Getting To Grips - MMEL - MEL PDF

Airbus Flight Operations
April 2019 - Issue 1
Getting
to Grips with
MMEL/MEL
1
CONTENT
TABLE OF CONTENT 2
FOREWORD 8
INTRODUCTION 9
1. OBJECTIVE 10
1.1 MMEL OBJECTIVE 10
1.2 MEL OBJECTIVE 11
2. REGULATIONS 13
2.1 HISTORY 13
2.1.1 ICAO 13
2.1.2 JAA 15
2.2 MMEL REGULATIONS 16
2.2.1 EASA 16
2.2.1.1 JAR-MMEL/MEL 16
2.2.1.2 Operational Suitability Data (OSD) 16
2.2.1.3 OSD-MMEL 17
2.2.1.4 CS-MMEL 18
2.2.2 FAA 19
2.2.2.1 FSIMS 19
2.2.2.2 FAA Orders 8900.1 20
2.2.2.3 Policy Letters 21
2.2.2.4 Specific Items 21
2.2.3 Other Regulations 24
2.3 MEL REGULATIONS 25
2.3.1 EASA 25
2
2.3.1.1 PART-ARO 26
2.3.1.2 PART-ORO 26
2.3.1.3 MEL Applicability 26
2.3.2 FAA 27
2.3.2.1 CFR 27
2.3.2.2 Advisory Circular 28
2.3.2.3 FAA Orders 8900.1 29
2.3.3 Other Authorities 31
2.4 AIRWORTHINESS DIRECTIVE 31
3. AIRCRAFT SYSTEM FAILURES 31
3.1 CATEGORIES 32
3.1.1 Flight Deck Effect 32
3.1.2 Cabin Effect 34
3.1.3 Maintenance Effect 35
3.2 A300/A310 FAMILY 35
3.3 A320 FAMILY 36
3.3.1 Failure Message Classification 36
3.4 A330 AND A340 42
3.5 A350 48
3.5.1 Dispatch Message 51
3.5.2 Failure Messages Classification 55
3.6 A380 59
3.7 REPORTING 65
3.7.1 Logbook 65
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3.7.2 Digital Maintenance Modules 66
4. MMEL 66
4.1 MMEL GENERAL DESCRIPTION 66
4.1.1 How to Use / General Information 68
4.1.2 MMEL Entries 68
4.1.3 MMEL Items 68
4.1.4 MMEL Operational Procedures 69
4.1.5 MMEL Maintenance Procedures 70
4.2 MMEL FORMAT 71
4.2.1 SGML 72
4.2.2 XML 72
4.2.3 MMEL and XML 73

4.2.3.1 MMEL and DTD 74
4.2.3.2 ATA Specification 2300 76
4.3 MMEL VIEWER 76
4.3.1 OLB Viewer 77

4.3.1.1 OLB in Airbus EFB 81
4.3.1.2 OLB Web 82
4.3.1.3 OLB Standalone 82
4.3.1.4 Airnav Dispatch 82
4.4 MMEL CONTENT 83
4.4.1 MMEL Data Assembly Section 83

4.4.1.1 PDF Layout 83
4.4.1.2 OLB Layout 85
4.4.2 MMEL Sections 87

4.4.2.1 How to Use / General Information 88
4.4.2.2 MMEL Entries 89
4.4.2.3 MMEL Items 98
4
4.4.2.4 MMEL Operational Procedures 103
4.5 MMEL JUST IFICATIONS 109
4.5.1 Certification requirements 109
4.5.2 Rectification Interval 112
4.5.3 Safety Analysis 113

4.5.3.1 Consequence of the Failure 114
4.5.3.2 Consequences of the Next Critical Failure 116
4.5.3.3 Quantitative Analysis 116
4.5.3.4 Safety Analysis Flowchart 117
4.6 MMEL APPROVAL 120
4.6.1 EASA Process 120

4.6.1.1 DOA Privilege 122
4.6.2 FAA Process 123
4.7 MMEL AND AIRBUS APPLICAT IONS 124
4.7.1 AIRMAN-web / AiRTHM / SHM 124
4.7.2 Performance Applications 127
4.8 MMEL UPDATE 131
4.8.1 MMEL Revision Mark 132
4.8.2 AirnavX My Library 133
5. MEL 136
5.1 CUSTOMIZATION 136
5.2 CUSTOMIZATION TOOL 137
5.2.1 FODM 137
5.2.2 ADOC 139
5.3 CUSTOMIZATION DOSSIER 142
5.3.1 MEL Format 143
5.3.2 MEL Approval 143

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5.3.3 MEL and MMEL Supplement 144
5.3.4 MEL and STC 144
5.3.5 MEL and Special Operations 144
5.3.6 MEL and Operations 145
5.3.7 MEL (o) and (m) procedures 145

5.3.7.1 MEL (o) 145
5.3.7.2 MEL (m) 146
5.3.7.3 MEL (m) or (o) 146
5.4 MEL AND HOW TO USE / GENERAL INFORMATION 146
5.5 MEL ENTRIES 148
5.6 MEL ITEMS 149
5.6.1 Preamble 149

5.6.1.1 Updating Record 149
5.6.1.2 Repair Interval 150
5.6.1.3 Repair Interval Extension 151
5.6.1.4 Definition 152
5.6.1.5 MEL Items & Local Regulations 154
5.6.2 New Item 154
5.6.3 Dispatch Conditions 155

5.6.3.1 If Installed 155
5.6.3.2 Operational Title 157
5.6.3.3 Nbr Installed & Nbr Required 158
5.6.3.4 Repair Interval 159
5.6.3.5 Alternate Procedure 160
5.6.3.6 Procedure Requires MEL Item Use 161
5.6.3.7 Dispatch Condition Wording 162
5.6.3.8 ETOPS 164
5.6.3.9 MEL Items & Local Regulations 166
5.3.6.10 Specific Placard 167
5.7 MEL OPERATIONAL PROCEDURES 169
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5.8 MEL & WBM 172
5.9 MEL & CDL 177
6. MEL USE 180
6.1 MEL Training 180
6.2 Failure Reporting 181

6.2.1 Technical Logbook 181
6.2.2 Cabin Logbook 182
6.2.3 Maintenance Modules 183
6.2.4 Scheduled Maintenance Check 183
6.2.5 Intermittent Failure 184
6.3 MEL Deferral 185

6.3.1 MEL Item Identification 185
6.3.2 CDL Item Identification 188
6.3.3 MEL Deferral Log 189
6.3.4 MEL Acceptance 192
6.4 MEL During Taxiing 195
6.5 MEL During Flight 197
6.6 MEL & ECAM actions 197
6.7 MEL Closure 199
6.8 MEL Deviation 199

6.8.1 MEL Rectification Interval Extension 200
6.8.2 ADOM 200
7. MEL AND OPERATOR 202
7.1 MCC 202
7.2 OCC 204
7.3 ENGINEERING 204
8. CONCLUSION 205
7
FOREWORD
The purpose of this “Getting to Grips with MMEL and MEL” is to:
• Describe the Master Minimum Equipment List (MMEL), aircraft systems

interfaces, and the Minimum Equipment List (MEL)
• Establish the regulatory framework that drives the elaboration and the
approval of Airbus MMELs
• Provide guidance material for the development and the use of the MEL.
The MMEL is an Airbus document, developed by the Flight Operations Support and
Training Standards Department.
The MMEL is an operational dispatch document that provides a dispatch status for an
item reported inoperative.
The term “inoperative item” corresponds to any aircraft system, function, or
component that is inoperative.
The dispatch status of an inoperative item depends on its impact on the safety of a
flight and on the aircraft operation.
Dispatch status may be defined as one of the following:
• “GO” when the dispatch is permitted for a limited period of time without a
specific dispatch condition
• “GO IF” when the dispatch is permitted for a limited period of time with a
specific dispatch condition
• “NO GO” when the dispatch is not permitted.
The Airbus MMEL is the reference for Operators for creating their own MEL.
The MEL should be consulted by flight and cabin crews, line maintenance and
Maintenance Control Center (MCC) personnel, maintenance engineering and flight
operations personnel.
Flight crews and maintenance personnel are familiar with the use of the MEL during
their everyday work.
Both the MMEL and the MEL are legal documents approved by Airworthiness
Authorities.
This Getting to Grips is mainly designed to provide Operators with assistance in

understanding the MMEL and to develop their own MEL.
For any questions you may have about this Getting to Grips, please use TechRequest
on AirbusWorld - Flight Operations domain.
8
INTRODUCTION
The mission of an Airline is to ensure safe air transport together with consistent,
reliable, and efficient operations.
Airlines make things happen by managing all team players together.
Airlines’ operations rely on the aircraft product. Authorities certify the product design
(Aircraft Type Certification) that considers the full integrity of structural parts,
components fitted and all required operating systems and equipment.
Specific deviations from the integrity of structural parts or deviations from the
configuration of some components are permitted.
For example, in the case of structural damage (fuselage dent, cracks, part missing,
etc.), relevant maintenance documentation or the Configuration Deviation List
permits operation without interruption operation of the aircraft in revenue flight.
If deviations from the normal operation of aircraft systems or equipment are not
permitted in any documentation, the Airlines’ operations are heavily compromised.
Aircraft systems design has proved that in specific conditions, and for a limited period
of time, it is not necessary for every aircraft system or equipment to be operative,
provided that the remaining operative system or equipment ensures an acceptable
level of safety.
The level of safety demonstration of conditional deviations from the Type Certificate
requirements permits operation without interruption operation of the aircraft in
revenue flight.
These conditional deviations refer to “dispatch conditions” are published in the MMEL.
The MMEL is the cornerstone for all Airlines’ personnel involved in the management
of the aircraft system failures.
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1. OBJECTIVE
1.1 MMEL OBJECTIVE
The objective of the MMEL is to permit the Operator to establish their MEL. This in
order to operate an aircraft with inoperative equipment while maintaining an
acceptable level of safety.
An equipment is considered inoperative when the equipment is either unserviceable

or malfunctioning to the limit where it does not perform its intended purpose, or is
not consistently functioning within its designed operating limits or tolerances.
The MMEL development follows a process that involves many specialists within Airbus,
such as Flight Operations, Safety and Certification specialists, system designers, etc.
For each MMEL item associated with inoperative system, functions, or component, the
following is considered:
• The impact of the item’s failure on the safety of the flight
• The impact of the failure on crew workload
• The impact of multiple unserviceabilities
• The impact of the next critical failure.
The interaction between systems is analyzed in detail to ensure that multiple failures
do not result in a level of safety that is not satisfactory. In addition, the analysis not
only considers the consequences of the item’s failure, but also analyzes the
consequences of the next critical failure.
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When the MMEL is applied at aircraft dispatch, all of the following items help to
maintain an acceptable level of safety:
• The transfer of a function from one system to another (redundancy)
• When a system or function other than the inoperative MMEL item provides
required data (standby instruments, back-up mode, etc.)
• The adherence of appropriate limitations and/or procedures (pilot and

maintenance).
As a result, the MMEL guarantees the safe operation of an aircraft, with inoperative
system, functions, or component.
The MMEL is a legal document, approved by Authorities and is the baselines for the
development of the Operator MEL required for the dispatch of an aircraft.
1.2 MEL OBJECTIVE
Established based on the MMEL, the objective of the MEL permits the Operator to
assess the impact on their operations (flight schedule, route, environmental
conditions, etc.) while they operate an aircraft with inoperative systems, functions or
components. Therefore, the MEL enables the optimization of aircraft dispatch
reliability and profitability without affecting safety.
The first economic aspect is associated with aircraft operation. The MEL optimizes the
Airbus fleet availability during daily operations and contributes to Operator
profitability.
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The MEL permits the operation of an aircraft with one or more inoperative system,
functions, or component, when a failure is detected in flight or during daily ground
operations.
The permission to dispatch the aircraft prevents unscheduled maintenance, flight

delays, or cancellations.
The second economic aspect of the MEL is to optimize the “initial provisioning” and,
in this way, reduce storage costs.
The “initial provisioning” is a catalogue that lists all the Line Replaceable Units (LRU),
the corresponding number of recommended spare parts, with their cost.
This initial provisioning is based on a complex mathematical model that takes into
account several factors. These include all of the following:
• Number of aircraft in the fleet

• Total number of flight hours per year
• Spare part unit price
• Quantity of items per aircraft, etc.
This catalogue enables Operators to order their spare parts several months in advance
of aircraft delivery, in order to anticipate Aircraft On Ground (AOG) situations.
One of the factors that the model takes into account is directly linked to the MEL.
This factor is referred to as the “Essentiality Code” (EC), and corresponds to the
MEL item attributes:
• EC=1: corresponds to a “NO GO” item

• EC=2: corresponds to a “GO IF” item
• EC=3: corresponds to a “GO” item.
Examples:
• For a “NO GO” item, the corresponding spare parts should be available at each
secondary base, in order to avoid flight delays or cancellations.
• For a “GO” or “GO IF” item that may be inoperative for a limited period of time,
the applicable spare parts should be available at the home base. This
organization enables Operators to plan the return of the aircraft to the home
base. As a result, the aircraft is able to continue its flight in a normal manner,
with MEL.
For the optimization of the aircraft operation costs, additional criteria should be
considered such as the MTBF (Mean Time Between Failure), LRU cost, spare part
supply chain, etc.
12
Flight Hour Services (FHS), part of Services by Airbus portfolio, ensures smooth entry-
into-service of aircraft with an optimum package of spare parts and provides adhoc
solutions for spare parts management.
The MEL is an important contributor to operational reliability, and corresponds to a
manner for Operators to significantly reduce operating costs.
2. REGULATIONS
2.1 HISTORY
2.1.1 ICAO
The convention on International Civil Aviation (also known as the Chicago

Convention), was signed on December 7, 1944 by 52 States followed by the creation
of the International Civil Aviation Organization (ICAO) on April 4, 1947. ICAO became
a specialized agency of the United Nations.
The Chicago Convention includes 96 articles that establish the privileges and
restrictions of all contracting states and lays the foundation for a set of Standards
And Recommended Practices (SARPs) that regulate international air transportation.
SARPs are published in the form of Annexes to the convention.

