Master Minimum Equipment ListMMEL Industry GroupSub-Committee Charter

The mission of the Sub-committee is to promote safety while maximizing flight operations through communications between industry and regulatory agencies.

Dennis LandryDirector, MMEL

MELs Prior to 1980s Era of “De-regulation”

Before De-regulation most airlines had very limited MEL style documents. (10 to 15 pages)Approval was granted by regional “FAA” offices – Large variances' between regions and airlines– Lorrenzo’s abuse of the MEL system reached a crisis

during the mid 1980’s as he destroyed EAL. – “Shall not depart where repairs can be made”

Lorenzo ran a shell game regarding repairs and maintenance practices that eventually resulted in numerous jail sentences

MELs Prior to 1980s Era of “De-regulation”

ALPA and EAL pilots began the “Postcard Campaign” writing to Congress with MEL abuse’s during his operation of EAL. ALPA’s efforts resulted in Congress becoming aware of the need for reform

ALPA – PAC Creates Eastern Airline’s Legacy –Master Minimum Equipment List (MMEL)

In 1991 the aviation industry formed a task force comprised of the FAA AFS and industry representatives – Air Transport Association (ATA) – Operators – Aircraft Manufacturers– Union groupsThe task force was supported under the ATA

organization structure and given the title MMEL Sub-committee in 1992.

Today’s MEL’s are the ongoing legacy of ALPA’s Eastern Airlines Pilots

Thank you “Mad Dog” Don McClure and EAL Pilots

ALPA and the “Bully Pulpit”

Master MEL subcommittee/ Industry Group was formed to develop industry standards make recommendations to the FAA relating to the MMELMMEL Policy Letters– More than 100 are currently written

• FAA Principal Inspector guidance at FOEBs

ALPA and the “Bully Pulpit”

MMEL Industry Group (IG) meetings are open to the public.ALPA’s participation was anchored by the Air Safety and Engineering departmentALPA’s engineer Bob Hall a former “Wild Weasel” F-105 Pilot and 1963 USAF Academy graduate was highly regarded and served numerous times as the Secretary of MMEL

MMEL IG Chairman Tom Azert

ALPA RepresentativeBob Hall

FAA Chairperson – MMEL Committee

Represent FAA- AFS to – Support, – Facilitate– Provide guidance to the process for identifying and

resolving MMEL issues. – Ensure posting of draft and final MMEL revisions and– MMEL Policy Letters

MMEL Members

ManufacturesAirlines – More than 50 are regular attendees Pilots – ALPA– APA– Part 91

MMEL sub-committee members assist AFS when developing MMEL policy and revisions in an effort to improve the quality of the FAA and aviation industry communications.

ALPA Pilot Participation

ALPA volunteers assist AFS when developing MMEL policy letters and revisions– These efforts improve the quality of the FAA and

aviation industry products– Flight Operations Evaluation Board

Flight Operations Evaluation Policy Board

FOEBs are intended to allow early industry involvement in the development of new aircraft specific MMEL revisions– B787, A330, A380

FOEBs are intended to be proactive and cooperative– Held bi-annually for active transport aircraft– As needed and electronically for ”Mature Aircraft”

Process allows FAA to capitalize on the expertise of the aviation industry

FAA – MMEL Relief Includes Equipment Related to Airworthiness

Other items of equipment that the Administrator 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.

ALPA MMEL Committee Projects

Enhancing safety margins thru application of “Line Pilot”experience With use of MEL relief.

B787 MEL developmentElectronic Flight Bag (EFB)Policy Letter 40 ETOPS expansion of range and time for new aircraftNASMOD and Nav Data base Airbus - Thales/Smith FMGC Rev 1, Rev 1+, Rev 2

Inoperative Rudder Pedal Steering

FOEB Chairmen should consider the following:

1. Time limit category A or B depending on the design of the aircraft and the impact of operating without it under conditions expected to be encountered.

