of aircraft. It's a big list of what could be installed and how it affects the airworthiness of that type of aircraft. A MEL is derived from the master list, and is specific to an individual aircraft. Not all of a master list is applicable; it's the full collection of equipment, from which the specific on in the aircraft that you'll fly is drawn. Once it's drawn up, the document is approved for the specific aircraft, and may be used to satisfy the requirement of "properly altered" by using that list as relief for inoperative equipment.

 

Kinds of operations lists specify equipment appropriate to a particular type of flight operation. An aircraft may be approved for agricultural operations, for example, but only if operated with certain restrictions and equipment. It may be approved for doors-off operation, but may have limitations applicable for those types of operations.

 

Where a MEL exists for a specific aircraft, use of the MEL requires an aircraft log entry. One can't simply go fly with inoperative equipment under the MEL, unless the maintenance entry or aircraft log entry has been made to specify relief under the MEL. It's that entry that actually legally makes the alteration to the aircraft and authorizes operation of the aircraft.

[iChris]

Can someone please explain the inop instruments and equipment section? I am confused on the purpose of an MEL vs MMEL. Why is there a master MEL if there is a minimum in the first place?

 

Once again, the FAA found a way to confuse a perfectly competent student with multiple paragraphs/subparagraphs/exceptions/quintuple negatives .

 

Your best bet at understanding the workings of the MMEL and MEL is to take a look at the MMEL or MEL for your aircraft. You can find the MMELs by manufacturer at: MMEL By Manufacturer

 

14 CFR §91.213, MMEL/MEL, and the rest of the subjects in your FAR/AIM are written in legal format, so you may need to read over each subject a number of times. It’s not easy, but you’ll need to learn to read and understand the CFRs as written.

 

To aid understanding, these subject areas often include “preambles.” The preamble is the FAA’s introductory part of a statute or rule, stating its purpose, aims, and the justification.

 

So it is with the MMEL & MEL. You can learn some of the reasons why straight from the horse's mouth:

FEDERAL AVIATION ADMINISTRATION

MASTER MINIMUM EQUIPMENT LIST

Preamble

LINK: MMEL and MEL Preamble

 

Commercial PTS - Task B: Airworthiness Requirements

 

References: 14 CFR part 91, 39; FAA-H-8083-21.

 

Objective: To determine that the applicant exhibits knowledge of the elements related to airworthiness requirements by:

 

1. Explaining—

 

b. procedures and limitations for determining airworthiness of the helicopter with inoperative instruments and equipment with and without an MEL.

Edited June 10, 2014 by iChris

[aeroscout]

During the certification process the manufacturer develops a MMEL with FAA oversight. The MMEL covers the type. But there may be optional equipment or STC equipment that would distinguish one serial number from another under the same type.

Therefore in order to receive MEL relief from the FAA at the serial number level, each operator develops an MEL referencing the MMEL, and submits for approval to the FAA.

[heliflyknow]

What helped me the most is realizing that the title of MEL and MMEL is misleading. These lists are made to ensure that you have equipment that the "boss" deems necessary. The MMEL say you need equipment A,B, and C to fly safely, this is what the manufacturer says you need to fly safe. The MEL only adds to that equipment, it doesn't take equipment you need away. It says you need A,B,C, plus whatever they deem necessary.

[avbug]

What helped me the most is realizing that the title of MEL and MMEL is misleading. These lists are made to ensure that you have equipment that the "boss" deems necessary. The MMEL say you need equipment A,B, and C to fly safely, this is what the manufacturer says you need to fly safe. The MEL only adds to that equipment, it doesn't take equipment you need away. It says you need A,B,C, plus whatever they deem necessary.

 

Ah...no.

 

The MEL does not add to the MMEL.

 

The MMEL is a master document from which a MEL for a given aircraft may be formulated. One way to think of it is that the MMEL is inclusive of items 1 to 1000, for example, while the MEL for a specific airplane or helicopter may only use 700 of those items. Not everything from the MMEL is installed. The master list is the pool from which most MEL's are drawn.

 

A MEL may also be made up without the use of a master list. An owner or operator may formulate a MEL without a master in existence, or without one for reference, but gaining approval and demonstrating that the aircraft may be operated safely without certain operative items is time consuming and expensive.

 

Under Part 91 (except for 91 subpart K and large aircraft), most owner/operators don't reference a minimum equipment list. It's more commonly found in Part 135 or 121 aircraft and operations.

 

Items may be added to a MEL, with the same proviso as creating a MEL without reference to a master list. The user must be able to show that the MEL'd additions still permit safe operation of the aircraft. The completed MEL is required documentation aboard the aircraft and is unique to that specific serial number (that specific aircraft, or fleet, as applicable). When in use, it represents a change to the aircraft's airworthiness, with preapproval by the Adminstrator so long as the correct references and log entries are made.