As of today, there are 19 Annexes.
Annex 6 “Operation of Aircraft” Part 1 – International Commercial Air transport

Aeroplanes provides the definition of the MMEL and MEL.
13
Summary Annex 6 part 1 from the ICAO Convention
Annex 6 “Operation of Aircraft” Part 2 – International General Aviation - Aeroplanes

requires the Minimum Equipment List (MEL) in the operations manual and provides
requirements for MEL use in attachment 3.B
In the early 1970s with the introduction of the A300B2, Airbus’ first MMELs were
developed in accordance with the above-mentioned convention and its regulations.
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Summary of the A300 B2/B4 MMEL
It has to be noted that the repair interval was not instructed by any regulation at that
time.
2.1.2 JAA
Still in the 1970s, the Joint Aviation Authorities (JAA) was the civil aviation regulatory
authorities of a number of European states. They agreed to cooperate with the
development and establishment of common safety regulatory standards and
procedures. It was not a regulatory body. Regulations were obtained via the member
authorities.
In the 1990s, JAR-OPS 1.030 (Joint Aviation Regulations – Operations) provided the
legal policies and regulations for the creation of the MMEL and the MEL and the basic
rules that governed them.
In the 2000s, the JAA published the MMEL Procedures Manual that provides guidelines
on the creation and approval of the MMEL and published the JAR-MMEL/MEL.
Note: JAR-MMEL/MEL requirements are still the references for the approval of the
MMEL change on some Airbus aircraft (refer to chapter 2. Regulations / 2.2 MMEL
Regulations / 2.2.1 EASA / 2.2.1.1. JAR-MMEL/MEL).
JAR-OPS 1 provided the requirements that were applicable to the operation of an

aircraft.
MMEL items that were required in JAR-OPS 1 had no specific dispatch conditions
because they depended on the operational regulations of the country in which the
aircraft is registered.
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Dispatch conditions for these specific items were intentionally mentioned “As required
by regulations” in MMELs.
Guidelines for MMEL items with dispatch conditions “As required by regulations” were
provided in the “JAR-OPS 1 MEL Policy document”, also named Temporary Guidance
Leaflet (TGL) N°26 that aims to help Operators to create their MEL.
In 2009, the JAA was disbanded and replaced by the European Aviation Safety Agency
(EASA).
JAR-OPS requirements were replaced by EU-OPS and are indicated via new Air
Operations requirements (AIR-OPS) by the European regulation (EU) N° 965/2012.
2.2 MMEL REGULATIONS
2.2.1 EASA
The adoption of the European Commission (EC) regulation No 1592/2002 by the

European Parliament and the Council of the European Union (EU) created a Europe-
wide regulatory authority and the subsequent establishment of the EASA that has
absorbed most functions of the JAA (in EASA member states).
Regulation (EC) No 216/2008 repeals regulation (EC) No 1592/2002 and defines

common rules in the field of civil aviation (e.g. safety, type-certification of aircraft).
On 25 October 2012, the European Commission published in the Official Journal of

the European Union, Regulation (EU) No 965/2012 on Air Operations (AIR-OPS).
2.2.1.1 JAR-MMEL/MEL
The JAR-MMEL/MEL provides the requirements for the creation and the approval of
the MMEL and MEL.
JAR-MMEL/MEL requirements are still the references for any approval of the MMEL
change content on A300/A310 family, A320 family, A330, A340, & A380.
2.2.1.2 Operational Suitability Data (OSD)
On 28 January 2014, the European Commission published in the Official Journal of

the European Union, Regulation (EU) No 71/2014 that amends Regulation (EU) No
965/2012. This new regulation is about the Operational Suitability Data (OSD). It
closes the gap between aircraft design and operations.
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The OSD requirements indicate that aircraft manufacturers to submit data that EASA
considers important for safe operations.
The OSD encompasses pilot and cabin crew training, MMEL, maintenance staff, and
simulator qualification.
The OSD is approved as part of the Type Certificate like the Airplane Flight Manual
and the manufacturer has to keep the data current.
The OSD has both mandatory and recommended data that may support Operators
and training organizations when their National Aviation Authorities have adopted the
OSD concept.
The mandatory OSD supersedes the voluntary Operational Evaluation Board (OEB)
process.
Associated to these OSDs, a set of Certification Specifications (CS) were published at

the same time:
• CS-FCD (Flight Crew Data)

• CS-CCD (Cabin Crew Data)
• CS-MMEL.
At the time of this Getting-to-Grips publication, the CS-SIM (Simulator), CS-MAINT

(Maintenance staff) are still under study and not yet published.
2.2.1.3 OSD-MMEL
Two primary sections of the MMEL document are part of the OSD-MMEL:
• MMEL Items section

• MMEL Operational Procedure section.
Note: How to Use / General Information and MMEL Entries sections are not part
of the OSD-MMEL.
The EASA approves the OSD-MMEL as part of the Type Certificate exercise applicable
for future and in-service aircraft.
As per OSD-MMEL requirement, Airbus must provide the MMEL to any person required
to comply with the OSD (European Operators and their National Aviation Authorities).
17
Beyond the OSD compliance requirement by some Operators, Airbus provides MMELs
to all Operators, in order to ensure the development of Operator’s MELs.
For any OSD-MMEL change, Airbus commits to both of the following:
• Demonstrate the compliance with the JAR-MMEL/MEL (for the A330/A310

family, the A320 family, A330, A340, & A380)
• Demonstrate the compliance with the CS-MMEL (for the A350 and future
aircraft).
2.2.1.4 CS-MMEL
The objective of the CS-MMEL is to obtain a high level of safety. The CS-MMEL ensures
end users National Aviation Authorities and Operators the availability of safe and
reliable MMEL data.
As required under the OSD concept, the CS-MMEL provides aircraft manufacturers
with a uniform process and criteria for the development of aircraft type specific MMEL
data. The CS-MMEL permits its approval along with the other airworthiness
certification activities.
The CS-MMEL includes 2 parts:
• CS-MMEL Book 1
• CS-MMEL Book 2.
The CS-MMEL Book 1 includes both of the following:
• A uniform process and criteria for the development and approval of MMEL data
consistent with the current processes inherited from Joint Aviation Authorities
(JAA) Joint Operations Evaluation Board (JOEB)
• A further defined target level of safety for MMEL that accounts for the specific
risk and consistent with the recommendation of the Aviation Rulemaking
Advisory Committee (ARAC) Airplane-level Safety Analysis Working Group
(ASAWG).
The CS-MMEL Book 2 includes guidance material for the operational requirements of
specific MMEL items (previously taken into account by JAA Temporary Guidance
Leaflet No 26).
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CS-MMEL
2.2.2 FAA
In the FAA regulatory context, the FAA develops, owns, and published the MMELs for
US Operators. FAA MMELs are available for public consultation and use on the FAA
website.
2.2.2.1 FSIMS
The FAA created the Flight Standard Information Management System (FSIMS) as a
repository for documentation essential for the Aviation Safety Inspector. This
documentation includes FAA orders, Flight Standards Policy, and guidance that are
essential for the FAA Safety Inspector.
FSIMS is expected to be replaced in the coming years by a new tool that will provide
a clearer and intuitive user interface. This is to be able to rapidly draw a thread from
a specific search term to the most applicable sections of the Code of Federal
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Regulations (CFR) and to the specific documents that are most applicable to the
search term.
2.2.2.2 FAA Orders 8900.1
The Federal Aviation Administration (FAA) encourages the aircraft manufacturer to

participate in the development of an MMEL concurrently with the certification process
to ensure the availability of Operator's MELs when the aircraft enters into service.
A proposed (preliminary) MMEL should be submitted to the FAA Flight Operations

Evaluation Board (FOEB) for the subject aircraft. All items for which relief is requested
should be accompanied by appropriate substantiation, designed to ensure that an
acceptable level of safety is maintained throughout the aircraft operating envelope.
The document associated with the development of an FAA MMEL is the FAA Order
8900.1 - Volume 8 – General Technical Functions - Chapter 2 – Technical Groups,
Boards, and National Resources – Section 3 - Flight Operations Evaluation Board.
FAA Order 8900.1 – Volume 8 – Chapter 2 – Section 3 Summary
This document provides guidance to the Aircraft Evaluation Group (AEG) for the
conduction of the FOEB, in addition to the guidance for the substantiation of MMEL
items.
Other documents associated with the development of an FAA MMEL are A4A (Airlines
For America) documents.
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A4A Document - Master Minimum Equipment List (MMEL) Agenda Proposal &
Coordination Process provides guidance to the Industry (Aircraft manufacturers,
Operators) for the conduction of the FOEB.
2.2.2.3 Policy Letters
In accordance with the definition of the FAA Regulatory and Guidance Library, these
FAA Policy Letters (PLs) provide guidance or acceptable practices on how to show
compliance with 14 CFR paragraphs applicable to the MEL. These documents are
explanatory and not mandated.
For coherency, the FAA included the PLs guidance in all FAA MMELs.
2.2.2.4 Specific Items
The list of items in the FAA MMEL is very similar with the list of the Airbus MMEL,
approved by EASA.
However, the following items are added to the items list of the FAA MMEL:
• The Non-Essential Equipment and Furnishing (NEF) item that encompasses

specific passenger’s convenient items
Refers to FAA Order 8900.1 – Volume 4 – Chapter 4 – Section 4.
The FAA Order 8900.1 – Volume 4 – Chapter – 4 - Section 4 is applicable to the FAA
Operator’s MELs.
FAA Order 8900.1 Summary – Volume 4 – Chapter 4 – Section 4 -
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NEF originated from what was called passenger convenience items. Items are
associated with passenger convenience, comfort, or entertainment that are in the
cabin, galley, and lavatory areas.
The list of NEF is associated to the NEF program that enables Operators to use the
deferral authority granted in the MEL.
For coherency, the FAA included the NEF item in all FAA MMELs.
The list of NEF provides deferral relief for inoperative, damaged, or missing non-
essential items throughout the aircraft. In their MEL, Operators developed a NEF
program that is approved by the FAA. This program is tailored to meet the needs of
each Operator.
An NEF program includes a NEF list (or equivalent), a process for an evaluation of an
item in accordance with NEF requirements, reporting procedures, and repair and/or
replacement policy and procedures.
• The lavatory / galley waste & potable water system

Refers to FAA Policy Letter PL83.
FAA Policy Letter PL 83 Summary
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The lavatory / galley waste & potable water system is listed in all FAA MMELs, in order
to ensure that appropriate procedures are defined for operations with these items
inoperative.
On Airbus aircraft, the procedures are available in the Cabin Crew Operating Manual
that provides instructions for the management of the lavatory / galley waste & potable
water system.
A380 CCOM Summary

