Uso Del Manual Mel.docx

LABORATORY REPORT AVIONIC MAINTENANCE

TEMA:

MEL MANUAL

NOMBRE Y APELLIDO:

Landa Mejia, Brucee

Data collection

EXPERIMENTAL SESSION

Activity 1: In this second laboratory the analysis, interpretation and importance of the manual of operations MEL (Minimun Equipement List) was sought, as well as the filling of formats of a deferred component using the categories of maintenance time and / or change detailed in the MEL corresponding to the aircraft. The principle of use of this manual is based mainly on the operational and airworthiness requirements of an airplane, as you know these two items require that each element that is on board the aircraft is performing its function optimally, on the other hand however, due to the various levels of redundancy designed on aircraft, under certain conditions an acceptable level of safety can be maintained with specific items of equipment for a limited period of time until repairs can be made. As analyzed, in general, all the equipment is working at the moment of the flight, not all of them play an indispensable function, so that in case of doing any damage or being inoperative, they do not represent any risk for the aerial operation, allowing the flight. On the other hand there are others that are essential for each flight, so they must be fully operational otherwise the operational safety of the same is endangered. In order to determine which are the indispensable equipment and which are not, there is the MEL. This list may vary depending on the operation performed, for example if it is over the sea or not. Thus for a transatlantic flight the MEL can indicate as indispensable some item that for a continental flight is not or that only crosses water for a couple of hours. At the same time, the MEL includes a list of systems that do not affect the operation of the airplane separately, but together they can put it at risk. Therefore, it is determined that the previous revision of the aircraft and the MEL contribute to guarantee the operational safety of the aircraft. It is important to mention that the difference between MMEL and MEL is as follows: The first of these is for a certain type of aircraft, while the second will list the equipment and systems that are actually installed in their particular aircraft and will take into account any regulation additional that specifies which equipment should be on board due to the nature of the operation. It is important to mention that it is up to the operator to develop operational ("O") and maintenance ("M)" procedures. On the other hand, the maximum time in which an aircraft can be operated is given in intervals (categories) in which the inoperative element must be rectified. The rectification interval categories are given as follows: 1) Category A: In this category a specific time is not specified however, the elements of this category will be rectified according to the conditions established in the MMEL. 2) Category B: In this category they will be rectified within three calendar days, excluding the day of the event. 3) Category C: In this category they will be rectified within 10 calendar days, excluding the day of the event. 4) Category D: In this category they will be rectified within 120 calendar days.

LABORATORY REPORT AVIONIC MAINTENANCE With respect to the search of a component in this manual to verify if it is deferrable or not, search and interpretation procedures of the information shown in the manual are executed. First of all, you have to identify the ATA corresponding to the system and / or element, then proceed to the index of the manual and locate it. This is done in order to verify if the component is deferrable or not, for this verification the amount of equipment of this type that the aircraft owns and the amount it needs to be able to carry out its flight is displayed. If the component is deferrable, we proceed to observe the maximum repair time, identifying the category that corresponds to it (A, B, C or D). Once this information has been analyzed, the deferred item document "DEFERRED MAINTENANCE ITEM" is completed, the information placed in this format starts with the aircraft registration number, model, date, station in which the aircraft is located , category of rectification, description of the problem, license number and signature, both the technician in charge and the inspector in charge. In case the component needs to be changed, it is necessary to start the search for your P / N in the IPC first. It is important to mention that it must be marked if the requirement is "O" of operative or "M" of maintenance, then the corrective actions taken are taken, taking into account the use of the AMM, then the signatures mentioned above, the which will corroborate that the work and the documentation process were executed correctly. Finally, to complete this process, fill in the "MAINTENANCE LOG BOOK", here also fill the primary data of the aircraft, as well as corrective actions (using references of the AMM), the P / N of the component, signature and license number, both the technician and the inspector.

LABORATORY REPORT AVIONIC MAINTENANCE

Activity 2: Exercises performed: 1) PUSH TO TALK OF CO-PILOT INOP. .

LABORATORY REPORT AVIONIC MAINTENANCE 1) STAND BY ALTITUDE INDICATOR INOP.

LABORATORY REPORT AVIONIC MAINTENANCE

REPORT OBTAINING AND PROCESSING DATA Analysis of data: 

With respect to the developed, the analysis made to the procedures of how to identify if an element is deferrable or not according to the MEL was based on the importance of executing a correct process of filling out forms and establishing procedures to continue with the operation of an aircraft and other components, taking into account the acceptable level of safety. In addition, the Minimum Equipment Master List (MMEL), which is the list of equipment determined by the Design State Aeronautical Authority, which may not be operational under certain operating conditions, which provide an acceptable level of safety, while the MEL is the manual prepared according to the content of the MMEL .. This document will be applied only and exclusively to that type and model of aircraft, this is the main reason that all tasks have a certain time limit (ie to comply with the actions of maintenance required), these time intervals are divided into four categories: A (A standard interval is not specified), B (three consecutive calendar days), C (10 consecutive calendar days), D (120 consecutive calendar days).

Interpretation of the results: With respect to the processing and next interpretation of the results with respect to the main objective of the laboratory, which is the familiarization with the MEL, it was determined that it is important to perform optimally the filling of the formats, either as a deferred component or as a component. maintenance. Adding to this, the correct interpretation of the information shown in the manual MEL, which uses time categories for the performance of certain maintenance tasks. Everything mentioned is based on a primary objective, which ensures the operation of the aircraft while it is in flight

CONCLUSION VIDEO https://www.youtube.com /watch?v=2ljnOUCr0YI&f eature=youtu.be