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means that not every possible
combination is allowed for, or the
additional workload from multiple
defects. You still therefore need to
exercise some judgement, but there
are circumstances where operation is
definitely not permitted and,
although you are given the authority
to operate with specified equipment
unserviceable, you don't have to if
you don't think it's safe. When in
132 Operational Flying
doubt, consult an engineer, but,
although their signature in the log
book is a maintenance release, the
responsibility is still yours.
In general, defects such as buckling,
cracks or extensive corrosion of the
skin or structure beyond the safe
limits established by the
manufacturer will render that aircraft
unfit for safe operation. Once a
MEL has been approved,
compliance is mandatory. MELs are
not transferrable between operators.
Note: The idea is to get you to a
place where a defect can be fixed, or
to fly while awaiting spares—it's not
for skimping on maintenance.
Configuration Deviation Lists (CDLs)
are the structural equivalent of
MELs, permitting operation with
certain minor bits missing, like
fairings, access panels, vortex
generators, etc. They take no
account of dents, distortion, cracks
or corrosion.
A Deferred Defect (as it's sometimes
called) is one which will not
prejudice the safety of a flight, but
should be rectified as soon as
practicable after it. For example, the
minimum navigational equipment
for IFR operations in most areas is 2
VOR + 1 ADF or 1 VOR + 2 ADF,
ILS, DME, Transponder, Marker
and 2 720 channel VHF Comms
(below FL100 in Amsterdam you
can get away with 1 VOR and 1
ADF, but watch out for Germany).
However, you can fly when one item
of the above list is unserviceable if it
isn't reasonably practical to effect
repairs or replacements before taking
off, especially as outside
maintenance organisations should
not be used without the approval of
your own Maintenance Contractor,
though the JAR system should help
in this respect.
On the assumption that you, as
commander, are satisfied that the
forecast weather conditions, latest
route information, regulations, etc.
allow your flight to be safely made,
you are allowed to complete one
flight to a place where repairs may
be effected. The ANO also allows
you to fly to a place where a
Certificate of Release to Service can be
issued for any defect rectification
when you are at a place where it is
not reasonably practical to do so. In
this case, you will have to submit a
report to the CAA (FOD 7) within
10 days, so to cover yourself, the
flight must have been made to the
nearest place at which certification
can be made, and the aircraft must
have been suitably equipped for the
route, as well as taking into account
any hazards to the liberty or health
of persons on board.
As a general rule, a defect will only
be allowed for a return to base; only
under exceptional circumstances
should you depart with one.
Defective equipment should be
isolated from the remainder of the
relevant system by removing fuses,
blanking pipelines, locking selectors,
or anything else that will promote
safety, including labelling the
equipment as defective (on gauges,
the label needs to be placed so that
no readings can be taken). Because
you must be aware of the condition
of an aircraft to exercise proper
judgement, all defects should be
entered in the relevant part of the
Tech Log. The aircraft should not
then fly until they are either cleared
or deferred. Details of deferred
Operational Procedures 133
defects should also be recorded on
the Deferred Defects Sheet, which is
carried with the Tech Log. A new
Tech Log page must then be started,
but if, for any reason, the same page
must be used (you might have run
out), the defect(s) must be clearly
identified by numbering. When a
deferred defect is finally cleared, the
entries are made on the current Tech
Log page and DD sheet (not the
originals), cross referencing the
original sheet number, rectification
action and clearance certification.
For specific details of what is or isn't
allowed, refer to the Minimum
Equipment List in the Flight Manual,
or part B of the Ops Manual.
Non-Revenue Flights
Passenger Carrying
Non-Commercial Air Transport
flights with passengers (that is,
　
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