CCOM /Function Recovery Procedure / Recovery/deactivation of lavatory Function
• Any other MMEL item for which relief is applicable based on the applicable
Policy Letter
Example: MMEL Policy Letter (PL) 104 Storage Bins/Cabin, Galley and lavatory
Storage Compartments/Closets.
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FAA Policy Letter PL 104 Summary
2.2.3 Other Regulations
Other aircraft manufacturers have their own Certification Authorities with applicable
MMEL Regulations.
Transport Canada Civil Aviation (TCCA) publishes Transport Publications TP9155E
Master Minimum equipment List / Minimum equipment List Policy and Procedures
Manual.
This manual provides all the applicable information in terms of the philosophy,
development, and approval of the MMEL and MEL.
Canadian Aviation Regulation CAR 605.07, 704.07, and 705.07 indicate that the
operation of an aircraft with equipment inoperative may be approved via the use of a
MEL.
CAR 605.07 stipulates that the Minister of Transport may establish a MMEL for each
type of aircraft, in accordance with the TP9155E.
The Minister of Transport may add to a MMEL that a foreign state publishes where
necessary to ensure that the MMEL complies with the TP9155E.
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Based on the approved MMEL or the MMEL supplement, the Minister of Transport shall
approve a MEL with reference to each Operator of that aircraft, provided that the
requirements set out in the TP9155E are met.
Brazilian Authorities ANAC (Agencia Nacional de Aviaçao Civil) publishes MMEL and
MEL policies via the Instruçao de Aviaçao Civil IAC 3507.
Russian, Chinese, and other National Authorities may also have specific MMEL
requirements.
2.3 MEL REGULATIONS
2.3.1 EASA
The EASA regulations applicable to the MEL are part of Commission Regulation (EU)
No 965/2012 of 05/10/2012 which lays down technical requirements and
administrative procedures associated with air operations pursuant to regulation (EC)
No 216/2008.
Implementing Rules for Air Operations (AIR-OPS) were published on 25/10/2012.
Air Operations have eight dedicated annexes (also referred to as “PART”) that
supersede the former EU-OPS issued in 2008.
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Air Operations regulations (AIR-OPS) provide MEL requirements in PART–ARO
(Authority Requirements for Air Operations) and PART–ORO Organizatio n
Requirements for Air Operations).
2.3.1.1 PART-ARO
2.3.1.2 PART-ORO
2.3.1.3 MEL Applicability
For Operators under EASA regulations, the EASA Acceptable Means of Compliance
(AMC) to part ORO.MLR.105(d)(3) defines the following rule that applies for MEL
handling before takeoff.
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In the EASA regulations, the commencement of the flight is defined as the moment
when the aircraft starts to move under its own power for the purpose of takeoff (i.e.
the taxi phase).
In other words, the MEL must be applied for any failure that occurs before the start
of taxi of the aircraft.
The EASA regulations require Operators to define an appropriate guidance for the
management of the operational consequences in the case of failure between start of
taxi and start of takeoff roll.
The EASA regulations also determine that the decision of the pilot should be based on
their good judgment and airmanship.
Finally, the EASA regulations provide the pilot with the option to consult the MEL in
order to help to make a decision.
2.3.2 FAA
2.3.2.1 CFR
The Code of Federal Regulations (CFR) is the codification of the general and
permanent rules and regulations of the United States. The CFR is divided into 50 titles
that indicate wide subject areas.
CFR Title 14 provides regulations on Aeronautics and Space as prescribed by the FAA
that governs all aviation activities. Regulations are also known as the Federal Aviation
Regulations (FARs).
CFRs are classified into Chapter, Subchapter, Part, Subpart, and Section.
14 CFR Chapter 1 > Subchapter G: Air Carriers: Certification and Operations > Part
125 Certification and operations: Airplanes having a Seating Capacity of 20 or more
> Subpart F: Instrument and Equipment Requirements > Section 125.201:
Inoperable instruments and equipment.
27
For simplification, only a reference to the applicable CFR section is usually indicated
in Authorities document.
CFRs applicable to the MEL requirements are CFR 91.213, CFR 121.628, CFR 125.201,
CFR 129.14, and CFR 135.179.
CFRs Summary
2.3.2.2 Advisory Circular
Advisory Circular 91-67 “Minimum Equipment Requirements for General Aviation

Operations under FAR Part 91” provides acceptable methods for the operations with
MEL.
FAR Part 91 is part of 14 CFR > Chapter 1 > Subchapter F: Air Traffic and General
Operating Rules > Part 91: General Operating and Flight Rules.
28
Summary of AC 91-67
2.3.2.3 FAA Orders 8900.1
The document FAA Order 8900.1 - Volume 4 - Aircraft Equipment and Operational
Authorizations Chapter 4 - CDL and MEL - Section 2 – MEL is associated with the MEL
and provides FAA requirements for MEL development and approval.
29
The document FAA Order 8900.1 - Volume 4 - Aircraft Equipment and Operational
Authorizations Chapter 4 - CDL and MEL - Section 4 - Nonessential Equipment and
Furnishing (NEF) Program relates to the MEL.
For Operators that comply with FAA regulations, the FAA regulations require that
Operators establish a communication means between the Pilot In Command (PIC) and
the aircraft dispatch organization and to apply the MEL when a failure occurs before
takeoff.
Refer to the following summary of FAA order 8900.1 - Volume 4 - Chapter 4 -
Configuration Deviation List (CDL) and Minimum Equipment List (MEL).
FAA order 8900.1 Summary

Volume 4 - Chapter 4 - Configuration Deviation List (CDL) and Minimum Equipment
List (MEL)
30
Therefore, for the FAA, the MEL remains the reference material for decision making
for dispatch in the case of failure after start of taxi and before takeoff roll.
2.3.3 Other Authorities
Other National Aviation Authorities (NAA) developed their regulations that may be
different to the EASA/FAA regulations. It is the responsibility of each Operator to
individually check the applicable regulations that include the MEL applicability rules.
2.4 AIRWORTHINESS DIRECTIVE
After the occurrence of an in-service event, Airworthiness Authorities may require

specific actions to be taken. These actions are published in Airworthiness Directives
(ADs).
When applicable, an AD may require that the affected MMELs/MELs be updated, as
indicated by the “Required Action(s) and Compliance Time(s)” paragraph of the AD.
When an AD mandates the Operator the updating of MMEL/MEL modification, Airbus

publishes the corresponding MMEL change and notifies Operators of MMEL update via
a “Major Event” in AirnavX My Library and appropriate communication means.
Refer to chapter 4. MMEL / 4.8 MMEL Update / 4.8.2 AirnavX My Library.
3. AIRCRAFT SYSTEM FAILURES
The MMEL provides a “GO”, “GO IF”, or “NO GO” dispatch status for a defective
system, function, or component that is usually operated by the pilot to safely perform
any mission.
The maintenance documentation or the CDL provides the dispatch status of a

damaged or missing part.
The maintenance documentation is applicable to the damaged part on structural,
mechanical, hydraulic, etc. assembly.
The CDL is applicable to the damaged or missing secondary airframe or engine parts.
The identification of the MEL item is necessary subsequent to pilot observation. Both
of the following describe the difference between the categories of failures to aircraft
systems:
• There are categories of aircraft system failures that have a possible effect on
safety or operations. These failures must be reported in the logbook. The MMEL
provides appropriate dispatch conditions to be known and applied before the
next flight by the line maintenance and the flight crew.
• There are other categories of aircraft system failures that have no impact on
operations nor safety. These failures do not require a dispatch condition
assessment, should not be reported in the logbook, and are not managed by
the flight crew.
31
In order to assist the Operator for the management of system failures, these different
categories are categorized on the centralized maintenance system on all Airbus Fly-
By-Wire aircraft.
3.1 CATEGORIES
Each aircraft system is able to monitor its own failures in addition to other system
failures. Aircraft system computers monitor and collect information via a BITE (Built-
In Test Equipment) module.
When a system failure is detected, the aircraft system computers send either a fault
signal to a dedicated maintenance panel (A300/A310 Family) or send the fault
message to a centralised maintenance system (Fly-By-Wire aircraft).
At the early design stage of an aircraft, each system failure case and combination of
failures are analysed and categorized in accordance with one of the following:
• System failure that has an effect on aircraft operations

• System failure that does not have an effect on aircraft operations.
3.1.1 Flight Deck Effect
System failure may have an effect on some essential aircraft functions (cabin
pressurization, flight guidance, electrical supply, etc.).
During the flight, the appropriate ECAM procedure enables the pilot to manage the
effect.
For subsequent flights, the appropriate dispatch conditions of the MMEL minimize the
effect.
The system failure that is monitored by the aircraft system should be associated with
an appropriate attention getter in the cockpit, in order to be duly considered by the
flight crew. These attentions getters are named Flight Deck Effects (FDEs).
All of the following are examples of FDEs associated with system failure:
• ECAM alert with or without an audio indicator

• Amber or loss of indication on SD, PFD, ND, etc.
• Amber indication (example: FAULT light on pushbutton, on overhead control
panel, pedestal panel, etc.).
The purpose of FDEs is to highlight abnormal technical situations to be managed as

necessary in flight and duly reported by the pilot.
System failure may affect the pilot’s tasks during aircraft operation. For example, a
defective component of the refuel system may impair flight preparation.
In this case, the system failure, monitored by the aircraft system, should be
associated with an appropriate FDE.
32
Therefore, FDEs are closely linked with the ECAM philosophy set-up on the A300/A310
family and progressively reinforced in the cockpit along with the introduction of Fly-
By-Wire aircraft.
The ECAM aims to simplify the tasks of the pilot during the flight. The ECAM enhances
the awareness of the technical situation and status of the aircraft.
The ECAM mainly assists pilot tasks from the cockpit preparation at departure until
the engines shut down at arrival.
In terms of aircraft operations, the dispatch assessment for continued operation is

based on the abnormal technical situation as indicated by the ECAM alerts.
The wording of the current ECAM alerts is fully adapted for pilot tasks during flight.
However, the wording is not always appropriate to provide related technical data that
may be necessary for the purpose of the dispatch assessment.
For example, the below mentioned A330 scenario indicates that subsequent to an
ECAM alert that appears in flight, there are two different conditions to dispatch the
aircraft. Dispatch conditions depend on the faulty Line Replaceable Unit (LRU) at the
source of the ECAM alert.
Example of a Scenario of ECAM Alert Management In Flight and On Ground
33
For successful operations, the need for additional maintenance actions for the
determination of the GO, GO-IF, or NOGO dispatch status should be limited as much
as possible.
This above mentioned situation may result in the creation of new ECAM alerts or the
enhancement of wording of ECAM alerts for the purpose of dispatch.
This is reflected in the use of the ECAM alert subtitle on A380 aircraft.
To reinforce a successful dispatch assessment associated to FDEs and to enhance the

ECAM capabilities, the concept of Dispatch Function is included on the A350 ECAM
design.
In addition to the need for new ECAM alerts for the purpose of the dispatch
assessment, there are some aircraft system failures that do not affect the current
flight but for which MMEL dispatch conditions must be applied for the next flight.
A320 Family FCOM Summary

AIR ENG 1(2) LEAK DET FAULT ECAM Alert
On A320 family aircraft, the air leak detection failure of an engine bleed that occurs
in flight does not affect the current flight. Therefore, the above ECAM alert appears
only on the ground for logbook entry and dispatch assessment purposes.
In this example, the normal operation of the air leak detection of an engine bleed is
required for dispatch.
3.1.2 Cabin Effect
System failures associated with a "Cabin effect" can be categorized into two
categories.
The first category of “Cabin Effect” is associated with a system failure that may reduce
the safety tasks of the cabin crew during aircraft operation. For example, a defective
Flight/Forward Attendant Panel (FAP) may impair the cabin crew procedures during
the flight.
The second category of “Cabin Effect” is associated with defective cabin LRUs that
may affect the level of the commercial service.
Typical LRUs: Oven, coffee maker, In-Flight Entertainment equipment, etc.
34
In both cases, the system failure, monitored by the aircraft system, should be
accordingly categorized in the centralized maintenance system.
3.1.3 Maintenance Effect
Systems failures may affect the maintenance task schedule.