2. Placing restrictions on surface, contamination3. Specific simulator training and/or flight manual

Abnormal Procedures such as RTO, engine out landings, low visibility taxi

Inoperative Rudder Pedal Steering

4. Restricting types of approaches/landings (e.g. no Cat II or Cat III approaches/landings, no autoland, etc.)

5. Restricting maximum winds or crosswinds (also consider the combined effect of winds and surface contamination).

6. Requiring the pilot with the tiller to make all takeoffs.7. Establishing a minimum airspeed during landing roll out

for transfer of control to the pilot with the tiller.

ALPA’s Unique Perspective Thales Rev 1+ Stacking

Stacking – Changing runways can cause the current STAR to be reinserted into the flight plan.a. Problem – The STAR

transition waypoints that were previously sequenced are reinserted into the flight plan.

The same problem with SIDs engines out SIDs are affected.

Intercepts – Unable to intercept a course not on the flight plan routing.a. Problem – Unable to

intercept the imaginary line created by two waypoints. Even though the

ND will display a cross track error.

Thales-Smith Rev 1, and Rev 1+STACKING

Thales-Smith Rev 1, and Rev 1+STACKING

ALPA’s Unique Perspective THALES – SMITH FMS Rev 1+

Dual FMGC TIME OUT will occur every 36 hours if continuous power is applied to the Thales FMS. This event will automatically “Time out”no matter the phase of flight. This results in loss of all FMGC functions.

Operator unable/unwilling to amend overnight procedures to insure aircraft de-powered– “Ugly wake-up” when

aircraft re-powered– delays

Thales Rev1+ Airspeed Abnormal Behaviors

Un-commanded Speed change – Selected speed changes to managed speed during climb to cruise phase without pilot input on the FCU

Un-commanded Speed changeManaged speed or selected speed changes to

250 knotsat some point within 40 to 30 miles from airport.

MMEL Committee Projects Using the “Bully Pulpit”and “Big Stick”

A320 Thales-Smith FMGC Rev 1, Rev 1+System presented as “Plug& Play” with little or no guidance on most functions:– Using the ALPA/NWA tech ops meetings

• a list of issues was presented to NWA and AB (54 significant)• FAA CMO copied at local and AGE level

Results: Prior to Rev 2 a working group comprised of FAA, NWA Flight ops, Tech Ops, and ALPA conducted extensive simulator andprocedure A320 Thales-Smith FMGC Rev 2+Dave Hayes brokered a one time – ALPA- Air Bus discussion of Thales rev1 and 1+ issues in Toulouse with

a simulator demo of Rev 2+ software • NWA has a software review team

MMEL Committee Projects

Significant past results (Last 5 years) Enhancing safety margins thru “Line Pilot input. – Autopilot reduced from 10 to 3 days

• Creation of sub-component relief for various modes– TCAS reduced from 10 to 3 days– Emergency equipment and Standby attitude restrictions

• Requires Day VFR no “Over the Top” ops

Nosewheel steering policy changePolicy letter written to allow operators to provide post manufacture data for new relief as part of STC process

MMEL committee projects

Significant past results (Last 5 years) Expansion/creation of new relief– Ex. DC-9 anti skid original relief did not use grooved

runways therefore no relief available for WET runway conditions

– Expansion of MEL relief to Push Button switch LED’s for Airbus and other aircraft. Allows operation of systems unaffected by a LED failure. EX; Engine Anti-Ice confirmed by EICAS not p.b light.

MMEL Committee Projects

B787 MEL development- Bob Aaron ( Former MMEL Chairman)Electronic Flight Bag Policy Letter 40 ETOPS expansion of range and time for new aircraftAviation Rulemaking Advisory Committee (ARAC)“Airplane-level Safety Analysis Working Group”(ASAWG) –MEL issues

Volunteers Needed

FOEBs – we need type-rated and current Experienced pilots at FOEBs– Bi-annual review and new items

Master MEL meetings – Quarterly at various venues – Create Policy for FOEBs