Many other FARs depend on the definitions given in Part 1.1 (a) A certified driver can perform disabling, which includes routine driver tasks such as shutting down a system. However, such deactivation must fall within the definition of preventive maintenance in Subpart A of Part 43 of the FAR. Most of the time, maintenance personnel perform «M» duties and flight crew perform «O» tasks, but not always as seen in this definition at the beginning of the JRP: The MEL is NOT a list of devices that must be installed and operated in order for the aircraft to be considered airworthy. The correct definition is as follows: if an aircraft has a MEL, it is approved by the FAA. You will never find a MEL without an FAA stamp of approval. If not, it is not a MEL. I don`t know what it is, but don`t call it MEL. CGA first requires a list of items that you want to include in the NEF list. Download the customer`s NEF item list (below) to order. The Cessna 177, Cirrus SR20 and Piper PA-34 Seneca are well-known aircraft types that have been certified to the standards specified in Part 23 of the FAR. It is important to ensure that when adapting an EQF, it is never less restrictive than the CET. The MEL shall be approved by the national airworthiness authorities of the operator. In addition, these regulations stipulate that in the event of an emergency requiring immediate intervention, the pilot-in-command may waive a provision of Part 91 to the extent necessary to deal with the emergency.
The CEC will never include «instruments and equipment specifically or otherwise required by the airworthiness requirements to which the aircraft is approved and essential for safe operation under all operating conditions.» A minimum equipment list (MEL) is a list that provides for the operation of aircraft under certain conditions, where certain equipment has been prepared by an operator in accordance with the MMEL Directive established for the aircraft type or is more restrictive. (b) If deactivation is not considered preventive maintenance, a certified maintenance person shall perform the deactivation. This person must register the deactivation in accordance with FAR § 43.9. For all pilots, there is an important distinction in the parts that deal with flight classes. These parts do not distinguish the type of aircraft, but the type of activity carried out with the aircraft. Regulations for regional and commercial aviation are much stricter than for general aviation, and specific training is required. Therefore, flights are often referred to as Part XX operations to determine which of the different sets of rules applies in a particular case. In addition, flight schools often refer to Part 61 or Part 141 to distinguish between the different levels of training and the different programs of study they can offer to students. Part (d)(2) states that even if your aircraft does not need to have an MEL, the non-functional device must not be required by the manufacturer to be usable as specified in the POH. The CEC will further restrict the operator with respect to certain operational aspects.
For example, if an airline operates flights to short-runway airports, the MMEL may allow the thrust reversers to be inoperable during certain flights, while the MEL may require the thrust reversers to be operational during each flight. The CEC takes precedence over the CEC and, therefore, the CEC must always be followed. The MMEL is developed with the help of engineers and data from flight tests. The objective of MMEL is to determine which elements are critical and which may be ineffective in certain circumstances. Here, the home page of a MEL with the FAA is prominently displayed. Part 43 deals with maintenance, preventive maintenance, reconstruction and alteration. A MEL must also be approved by the aviation authority, but unlike an MMEL, which is designed to cover potential configurations of an entire aircraft series/model spanning years or even decades, a MEL can be fully customized to remove non-applicable elements and add procedures. In many cases, several unusable unrelated elements are not managed by MMEL or CEC. If this is the case, the flight crew must rely on the feedback of engineers and maintenance technicians to decide if the aircraft can take off safely.
The minimum equipment list is an essential part of the aviation safety process. While the application of the MEL to Part 91 is somewhat confusing, its implementation is essential to ensure the safety of every flight. Examples of certified rotorcraft in this section are the Robinson R44, Schweizer 300 and Bell 429. This part contains airworthiness standards for rotorcraft in the Transport category. Rotorcraft with a maximum take-off weight greater than 3,200 kg (7,000 lb) and a capacity of 10 or more passengers are certified in this Part. Rotorcraft with a maximum take-off weight greater than 9,100 kg (20,000 lb) shall be certified to additional Category A standards defined in this Part. This part is divided into six subsections in order to determine the design criteria for each of the ACs has a very useful decision flow diagram for Part 91 pilots working without MEL. U.S.-registered aircraft operating under Part 91 may be authorized to use the MMEL as a MEL, although it is strongly recommended that operators use it only for domestic operations.