On the A320 family, a defective component may require dispatch conditions when it
is associated with a MAINTENANCE message on the STATUS System Display (SD)
page.
On the A380, it may be necessary to fix a defective component within a specific
period.
In all cases, the system failure that is monitored by the aircraft system should be
accordingly classified in the centralized maintenance system.
Any other system failure that does not affect aircraft operations, should be accordingly
classified in the centralized maintenance system.
3.2 A300/A310 FAMILY
When a system computer detects a failure, a fault signal is sent to the lateral
maintenance panel.
Maintenance Panel on A300-600
35
Most failure signals identified in the maintenance panel have an operational effect for
the pilot (e.g. ECAM alert, amber indication in cockpit panels or displays, etc.). These
failure signals require a dispatch condition assessment via a corresponding MMEL
Entries or MMEL Item.
3.3 A320 Family
Controls and indications of the Centralized Fault Display System (CFDS) are ensured
by the Centralized Fault Display Interface Unit (CFDIU).
The Built In Test Equipment (BITE) module of an affected aircraft system sends
maintenance failure messages. The CFDS via the CFDIU centralizes these messages.
A320 CFDIU Interfaces
3.3.1 Failure Message Classification
Failure messages are classified depending on their effect:
• Those that affect the flight crew, cabin crew or line maintenance during their
daily operations
• Those that affect the maintenance tasks during scheduled maintenance checks.
Failure messages appear on the Post Flight Report (PFR) folder of the CFDS or on all
of the following other folders for history of occurrences:
• Last Leg Report

• Previous Legs Reports
• System Report/Test.
36
CFDS Menu on A320 Family
In the PFR, there is a correlation between both of the following:

- Failure messages that come from the BITE module of aircraft systems
- ECAM alerts that come from the Flight Warning System (FWS).
The CFDS performs this correlation.
The FWS elaborates and triggers the ECAM alerts.
Most of the operational effects (referred to as Flight Deck Effects) for the pilot, are
indicated by ECAM alerts.
FDEs
A320 CFDS Interface
37
CFDS PFR on A320 Family
Failure Messages with an Operational Effect for the Pilot (FDE)
CFDS classification: CLASS I
The “POST FLIGHT REP” (PFR), the “LAST LEG ECAM REPORT”, and the “LAST LEG
REPORT” record failure messages that are associated with FDEs.
Note: On the ground, the GROUND REPORT function displays maintenance messages
associated with new failures that are detected on the ground. Therefore, these
maintenance messages are not recorded in the PFR.
ECAM alerts are recorded in the ECAM WARNING MESSAGES section (FDEs) of the
PFR.
To enable the dispatch condition assessment, the MMEL Entries section of the MMEL
provides a list of all ECAM alerts.
Failure messages are associated to an ECAM alert and appear in the FAILURE
MESSAGES section of the PFR.
Failure messages are not included on the list in the MMEL.
38
Summary of A320 MMEL Entries Section
Failure Messages with Cabin Effects
CFDS classification: CLASS I
Only failure messages that may affect the safety tasks of the cabin crew during the
aircraft operations are applicable to the MMEL.
An example of a failure detected by the aircraft system with cabin effect:

Flight/Forward Attendant Panel (FAP) inoperative as detected by CIDS, etc.
The “POST FLIGHT REP” and the “LAST LEG REPORT” folders record maintenance
failure messages.
The failure message identifies the defective cabin LRU.

39
If the defective cabin LRU is applicable to the MMEL, the corresponding MMEL Item
provides the applicable dispatch conditions.
Failure Messages with Maintenance Effect (system performance degradation,

maintenance action to be considered, etc.)
CFDS classification: CLASS II
The “POST FLIGHT REPORT” and the “LAST LEG REPORT” folders record maintenance
failure messages.
Maintenance failure messages are associated with the MAINTENANCE message

(Example: PACK 1(2), CIDS 1(2), SFCS, etc.) that appears on the STATUS SD page
of the ECAM.
The MAINTENANCE status appears when the aircraft is on ground, before engine start
or after engine shutdown.
40
A320 Family ECAM System Display
MAINTENANCE Messages on STATUS Page
The ECAM WARNING MESSAGES section of the PFR records MAINTENANCE messages.
In order to be clear, the MMEL Items section provides a list of all MAINTENANCE
messages at the beginning of each applicable ATA chapter sub-section.
For example, the name of the corresponding MMEL item is F/CTL MAINTENANCE
Message.
Summary of the A320 MMEL Items Section
Dispatch is permitted without condition for most messages.
However, a few specific MAINTENANCE messages have specific MMEL dispatch

conditions.
41
The Operator must establish a procedure to manage these MAINTENANCE messages
and to rectify them within the C repair interval (10 days).
Only a few MAINTENANCE messages have a D repair interval (120 days).
Refer to chapter 4. MMEL / 4.5 MMEL Justifications / 4.5.2 Rectification Interval
Failure Messages with Minor Maintenance Effect (negligible system performance

degradation, action of maintenance to be determined that is convenient for aircraft
maintenance planning, etc.)
CFDS classification: CLASS III
The “AVIONICS STATUS” or the “CLASS 3 REPORT” folders record failure messages
of each system BITE module.
These failure messages are not dependent on MMEL dispatch conditions and therefore
not applicable to MMEL.
Aircraft dispatch is permitted.
3.4 A330 and A340
Three Multi Control Display Units (MCDUs) ensure the controls and indications of the
Centralized Maintenance System (CMS).
One or two fully redundant Centralized Maintenance Computers (CMCs) control the
CMS.
A330/A340 MCDU & CMC Interfaces
The BITE module of an affected aircraft system sends maintenance failure messages.
Via CMCs, the CMS centralized these messages.
42
• Those that affect the flight crew, cabin crew or line maintenance during their
daily operations
• Those that affect the maintenance tasks during scheduled maintenance checks.
Failure messages appear in the Flight Report (PFR) folder of the CMS or other folders
for the history of occurrences:
• Last Leg Report

• Previous Legs Reports.
The BITE module of the aircraft systems generates the failure messages.
The Flight Warning System (FWS) elaborates and triggers the ECAM alerts.
In the PFR, the CMS ensures the correlation of the failure messages with the ECAM
alerts.
Most of the operational effects (referred to as Flight Deck Effects) for the pilot, are
indicated by ECAM alerts.
FDEs
A330/A340 CMS Interface
43
CMS PFR on A330
Failure messages with operational effect for pilot (FDE)
CFDS classification: CLASS 1
The “POST FLIGHT REPORT” (PFR), the “LAST LEG ECAM REPORT”, and the “LAST
LEG REPORT” folders record failure messages that are associated with FDEs.
The “FAULTS” header of the PFR provides a list of failure messages.
The “COCKPIT EFFECT” header of the PFR provides a list of the associated ECAM alerts
in the same line row of the failures messages.
The MMEL Entries section of the MMEL provides a list of all ECAM alerts and enables
the dispatch condition assessment.
The MMEL does not provide a list of failure messages of the “FAULTS” header of the
PFR.
44
CMS PFR on the A330
Summary of the A330 MMEL Entries Section
45
Failure Messages with Cabin Effect
CMS classification: CLASS 1
Only failure messages that may affect the safety tasks of the cabin crew during the
aircraft operation are applicable to the MMEL.
Examples of failures detected by the aircraft system with cabin effect: Flight/Forward
Attendant Panel (FAP) inoperative as detected by CIDS, etc.
The “POST FLIGHT REPORT” (PFR), the “LAST LEG ECAM REPORT, and the “LAST LEG
REPORT” folders record failure messages.
The “FAULTS” header of the PFR provides the list of failure messages.
The failure message identifies the defective cabin LRU.
If the defective cabin LRU is applicable to the MMEL, the corresponding MMEL Item
provides the applicable dispatch conditions.
CMS PFR on the A330
46
Failure Messages with Maintenance Effect (system performance degradation,
maintenance action to be considered, no operational effect, etc.)
CMS classification: CLASS 2
The “POST FLIGHT REP” and the “LAST LEG REPORT” folders record failure messages.
Failure message is associated with the MAINTENANCE message that appears on the
SD STATUS page of the ECAM.
CMS PFR on the A330
On A330/A340, MAINTENANCE messages are not dependent on MMEL dispatch

conditions and therefore not applicable to the MMEL.
47
Failure Messages with Minor Maintenance Effect (negligible system performance
degradation, action of maintenance to be determined that is convenient for aircraft
maintenance planning, etc.)
CFDS classification: CLASS 3
The “CLASS 3” or the “CLASS 3 REPORT” folder records failure messages of each
system BITE module.
not applicable to the MMEL.
The aircraft dispatch is permitted.
3.5 A350
On the A350, the Onboard Information System supports e-Operations for flight, cabin,
and maintenance.
The concept provides network infrastructure, hosting resources, and user terminals
to aircraft functions.
Flysmart with Airbus – New Generation (FSA-NG) is the platform on board the aircraft
that supports the information system.
A350 FSA-NG Architecture
48
The FSA-NG platform provides resources for various functions that are divided into
two domains:
• The Aircraft Control Domain – Information System (ACD-IS) for the CMS and
other maintenance applications
• The Airline Information System Domain (AISD) for Maintenance Central Access
(MCA) that includes the PFR, Flight and maintenance on board documentation.
The main components of the FSA-NG platform are all of the following:
• Two Secure Communication Interfaces (SCIs). The purpose is to secure the

communication between the FSA-NG platform and aircraft systems
• One Avionics Server Function Cabinet (ASFC) also called OIS AVNCS server,
dedicated to host applications that interact with the aircraft avionics
• One Open-world Server Function Cabinet (OSFC) also called OIS CAB & MAINT
server dedicated to host applications from the Operations or commercial
domain.
The On-board Maintenance Terminal (OMT), the CAPT (F/O) outer DU, the lower
center DU, and the Portable Multipurpose Access Terminal (PMAT) ensure controls
and indications of the maintenance applications.
OMT Location on the A350
49
A350 Cockpit Displays for Maintenance Applications
OMS applications ensure the failure diagnosis function as follows:
• The BITE module of an affected aircraft system sends aircraft failure messages
to the Central Maintenance System Aircraft Control Domain (CMS-ACD). The
CMS-ACD then provides a correlation between the failure messages and the
ECAM message that comes from the FWS.
• The MCA generates the PFR.
A350 PFR Generation Principle
50
The FWS elaborates and triggers the ECAM messages.
On the A350, new types of ECAM messages are defined with the introduction of the
concept of Dispatch Function.
New types of ECAM messages are referred to as Dispatch Messages (DM).

The purpose of the DM is to optimize the management of aircraft system failures for
dispatch and to enable a successful dispatch assessment associated with FDEs.
3.5.1 Dispatch Message
Dispatch Message (DM) appears on the dedicated page of ECAM SD. The DISPCH key
on the ECAM control panel controls the DM.
A350 DISPATCH page on ECAM SD with two Dispatch Messages

AIR PACK 2 RAM AIR INLET DOOR CLOSED and
COND ONE CABIN FAN
The ECAM DISPATCH page identifies the DM by the “> “symbol (chevron) that appears
before the message.
51
DMs take into account the primary part of FDEs associated with failures detected by
aircraft systems.
FDEs are:
• ECAM alert
• Amber or loss of indication on SD, PFD, ND, etc.
• Amber indication (ex: FAULT light on pushbutton) on control panel (Overhead,
pedestal, etc.).
A DM may, or may not be associated with an ECAM alert:
• The DM is associated with an ECAM alert when the aircraft system failure
requires flight crew awareness or requires an abnormal procedure to be applied
by flight crew during on-going flight.
Dispatch Message
AIR PACK 2 RAM AIR INLET DOOR CLOSED
Associated with the AIR PACK 2 REGUL FAULT ECAM Alert
• The DM is not associated with an ECAM alert when the aircraft system failure
only affects indications on SD, PFD, ND (amber indications, amber crosses,
etc.)
• The DM is not associated with an ECAM alert when the aircraft system failure
requires MMEL dispatch condition for the next flight.
Dispatch Message
COND ONE CABIN FAN
52
An ECAM alert may not be associated with a DM in the following cases:
• Configuration alerts: No failure is detected, the alert disappears when flight

crew sets the correct configuration.
Example of ECAM alerts.

AIR PACK 1 OFF
T.O RWY TOO SHORT
• Alerts that are not directly associated with a system/function failure:

Maintenance action may be due when the aircraft is on ground (inspection,
etc.) but the MEL is not applicable.

OVERSPEED
SMOKE L AVIONICS SMOKE
• Secondary alerts: The DM is associated with the primary failure (primary ECAM
alert).

F/CTL ALTN LAW (PROT LOST)
AIR ABNORM BLEED CONFIG
The DM becomes the standard method to report in the technical logbook any abnormal
technical situation as detected by the aircraft system.
The DM enables the pilot and maintenance to accurately identify the aircraft system
failure. Therefore, DM provides straight and unique dispatch assessment in the MMEL.
For most of system failures, the FWS computes the associated dispatch message.
The CMS provides a correlation between maintenance messages coming from the
aircraft systems BITE with the ECAM Dispatch Message coming from the FWS.
Messages are classified as Reported Flight Deck Effect (RFDE).
53
RFDE Principle
There are some system failures without correlation of DM. However, associated
cockpits effects may be noticed, or the flight crew may report an effect on operations.
In this case, the CMS correlates maintenance messages coming from the aircraft
systems BITE with FDEs data recorded in the Maintenance System Load (MSL) file.
Messages are classified as Non Reported Flight Deck Effect (NRFDE).
NRFDE Principle
54
• On the pilot, cabin crew, or line maintenance during their daily operations, or
• On maintenance tasks during scheduled maintenance checks.
The PFR folder of the CMS or other folders for the history of occurrences display FDEs
and associated maintenance messages in:
• Last Leg Report

• Previous Legs Reports.
FDE messages that appear in the FPR and associated with the MMEL are:
• Dispatch messages from RFDE, or

• FDE messages from the MSL file from the NRFDE.
3.5.2 Failure Messages Classification
Failure messages with operational effect for pilot (FDE)
The “COCKPIT” tab of the PFR in the “MESSAGE” header records FDEs (DM and MSL
file messages).
A350 PFR
55
To enable dispatch condition assessment:
• The MMEL Entries section provides the list of all DMs
• The MMEL Items section provides the list of affected aircraft systems identified
by MSL file messages.
A350 PFR
56
A350 PFR
Extract of A350 MMEL Items section
Summary of the A350 MMEL Items Section
The “EFFECT DETAILS” sub-menu is available in the “POST FLIGHT REPORT”, the
“ACTIVE ECAM ALERTS”, and the “LAST LEG REPORT” folders.
The “EFFECT DETAILS” sub-menu records maintenance failure messages associated

with FDEs.
The MMEL does not provide the list of maintenance failure messages.
57
A350 “EFFECT DETAILS” Menu of the PFR
58
Only failure messages that may have an effect on the safety tasks of cabin crew
during the aircraft operation are applicable to the MMEL.
Examples of failures detected by the aircraft system with an effect on cabin: FAP
inoperative as detected by CIDS, etc.
FDEs (MSL file message) are recorded in “COCKPIT” or in “CABIN” tabs of the PFR in
the “MESSAGE” header.
The failure message identified in the MSL file identifies the defective cabin LRU.
The corresponding MMEL Item provides the applicable dispatch conditions.
Failure Messages with Maintenance Effects (system performance degradation,

maintenance action to be considered, etc.) are classified in the “MAINTENANCE” tab
of the PFR.
3.6 A380
The OMT, PMAT, and the CAPT (F/O) Onboard Information Terminal (OIT) ensure the
controls and indications of the CMS.
A380 OMT
Onboard Maintenance
Terminal
PMAT
59
A380 Cockpit
The CMS is part of the Onboard Maintenance System (OMS). The CMS is an application
hosted in two servers of the Network Server System (NSS) in the Avionics domain.
A380 OMS / CMS Architecture
60
Failure messages are recorded via both of the following:
• The Current Flight Report (CFR)

• The PFR including previous legs history.
Dedicated tabs of the PFR classify failure messages depending on their operational
effect (for pilot or cabin crew) and maintenance effect.
A380 CMS Post Flight Report
The PFR of the CMS associates the Flight Deck & Cabin Effect (FDCE) with the failure
messages that come from the aircraft systems BITE.
The FDCE is associated with one of the following:
• ECAM alert messages that come from the FWS

• Flag and advisory messages that come from the CDS
• Electronic logbook (as applicable)
• Trouble shooting procedure
• MEL.
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Failure messages with operational effect for pilot (example of operational

effect: ECAM alert, amber indication on cockpit displays, etc.) are recorded in the
“Cockpit items” tab of the PFR.
The “Fault Case Description” header of the PFR provides the list of failure messages
associated with the Flight Deck Effect (ECAM alert, flag, etc.).

Cockpit items Tab
When a failure is selected in the PFR, the “PFR Fault Detail” page appears and provides
information associated with the electronic logbook entry (as applicable), the FDE, and
fault messages.
When the “MEL” icon is selected, there is a link with the MEL viewer. The MEL Entries
section provides dispatch condition assessment associated with the ECAM alert.
62
Cockpit items Tab – Fault Detail Page
63
Only failure messages that may have an effect on the safety tasks of cabin crew
during the aircraft operation are applicable to the MMEL.
Example of failure detected by the aircraft system with cabin effect:

FAP inoperative as detected by CIDS, etc. The “Cabin items” tab of the PFR record
these failures.
If applicable to the MMEL, the associated MMEL Item provides the applicable dispatch
conditions.
Failure Messages with Maintenance Effects (maintenance action to be

determined, etc.) are recorded in the “Pending items” tab of the PFR.
There is no FDE.
There are two categories of failure messages as one of the following:
• Category of messages for which preventive maintenance actions have to be

planned in order to prevent any potential operational disruption should an
additional failure occur in combination with this failure message
• Category of failure messages for which preventive maintenance actions have

to be planned to fix the issue. Maintenance action has to be performed within
a defined time calculated by the FWS.
Note: If the failure message is not fixed within the defined period, a dedicated
ECAM alert MAINTENANCE TIME LIMITED or ENGi TIME LIMITED triggers on
ground. The MMEL must be applied for the aircraft dispatch.
The “Pending items” tab of the PFR record both categories of failure messages. There
are not dependent on MMEL dispatch conditions. The MMEL is not applicable.
Failure Messages with Minor Maintenance Effects (negligible system

performance degradation, action of maintenance to be planned at convenience…) are
classified in the “Minor items” tab of PFR.
64
3.7 REPORTING
3.7.1 Logbook
The pilot reports aircraft system failure in the technical logbook. This report is named
PIREP (PIlot REPort) and is the main entry point for the MMEL.
The line maintenance may also report an aircraft system failure in the technical
logbook. This report is named MAREP (MAintenance REPort) and takes into account an
aircraft system, function, or component reported as inoperative during ground
operations.
Based on the PIREP or MAREP, the (M)MEL determines if the faulty system, function,
or component is a “GO”, “GO IF”, or “NO GO” item.
A technical logbook may be in paper or in electronic format.
PIREP
Example of Technical Logbook in Paper Format
65
The cabin crew reports in the cabin logbook, problems that occur in the cabin.
The cabin crew and the line maintenance manage most of defective cabin LRUs. This
is to reduce the responsibility of the flight crew during flight acceptance. The LRUs
are reported in the Cabin logbook, independently of the MMEL process.
Typical LRUs: Oven, coffee maker, In-Flight Entertainment (IFE) equipment, etc.
The (M)MEL is not applicable to these inoperative cabin LRUs. Aircraft dispatch is
permitted.
The Pilot In Command (PIC) must accept the technical status of the aircraft before
dispatch.
Cabin crew may observe some cabin systems failures that may affect safety
procedures.
For example, the failure of a cabin crew handset requires an alternate procedure in
the case of emergency evacuation.
In this case, standard practices recommend that the flight crew make an entry in the
technical logbook. This is in order to correctly assess the dispatch conditions to be
applied, as per (M)MEL instructions.
An example of LRUs: FAP, cabin handset, cabin loudspeakers, cabin seat, Cabin Crew
Rest (CCR) equipment, etc.
3.7.2 Digital Maintenance Modules
The aircraft automatically sends aircraft failure reports to a ground station equipped
with Airbus AIRMAN-web, AiRTHM and Skywise Health Monitoring (SHM) tools.
For more information, refer to chapter 4. MMEL / 4.7 MMEL and Airbus Applications /
4.7.1 AIRMAN-web / AiRTHM / SHM.
4. MMEL
4.1 MMEL GENERAL DESCRIPTION
The MMEL document has different sections (chapters).
The first part of the document has sections associated with information on data
assembly.
The second part of the document has sections associated with aircraft dispatch. The
sections in this second part provide a list of all of the following:
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• Failures of aircraft system (MMEL Entries section)
• Items associated with aircraft systems, functions, or equipment, that are

permitted to be inoperative for a limited period of time, with their associated
conditions (MMEL Items section)
• Operational procedures associated with MMEL items, as applicable (MMEL

Operational Procedures section)
• Maintenance procedures associated with MMEL items, as applicable

(Maintenance procedure in MMEL section 03, only on A300/A310 Family).
The aircraft systems, functions, or equipment that are included in the list of the MMEL
Items section includes both of the following:
• Items associated with the safety and required for the compliance with:
o Type design requirement
o Operational rules (VHF, VOR, etc.).
• Equipment installed by MOD/SB (type design change) example: Optional

equipment, new systems, new computer standards, etc.
As a general principle, all systems, functions, or equipment associated with the

airworthiness of the aircraft, and not included in the MMEL, are automatically required
to be operative for dispatch.
MEL end users may have difficulties to assess if a defective component that is not
included in the MEL is associated with the airworthiness of the aircraft.
As a guideline, an aircraft is considered airworthy when it complies with its type design
and is in a condition for safe flight.
An example of equipment not included in the MMEL and required to be operative for
dispatch: Ram Air Turbine of the electrical system, mixer unit of air conditioning
system, accumulator on braking system, etc.
Equipment that is not included in the MMEL and not required to be operative for
dispatch may be defined as one of the following:
• Any equipment that does not affect the airworthiness of the aircraft
Example of equipment not included in the list: Any faulty equipment that
the MAINTENANCE message on the ECAM STATUS page on A330/A340 takes into
account.
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• Commercial or convenient items
Example of equipment not included in the list: Entertainment systems, passenger

convenience items.
• Maintenance items that do not affect the airworthiness of the aircraft when
they are failed. These items are neither required for compliance with Type
Design requirement, nor with operational rules.
Example of equipment not included in the list: A manual gauge indicator in avionics
bay that duplicates information that is already available in the cockpit.
There are four mains sections (chapters) in the MMEL document.
4.1.1 How to Use / General Information
This MMEL section is not part of the OSD-MMEL. Therefore, it is not approved by the
EASA.
This section provides general information on the MMEL document with the description
on how to use the different MMEL sections.
4.1.2 MMEL Entries
The “MMEL Entries” section of the MMEL (also named “Section 00E” on the A310
Family) provides a list of all ECAM alerts (all aircraft except A350) and all DMs (A350
only).
For each ECAM alert or DM, this section indicates the reference of the associated
MMEL item (if any) to be applied for dispatch.
A330 MMEL Entries example
4.1.3 MMEL Items
This MMEL Items section (also referred as “Section 01” for the A300/A310 Family)
provides a list of all MMEL items with their dispatch conditions.
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A320 MMEL Item Example
4.1.4 MMEL Operational Procedures
This MMEL section (also referred as “Section 02” for A300/A310 Family) provides a
list of all of the operational procedures required by dispatch conditions of
corresponding MMEL Items.
The need to apply operational procedure associated with an MMEL item is identified
in the MMEL Items section by a (o) symbol that appears in front of the dispatch
conditions.
A320 MMEL item 21-31-05
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In this example, the MMEL item 21-31-05 Landing Elevation Selection MAN function
may be inoperative under condition 21-35-05A provided that dispatch conditions 1)
and 2) are satisfied and that the associated operational procedure is applied.
A320 MMEL Operational Procedure 21-31-05A
4.1.5 MMEL Maintenance Procedures
In the A300/A310 Family, this MMEL section, referred to as “Section 03”, provides
the list of the maintenance procedures required by dispatch conditions of the
corresponding MMEL Items.
These maintenance procedures are the summary of specific maintenance tasks that
come from the Aircraft Maintenance Manual (AMM).
A310 MMEL Maintenance Procedure 03-21-45-a)
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On the A300/A310 family, the AMM is available in a digital format and is easily
accessible. The section 03 Maintenance Procedures of the MMEL is simplified to avoid
the duplication of information and the risk of inconsistencies. The last issues of
Maintenance Procedures of the MMEL indicates the reference of the AMM task number.
For the A320 Family, A330, A340, A350 & A380, the section 03 of the MMEL does not
exist. Maintenance procedures are available in the Maintenance documentation in
digital format via Airnavx .
In the MMEL Items section of all aircraft (“Section 01” on A300/A310 Family), the
(m) symbol may appear in front of dispatch conditions of an MMEL item. This (m)
symbol identifies the requirement to apply a maintenance procedure before dispatch.
A310 MMEL Item 01-21-45-a Ventilation Summary Fan
4.2 MMEL FORMAT
Airbus provides Operators with the MMEL in digital format compatible with their
operations.
Airbus no longer provides documentation in paper format. In this way, Airbus helps
to protect the environment.
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4.2.1 SGML
On the A300/A310 Family, Airbus provides Operators with the MMEL document and
other Flight Operations documents (FCOM, FCTM, AFM, WBM, QRH) in paper or in PDF
format.
Flight Operations documents are written in Standard Generalized Markup Language
(SGML).
The International Organization for Standardization (ISO) developed SGML. The Air
Transport Association of America (ATA) adopted this language, in order to exchange
digital documents. SGML format is based on a structured documentation concept and
is a tagged format for data processing.
4.2.2 XML
On the A320 Family, A330, A340, A350, and A380, Airbus writes the MMEL document
and other Flight Operations documents (FCOM, FCTM, AFM, WBM, CCOM, QRH or
eQRH) in Extensible Markup Language (XML). XML is a developed SGML.
In computing, XML is a markup language that defines a set of rules that encode and
structure documents.
Example of MMEL Operational Procedure Structure in XML
The XML standard means that the format is easy-to-read on screen or on paper.
Airbus provides Operators with Flight Operations document in the Operations Library
Browser (OLB) format that can be readable on the screen.
On request, Airbus provides Operators with the Flight Operations documents in PDF
format and in Printable PDF Format Online (PPFO) for the A320 Family and A330/A340
aircraft.
The PPFO is a PDF database in a specific format that can be used to print Flight
Operations documents.
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The OLB enables the consultation of the Flight Operations manuals that the Operators
publish in the applicable format.
XML is also the common use for the transfer of documentation data via the internet.
4.2.3 MMEL and XML
In the XML structured documentation, the MMEL is referred to as the “Product” and
the chapters or sections are referred to as “Product Structure Levels (PSL).”
Inside the PSLs, Documentary Units (DUs) solutions contain the technical information.
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4.2.3.1 MMEL and DTD
Like a mason who performs construction work, in accordance with different methods,
MMEL DUs are written in accordance with different “grammar” referred to as DTD
(Document Type Definition).
DTD defines a set of elements or sub-elements (for example: Bricks, stones, etc.)
and their attributes (for example: Number of bricks, sizes, shapes, etc.) necessary to
create the XML document. The DTD defines how elements can be used (position, etc.).
“DTD Wall”
1st row “Brick” element with attributes “horizontal” and “10” elements
2nd row “Brick” element with attributes “horizontal”, “10” and “shifted”
3rd row “Stone” element with attributes “middle size”, “35”, “vertical” and +20% inclination
4th row “Stone” element with attributes “middle size”, “35”, “vertical” and -20% inclination
Etc .
There are different MMEL DTDs used in PSLs to ensure structured information.
Example MMEL Entries DTD
DUs in the PSL ”MMEL Entries” use the “malfunctionassessment DTD”.
The “malfunctionassessment element” is the base element of the MMEL Entries DUs.
The “malfunctionassessment element” provides the structure of all types of
information in the MMEL Entries:
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• A MEL Entries title includes an element “xtitle” with sub-element
“ecamsystem” with attributes “ecam” = true and “ecamimportance”= A
(amber)
• A MEL Entries subtitle (when applicable) includes an element “xtitle” with a

sub-element “ecamsystem” with attributes “ecam” = true and
“ecamimportance”= A (amber)
• A MEL Entries assessment includes an element “assessment” with optional

sub-element “routing” and sub element dispatch assessment” with one of
the following attributes:
o “no dispatch” or
o “not related to MEL” or
o “refer to item……”.
Subtitle” Sub-Element
Extracted from “malfunctionassessment” DTD
of MMEL Entries PSL
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“cond-routing” Sub-Element
Extracted from “malfunctionassessment” DTD
of MMEL Entries PSL
4.2.3.2 ATA Specification 2300
Airbus MMELs are compatible with the ATA Spec 2300 (also ATA iSpec 2300).
ATA Spec 2300 provides a concise set of information standards and guidelines for the
management, configuration, and interchange of technical data for flight operations.
This specification is focused on a data-centric approach that takes into consideration
operator’s current and expected future operational/business requirements of this
data. A cornerstone of this specification is that this data is stored one time, reusable
without rework, and the interchange mechanisms will be non-proprietary,
software/hardware independent, integrity checked, secure, and self-verifying.
This specification is designed to enable the cost effective and efficient exchange of
digital data between information providers and information users for Flight
Operations.
4.3 MMEL VIEWER
Airbus provides Operators with the MMEL document in PDF or in a dedicated OLB
format.
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4.3.1 OLB Viewer
The OLB viewer provides enhanced and optimized consultation features adapted to
Airbus aircraft operations.
It displays the documentation from a dedicated XML format via a publishing system
(OLB Publisher). Customization tools (Flight Operations Documentation Manager and
ADOC Web for Flight Ops) host the OLB Publisher.
Example of A320 MMEL Item (OLB Format)
appears at the end of each Documentary Unit and ensures that the
content of the DU is complete and not corrupted.
As per default, the OLB viewer background is in black for consistency with other
displays in the cockpit (ECAM, Primary Flight Display, etc.).
The OLB viewer features all of the following functionalities to enhance the readability:
• Hyperlink between different parts of the MMEL
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• Hyperlink between MMEL and other Flight Operations documentation (e.g.
FCOM, etc.)
A320 MMEL Operational Procedure Summary
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A320 FCOM Summary
• Hyperlink from MMEL to the maintenance documentation (i.e. MMEL

Maintenance Procedure)
A380 MMEL Item & Aircraft Maintenance Manual Summary
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• Automatic link between MMEL and performance applications. Refer to chapter
4. MMEL / 4.7 MMEL and Airbus Applications / 4.7.2 Performance Applications
• Consultation Modes: Word Search
Example: “RNP 0.3” Word Search in MMEL
• Consultation feature with an automatic link between MMEL item and MMEL
Entries via the “ECAM LIST” tab
A350 MMEL Items Summary
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A350 MMEL Entries Summary
4.3.1.1 OLB in Airbus EFB
The Airbus Electronic Flight Bag (EFB) product, referred to as “Flysmart+”, includes
the OLB viewer. “Flysmart+” enables the onboard consultation of the Flight
Operations documentation.
There are two versions of the “Flysmart+” product:
• Version compatible with Windows
• Version compatible on iPad (IOS).
Each version has their dedicated OLB viewer.
The EFB is classified in 3 categories:
• Portable EFB without installed resources (former Class 1) is an EFB (for

Windows and iPad) with portable devices (no aircraft connectivity)
• Portable EFB with installed resources (former Class 2) is an EFB with

portable mounted devices (with aircraft connectivity)
• Installed EFB (former Class 3) is an EFB with aircraft installed devices.
Note: iPad solution is only available for portable EFB without installed resources
category.
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4.3.1.2 OLB Web
This ground tool is the web version of the OLB application.

The OLB Web has a single server and enables Operator’s authorized staff to consult
the Flight Operations documentation published in OLB format (MMEL, FCOM, AFM,
CCOM, etc.).
The OLB Web has the same look and feel as the OLB dedicated to in-flight operations.
4.3.1.3 OLB Standalone
The OLB standalone application enables the consultation of the Flight Operations
documentation published in OLB format (MMEL, FCOM, AFM, CCOM, etc.).
The OLB standalone can be directly opened from the desktop of the computer device
via a dedicated icon.
The OLB standalone can be used on ground or on board and can be added to any
third-party EFB.
4.3.1.4 Airnav Dispatch
This MMEL viewer for maintenance personnel is specific to A350 aircraft. This viewer
is hosted in the maintenance application domains and enables links with other
maintenance applications (PFR, etc.).
MMEL “Airnav Dispatch” Viewer
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4.4 MMEL CONTENT
The first chapters or sections of the MMEL document are automatically built up during
the MMEL data assembly process. They provide elements that constitute the
document.
The number of sections of the first part of the MMEL, depends on both the format
(PDF or OLB) and on the aircraft type.
4.4.1 MMEL Data Assembly Section
4.4.1.1 PDF Layout
On Fly-by-wire aircraft, the paper format of documentation (maintenance and Flight

Operations) no longer exists.
For a transition without difficulty from the paper documentation to the digital format,
the pagination and the pages layout of the PDF are based on the former paper content.
The first part of the MMEL has the following section(s) that include(s):
Front page Transmittal Letter
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Filing instructions Summary of Highlights
List of effective Sections/Subsections List of Effective Documentary Units
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Aircraft Allocation Table List of Modifications
4.4.1.2 OLB Layout
The OLB layout is designed to be easily read on a laptop or on a tablet with touch
screen.
The consultation of the OLB is helped with a selection menu.
For example, the possibility to select an aircraft by its registration number or

Manufacturer Serial Number (MSN) is used instead of the aircraft allocation table.
Selection by MSN on the OLB
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For the consultation on board or with Flysmart+, the MSN is obtained from the Flt
Ops Status page. In this way, the content is automatically filtered to the correct MSN.
The first part of the MMEL has 3 sections:
• List of Effective Documentary Units

• List of Modifications
• General Summary of Highlights.
A380 MMEL
(OLB Format)
The second part of the MMEL document provides information applicable to the
management of aircraft system failures and dispatch conditions.
The number of sections of this second part of the MMEL is different depending on the
aircraft type.
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4.4.2 MMEL Sections
The second part of the MMEL is the baseline for the MEL development and is consulted
by flight crews and maintenance personnel during their everyday work.
A300B
• Section 1 Presentation & MMEL Items List

• Section 2 MMEL Operational Procedures
• Section 3 MMEL Maintenance Procedures.
A310 Family
• Section 00 General
• Section 00E ECAM Warnings/MMEL Entry
• Section 01 Presentation & MMEL Items list
• Section 02 MMEL Operational Procedures
• Section 03 MMEL Maintenance Procedures.
Note: The AMM is available in a digital format and is easily accessible. The section 3
& 03 Maintenance Procedures of the MMEL is simplified to avoid the duplication of
information and the risk of inconsistencies. The last issues of Maintenance Procedures
of the MMEL indicates the reference of the AMM task number.
A320 Family, A330/A340
• How to Use
• MMEL Entries
• MMEL Items
• MMEL Operational Procedures.
A350
• General Information
• MMEL Entries
• MMEL Items
• MMEL Operational Procedures.
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A380
• General Information
• MMEL Entries
• MMEL Items
• MMEL Operational Procedures
• MMEL Special Operations.
Note: This “Special Operations – Three-Engine Ferry Flight” MMEL section

provides conditions and references to perform a ferry flight on three engines,
as approved by the EASA.
A380 MMEL
Section Special Operations – Three-Engine Ferry Flight (OLB Format)
4.4.2.1 How to Use / General Information
This MMEL section is not part of the OSD-MMEL. Therefore, the EASA does not approve
it.
This section provides general information on the MMEL document and includes all of
the following:
• Information on the management of the MMEL revision

• Information on the MMEL content
• Information on possible effects on operational capabilities or performance
(landing, RVSM, RNP, ATC datalink communication, etc.).
• Description on how to use the different MMEL sections.
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-
A320 Family MMEL

How To Use Summary (OLB Format)
The Operator must customize this section in their MEL, in accordance with their
operations.
Also refer to chapter 5.4 MEL / MEL and How to Use / General Information.
4.4.2.2 MMEL Entries
This MMEL section (also referred to as section 00E on the A310 Family) is not part of
the OSD-MMEL. Therefore, the EASA does not approve it.
For each ECAM alert or DM, this section indicates the reference of the associated
MMEL item (if any) to be applied for dispatch.
When an ECAM alert or DM (A350) reports a system failure, the flight crew and the
maintenance personnel should refer to this section as a user-friendly entry point in
the MEL.
Example of A320 ECAM Alert

A320 MMEL Entries Summary (OLB Format)
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Example of A350 Dispatch Message
ECAM alerts do not announce all aircraft system malfunctions or failures of some
components.
However, the flight crew reports in the technical logbook failures that are visually
reported.
Examples of logbook reports on the A320 Family are:
• Wipers not functioning

• Brake wear detected during the walkaround
• Taxi light failed, etc.
The dispatch conditions are provided via the corresponding MMEL Items:
• 30-45-01 Windshield Wiper

• 32-42-01 Main Wheel Brake
• 33-40-06 Taxi and Takeoff Light.
In order to assist the dispatch condition assessment, A380 & A350 MMEL Entries
section also provides a list of “Crew Observation”. This is a list of system or
components malfunctions. These malfunctions are neither associated with an ECAM
alert nor a DM. However, the flight crew may report them.
Example of an A380 Crew Observation

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A350 MMEL Entries Summary (OLB format)
In order to be clear, the “Crew Observation” does not provide a list of all possible
crew observations. This list is established only for the failure case for which the
identification of the MMEL item is not very obvious.
This MMEL Entries section includes:
1
2 3
Example of an A320 Family ECAM Alert

MMEL Entries Summary (OLB Format)
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1 Title of the ECAM alert or the DM or the Crew Observation:
• ECAM alert corresponding to a caution appears in amber
• ECAM alert corresponding to a warning appears in red.
Example of an A320 Family ECAM Warning

2 The AIRCRAFT STATUS header that provides one of the following information:
• “NIL” when there is no need to provide additional information on the failure

• A short description of the failure or additional information, as necessary
Example of A320 Family ECAM Alert

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Example of A380 Crew Observation
• “Actual alert” to indicate that the monitored system is inoperative

• “False alert” to indicate that only the monitoring of the monitored system
is inoperative. The monitored system remains fully operative.

In the case an aircraft system failure, the VENT EXTRACT FAULT ECAM alert triggers.
The corresponding MMEL Entry indicates two possibilities for dispatch:
• Maintenance confirms that the failure of the avionics extract fan is the cause
of the triggering of the VENT EXTRACT FAULT ECAM alert.
If the alert is considered as “actual”, the MMEL item 21-26-02 Avionics Extract
Fan must be applied for dispatch.
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A320 Family Aircraft Schematic Manual Summary

• Maintenance confirms that the failure of the pressure switch that monitors the
pressure that the avionics extract fan supplies is the cause of the triggering of
the VENT EXTRACT FAULT ECAM alert.
94
A320 Family Aircraft Schematic Manual Summary
The alert is considered as “false”, the MEL item 21-09-02 VENT EXTRACT FAULT Alert
must be applied for dispatch.

95
3
Example of an A350 Dispatch Message

3 CONDITION OF DISPATCH header enables the assessment of the dispatch

conditions with one of the following information:
• “NO DISPATCH”. The dispatch of the aircraft is not permitted with this failure.

The outflow valve is not fully open on the ground after 70 seconds. The aircraft
dispatch is not permitted.
• “Apply ECAM procedure”. The ECAM alert reports an abnormal aircraft

system configuration. Recovery may be possible after application of the ECAM
procedure.
Example of an A330 ECAM Alert

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As per ECAM procedure, the pressure of the blue accumulators for the brakes must
be checked. The blue electrical pump can be used to pressurize the accumulators.
• “Not related to MEL”

o Neither the ECAM alert nor the DM reports a system failure. They both
report, for example, one of the following reversible abnormal conditions:
 The condition of as system, or
 An aircraft configuration, or
 An external condition.
This condition is not a system failure and is not associated with the MEL.

o The system failure can be visually detected by flight crew, cabin crew, or
the maintenance personnel. The failure is associated with a maintenance
or cabin message in the CFDS or CMS. These failure messages are not
dependent to dispatch conditions and therefore not applicable to the MEL.

• “Refer to Item etc.” To help the dispatch condition assessment, most ECAM
alerts, DMs, or Crew Observations have a unique reference to a MMEL item.
This item provides dispatch conditions to apply for dispatch.
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There are a few cases of ECAM alerts and DMs for which an identification of the failure
is necessary. Instruction in the AIRCRAFT STATUS header enables the identification of
the applicable MMEL item.
Example of an A350 Dispatch Message

4.4.2.3 MMEL Items
The OSD-MMEL categorizes this MMEL section (also referred to as section 01 in the
A300/A310 Family) as mandatory data.
This mandatory data is part of the MEL Items section in the Operator’s MEL.
The Operator may establish a new MEL item (for example: cabin item), explain the
wording, or add dispatch conditions for an existing item. As a general rule, the MEL
cannot be more permissive than the MMEL.
The “Preamble” subsection of the “MMEL Items” section provides information

applicable to the aircraft dispatch and the MMEL Items section.
• “Repair Interval” paragraph provides definition of the repair interval category.
Repair Interval A: No standard interval is specified. However, items in this category

shall be rectified, in accordance with dispatch conditions, indicated in the MMEL.
Repair Interval B: Items in this category shall be rectified within 3 consecutive

calendar days, that does not include the day of discovery.
Repair Interval C: Items in this category shall be rectified within 10 consecutive

Repair Interval D: Items in this category shall be rectified within 120 consecutive
A clear definition of the repair interval should be indicated in the MEL.

See chapter 5. MEL / 5.6 MEL Items / 5.6.1 Preamble / 5.6.1.2 Repair Interval.
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• The “Criteria for Dispatch” paragraph indicates that the Pilot In Command (PIC)
may request dispatch conditions requirements above the minimum listed in the
MEL. The PIC can do this when they think this inoperative system, functions or
component is essential to the safety of a specific flight.
If the aircraft is dispatched with multiple MEL items inoperative, the PIC must
ensure that the relationship between inoperative items should not result in a
degradation in the level of safety and not undue increase in crew workload.
Content of the MMEL Items section is demonstrated to be compliant with JAR-

MMEL/MEL or CS-MMEL and is approved by the EASA.
4.4.2.3.1 A300/A310 Family
5 4 6 7
Example of a MMEL Item APU

A310 MMEL Items Section Summary (PDF Format)
For each item, this section provides all of the following:
4• The name (MMEL A310 example: APU)
5• The reference (MMEL A310 example: 01-49-1)
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6• The reference of the dispatch condition (MMEL A310 example: 01-49-1- a)
7• The dispatch conditions (MMEL A310 example: “Except for ER operations,

may be inoperative”)
8 10
9
11 12

As applicable, dispatch conditions include both of the following:
8• Rectification interval
9• Minimum number of items required to be operative vs. the number installed.
For some MMEL items, the “Nbr Installed” and “Nbr Required” columns may be
indicated by the dash symbol (-).
A dash symbol indicates both of the following:
• A variable quantity of MEL item is installed, depending on aircraft

configuration
• A variable quantity of MEL item is required for dispatch, depending on
aircraft configuration.
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10 • Requirement for a placard: * symbol
The placard symbol indicates the request for a placard on the inoperative item
or its associated control. The control(s) or indicator(s) that are associated with
inoperative equipment, component, system or function should be clearly
placarded. This in order to inform the flight crew, cabin crew, or ground crew
members of the equipment condition.
11 • Requirement for an operational procedure: (o) symbol
12 • Requirement for a maintenance procedure: (m) symbol
4.4.2.3.2 A320 Family, A330, A340, A350, A380
5 4

A330 MMEL Items Section Summary (OLB Format)
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For each MMEL item, this section provides all of the following:
4• The name (MMEL A330 example: Power Plant (APU)
5• The reference (MMEL A330 example: 49-10-01)
6• The reference of the dispatch condition (MMEL A330 example: 49-10-01B)
7• The dispatch conditions (MMEL A330 example: “May be inoperative provided

that the APU is deactivated or removed”)
8 9
10
11
13
12

As applicable, dispatch conditions include both of the following:
8 • Repair interval
9 • Minimum number of items required to be operative vs. the number installed.
For some MMEL items, the “Nbr Installed” and “Nbr Required” columns may be
indicated by the dash symbol (-) or by the acronym N/A (Not Applicable).
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• A variable quantity of MEL items is installed depending on aircraft

configuration
• A variable quantity of MEL items is required for dispatch depending
on aircraft configuration.
The N/A acronym indicates that it is not applicable for this item to:
• Indicate the number installed in the “Nbr Installed” column

• Indicate the number required in the “Nbr Required” column.
10 • Requirement for a placard with dedicated symbol

The placard symbol indicates the requirement of a placard to be put on the
inoperative item or its associated control. The control(s) or indicator(s) that
are associated with inoperative equipment, component, system or function
should be clearly placarded. This in order to inform the flight crew, cabin
crew, or ground crew members of the equipment condition.
11 • Requirement for an operational procedure a with dedicated symbol
12 • Requirement for an maintenance procedure with a dedicated symbol
13 • In the case of multiple dispatch conditions, a dispatch condition title may

help the MMEL user to identify the differences between the different dispatch
conditions.
4.4.2.4 MMEL Operational Procedures
The OSD-MMEL categorizes this MMEL section (also referred to as section 02 on

A300/A310 Family) as non-mandatory (recommended) data.
This MMEL categorization enables the Operator to customize this section that is
mandatory in their MEL, in accordance with their operations.
The content of this MMEL section is demonstrated to be compliant with JAR-MMEL/MEL
or CS-MMEL.
4.4.2.4.1 A300/A310 Family
This section 02 of the MMEL provides a list of operational procedures required, as

necessary, by dispatch conditions of MMEL Items.
The (o) symbol that appears in front of dispatch conditions of a MMEL Item identifies
the requirement to apply an operational procedure before aircraft dispatch.
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In the following example, the MMEL Item 01-49-1 APU 1 with dispatch conditions
a) and b) 2 requires the application of the operational procedure (o) 3
1 3 2
3 2
For each operational procedure, this section provides:
4• The title and the reference of the operational procedure defined in

accordance with the corresponding MMEL item
Example: The reference of the Operational Procedure associated with

the MMEL item reference 01-49-1-a) or -b) is 02-49-1.
5• The eligibility of the procedure
Example: The operational procedure is applicable to MMEL item

conditions a) and b).
6• The content of the procedure to be applied.
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4
4
5
6
Example of a MMEL Operational Procedure APU

A310 MMEL Operational Procedures Section Summary (PDF Format)
4.4.2.4.2 A320 Family, A330, A340, A350, A380
This MMEL Operational Procedures section provides a list of all operational procedures
required, as necessary, by dispatch conditions of MMEL Items.
The symbol 2 that appears in front of dispatch conditions 1

of a MMEL
Item identifies the requirement to apply an operational procedure before aircraft
dispatch.
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1
2
1
2

The Operational procedures section provides:
4 • The title and the reference and the eligibility of the operational procedure
defined in accordance with the corresponding MMEL item and its dispatch
condition.
Example: The reference of the Operational Procedure associated with MMEL
item reference 49-10-01 APU is 49-10-01A or 49-10-01B.
5• The content of the procedure to be applied.
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4
5
Example of a MMEL Operation Procedure APU

A330 MMEL Operational Procedure Section Summary (OLB Format)
Operational procedures provide one of the following information that are requested
to perform the flight under MMEL:
• General Information chapter provides information on aircraft system behavior

when the aircraft operates under MMEL.
Example of a MMEL Operation Procedure Autothrust

A380 MMEL Operational Procedure Section Summary (OLB Format)
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• The For Dispatch chapter provides an operational impact at the beginning of
the operational procedure:
• Impact on fuel planning: Fuel consumption increase, fuel uplift etc.

• Impact on takeoff and landing performance
• Impact on Loadsheet: ZFW, ZFWCG, cargo loading etc.
• Impact on landing capability: CAT 1, CAT 2, CAT 3
• Impact on RNP, RVSM
• Impact on datalink communication.
Example of MMEL Operation Procedure Autothrust

A380 MMEL Operational Procedure Section Summary (OLB format)
• The Flight Phases chapter provides procedures that the flight crew must apply
in accordance with the Standard Operating Procedure (SOP) sequence.
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Example of MMEL Operation Procedure Autothrust
A380 MMEL Operational Procedure Section Summary (OLB format)
4.5 MMEL JUSTIFICATIONS
“How to Use / General Information” and “MMEL Entries” sections are updated without
the presentation of a justification dossier to the Authorities.
For the FAA operational approval, any change of the MMEL Items section must be
technically justified. To justify, it requires a dossier that shows the operational
acceptability of the change.
For the EASA certification approval, any change of the MMEL content (MMEL Items
and MMEL Operational Procedures sections) must be technically justified. To justify,
it requires a dossier that shows the demonstration of the compliance to certification
requirements.
4.5.1 Certification requirements
As a general rule, certification requirements basis applicable to a new aircraft type

corresponds to the set of requirements that are defined by regulations when design
activities of this new aircraft are initiated.
There was no certification requirements basis dedicated to the MMEL before the
introduction of the CS-MMEL.
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Therefore, the EASA validates the JAR-MMEL/MEL as the basis of MMEL certification
requirements for most of Airbus aircraft types.
Both of the following MMEL certification requirements apply to Airbus aircraft:
• JAR-MMEL/MEL requirements (A300/A310 Family, A320 Family, A330, A340,

& A380)
• CS-MMEL requirements (A350).
Justifications of a change of the MMEL content are performed via the demonstration
of compliance to above-mentioned requirements.
The System Safety Analysis (SSA) and the safety methodology agreed with the EASA
also support the demonstration.
As part of the aircraft certification process, the SSA of each aircraft system is
performed to demonstrate aircraft compliance with applicable regulations.
An SSA is a systematic evaluation of the system that identifies the failure conditions
and demonstrates that the safety objectives are complied with.
JAR-MMEL/MEL Section 1 Subpart B and the CS-MMEL Book 1 Subpart B & C provide
requirements for the approval of the MMEL and include all of the following:
• The definition of the MMEL that includes the acceptability of the level of
safety
• The applicable types of operations
• The format and language use in the MMEL
• All the required sections of the MMEL with the reference to multiple
unserviceabilities, Operational and Maintenance procedures, and
Rectification Intervals
• The conditions for approval.
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JAR-MMEL/MEL Subpart B – MMEL Summary
The CS MMEL requirement CS-MMEL.140 provides the definition of the acceptable

level of safety.
Summary of CS-MMEL Book 1

CS MMEL.140
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4.5.2 Rectification Interval
The MMEL limits the period of time that an aircraft can be operated with inoperative
items.
These limits are defined to:
• Maintain an acceptable level of safety
• Prevent a degraded maintenance
• Minimize the probability of multiple failures that may accumulate over time and
that may penalize safety and aircraft operations.
In the 1990s, the US airline industry and the FAA defined different categories of time
limitation also referred to as MMEL rectification or repair intervals.
The time limitation of 10 days is considered as an acceptable period for Operators to

fix any technical problem within this time frame and without degrading the level of
maintenance.
Most MMEL items have a rectification interval with a C category (10 days).
In the 2000s, in accordance with the definition provided in JAR-MMEL/MEL.040, the

following four categories (A, B, C, and D) of rectification intervals were published in
Airbus MMELs.
Rectification Interval A B C D
Consecutive calendar Items in this 3 10 120
days category shall be
(that does not include rectified, in
the day of discovery) accordance with
the condition
indicated in the
MMEL.
The CS-MMEL paragraph CS MMEL.130 provides the definition of the Rectification

Interval.
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CS MMEL.130 Summary
4.5.3 Safety Analysis
In order to ensure an acceptable level of safety, a qualitative analysis (criticality

assessment) and, if necessary, a quantitative analysis (probabilities) are
systematically performed.
This analysis takes both of the following into account:
• The consequences of the item failure
• The consequences of the next critical failure that may occur in flight.
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4.5.3.1 Consequence of the Failure
The qualitative analysis of the effect of a failure is performed and takes into account
all aspects of aircraft operation.
This analysis considers the reduction of aircraft functional capabilities and/or safety
margins and the effect on the crew workload and/or degradation in crew efficiency to
accomplish the mission.
The qualitative analysis result depends on the aircraft design that includes both of the
following:
• The transfer of a function to an alternate operating component
Example:
On A320 aircraft, if Bleed Control System 1 (associated with Engine 1) is
inoperative, Bleed Control System 2 entirely takes over this function for both
engines
• The operation of other systems that perform the required function or that
provide the required information
Example:
The ECAM E/WD monitors a system failure and a FAULT light in a pushbutton
switch indicates the failure. Therefore, if the fault light fails, ECAM E/WD still
monitors the system.
The qualitative analysis result is also supported by one of the following criteria:
• The adjustment of operational limitations
Example:
If the aircraft is dispatched with one brake inoperative, performance penalties
must be applied, in order to adapt the operation of the aircraft to the current
capability of the aircraft braking.
• The adjustment of flight crew or maintenance procedures
Example:
If the pressure indicator on the slide bottle is inoperative, it is necessary to
check the pressure of the slide bottle before the first flight of each day.
• The adjustment of the flight crew’s workload
Example:
On A340 aircraft, if the fuel temperature indicator on the outer tank is
inoperative, the flight crew is requested to monitor the Total Air Temperature
(TAT) during the entire flight.
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A qualitative analysis is based on engineering judgment. This analysis may be
performed based on the previous analysis from previous MMEL relief.
A qualitative analysis for the same item, on another aircraft type, is not directly
applicable. A qualitative analysis of aircraft systems must take into account the
differences in the architecture and operational use.
Flight and simulator tests can be used to evaluate the complexity of maintenance or
flight crew procedures. Flight and simulator tests can help to assess the effect of an
inoperative item on the flight crew workload during flight.
The interactions between systems are fully analyzed to ensure that multiple failures
do not result in a not satisfactory level of safety.
The criticality or the severity of the effect of the failure is determined as per SSA and,
in accordance with following CS 25-1309 definitions:
For the safety of the flight, the first step of the qualitative analysis must determine
that consequences of the failure of the MMEL item are classified no more than Minor
as per the CS 25-1309 definition.
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4.5.3.2 Consequences of the Next Critical Failure
The first step demonstrates that the consequences of a system failure are no more
than Minor. The next step is to perform a qualitative analysis of the next critical failure
in flight.
This second step of analysis evaluates the consequences of the next worst safety-
related failure which may occur during flight.
If applicable for the item, analysis separately evaluates the consequences of the
external event for which the item is designed to protect against.
Example:
If an anti-ice protection system is inoperative, an analysis evaluates the effects if
icing conditions occur during flight.
For the safety of the flight, the second step of the qualitative analysis must determine
that the next critical failure after the failure of the MMEL has no critical consequences
on the safety of the flight. In addition, this step must comply with safety methodology
requirements.
Appropriate additional dispatch conditions, for example, operational restrictions, flight

crew procedures, or maintenance procedures, can be taken into account, in order to
achieve this objective.
4.5.3.3 Quantitative Analysis
The dispatch conditions of a MMEL item are the result of the demonstration of the
compliance to the safety methodology as prescribed by CS MMEL.145 in accordance
with paragraph (b).
The demonstration includes the check of numerous operational conditions and factors
as part of the qualitative safety assessment in accordance with paragraph (c).
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CS MMEL.145
As necessary, the quantitative safety assessment based on SSA probability figures

and safety methodology may sustain a qualitative assessment, in accordance with the
considerations described in paragraph (d).

CS MMEL.145
4.5.3.4 Safety Analysis Flowchart
The following diagram provided a summary of the various steps that are involved in
the Justification of dispatch conditions of a MMEL item.
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Refer to the following page
118
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4.6 MMEL APPROVAL
4.6.1 EASA Process
As part of the OSD-MMEL, the MMEL document has both of the following:
• Mandatory data of OSD-MMEL corresponding to the MMEL Items section. The

MMEL Items section is approved
• Recommended or non-mandatory data corresponding to the MMEL Operational

Procedures section. This MMEL categorization enables the Operator to
customize this section that is mandatory in their MEL in accordance with their
operations.
The initial MMEL Items section, developed at the first Entry-Into-Service, is approved
by the EASA.
Change of the MMEL Items section is performed by the demonstration of compliance

to both of the following:
• JAR-MMEL/MEL requirements (A330/A310 Family, A320 Family, A330, A340

& A380)
• CS-MMEL requirements (A350).
The MMEL safety methodology and the SSA are both agreed by the EASA and support
the demonstration of compliance.
The MMEL project (internal Airbus document) that provides justification elements
required for the demonstration, supports the MMEL change.
The MMEL project has two main parts:
• Part 1: Operational statement and analysis
• Part 2: Certification demonstration and compliance.
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PART 1
PART 2
When applicable, the following chapters of the MMEL project are affected by the MMEL
change:
• Part 1
o Objective and description of the change
o Purpose of the Operational procedure

 What is the intent of the operational (o) procedure?
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o Purpose of the Maintenance procedure
 What is the intent of the maintenance procedure?
o Description of the aircraft system associated with the change

 How the item works within a system, the item’s purpose, the
number of items installed, etc.
• Part 2
o Change classification
 The change is classified depending on criteria used for the
demonstration of compliance:
• If the change is classified Major, the MMEL change is
approved by the EASA
• If the change is classified Minor, the MMEL change is
approved by Airbus under Design Organization Approval
(DOA) privilege granted by the EASA.
o Certification basis
 JAR-MMEL/MEL or CS-MMEL
o Detection and consequences of the failure associated with the change

 How the flight crew, or the maintenance personnel, detects that
the system is inoperative (ECAM caution, missing indication,
function not available, maintenance check, etc.).
 Consequence.
o Next critical failure and associated consequences

 The next worst safety-related failure that may occur during flight
 The external event for which the item is designed to protect
against.
o Compliance demonstration
 Justification elements using safety methodology.
Any change of the MMEL Items section is either approved by the EASA or by Airbus
under DOA privilege.
4.6.1.1 DOA Privilege
The DOA is the recognition by the EASA that a Design Organisation complies with the
requirements of Part 21 Initial Airworthiness.
The recognition includes terms of approval that define privileges.
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Airbus can therefore perform some design change activities, for example specific
MMEL updates.
These MMEL updates must be within the scope of approval based on procedures
agreed with EASA.
These MMEL updates approved under DOA privilege are identified in the MMEL LEDU
(List Effective Documentary Units).
Example of MMEL LEDU

(Established end of 2019)
4.6.2 FAA Process
The FAA, as a Validation Authority for Airbus aircraft, publishes IPs (Issue Papers)
associated with the MMEL. The IP provides a structured means to perform the
necessary steps in the aircraft type validation processes.
The FAA does not publish MMEL development requirements identical to JAR-
MMEL/MEL or CS-MMEL.
The FAA publishes MMELs on the FAA website.
US documents associated with the development of an FAA MMEL are:
• A4A Document - Master Minimum Equipment List (MMEL) Agenda Proposal &
Coordination Process provides guidance to the Industry (Aircraft manufacturers,
Operators) for the conduction of the Flight Operations Evaluation Board (FOEB).
This document provides guidance for the substantiation of MMEL items accepted
by the FAA.
• FAA MMEL Policy Letters. In accordance with the definition of FAA Regulatory and
Guidance Library, these policy letters provide guidance or acceptable practices on
how to comply with 14 CFR paragraphs applicable to the MEL. These documents
are explanatory and not mandated.
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US Operators (Lead Airline or other), Airbus, the FAA, or Industry may request
changes to MMEL items.
Note: For a change requested by an Operator, the dedicated Principal Operations

Inspector (POI) submits the proposed changes, with recommendations, to the
appropriate AEG office for consideration.
AEG offices coordinate and assist with aircraft certification and continued
airworthiness programs.
The Lead Airlines (when applicable) manage the MMEL changes. They do this via all
of the following:
• Coordinate inputs for industry, pre-FOEB, and FOEB meetings

• Perform coordination meetings, as required
• Develop the FOEB agenda
• Assist Airbus and the FOEB chairman to finalize the MMEL revision after
the FOEB meeting.
The requester should submit MMEL changes to the FAA Flight Operations Evaluation
Board (FOEB).
Appropriate substantiations are provided for any MMEL item change. Substantiations
ensure that an acceptable level of safety is maintained.
A member of the FAA AEG chairs the FOEB, checks the MMEL substantiation data, and
writes the draft of MMEL changes.
Other FAA members (e.g. certification experts), as necessary, are invited by the
FOEB.
FAA Air Transportation Division (Flight Standards Service AFS-200) checks the
content of the draft MMEL changes after FOEB, in accordance with FAA regulations
and policies. FAA Air Transportation Division ensures the publication of MMEL revision
on the FAA website.
4.7 MMEL and Airbus Applications
The XML format of the MMEL enables the interface with Airbus maintenance and flight
operations applications.
4.7.1 AIRMAN-web / AiRTHM / SHM
The MMEL is linked to digital maintenance modules: AIRMAN-web (AIRcraft

Maintenance ANalysis), AiRTHM (Airbus Real Time Health Monitoring) & the Skywise
Health Monitoring (SHM) of Airbus Skywise.
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Skywise is a digital open platform that collects high volumes and different kinds of
data. Skywise enables the connection of different users in order to provide them with
added value out of this data.
Airlines can access the platform and can include their own operational, maintenance,
and aircraft data in the Skywise cloud. In this way, they can store, access, manage,
and analyse selected Airbus data together with their own data.
These maintenance modules optimize the maintenance of Airbus Fly-By-Wire aircraft

equipped with an Onboard Maintenance System and a real-time communication
system (ACARS / ATSU).
During flight, the aircraft may automatically send aircraft failure reports to a ground
station equipped with a maintenance module.
PIREPs
AIRMAN-web / AiRTHM / SHM Principle
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Maintenance modules permit the Operator to perform all of the following:
- To obtain access to aircraft data in real time (Current Flight Report, Post Flight
Report, maintenance messages, etc.)
- To correlate faults with direct link with technical data (Maintenance and MMEL)
- To initiate applicable maintenance actions and make the correct decisions
- To assess the dispatch condition.
Three visual attention getters help with the assessment of the dispatch condition:
- H for High impact e.g. risk of AOG situation a destination (NO-GO or GO-IF
with strength dispatch conditions as per MMEL)
- M for Medium impact e.g. dispatch conditions as per MMEL may affect the
aircraft operations
- L for Low impact e.g. dispatch conditions as per MMEL should not affect the
aircraft operations.
Letters H, M, & L that appear in maintenance modules are automatically elaborated

based on the XML data of the MMEL. An Operator may customize their maintenance
module in the module administrator.
Example: AIRMAN-web Real Time Event Page
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In the above example, AIRMAN-web monitors in real time a fleet of 9 aircraft.
One aircraft reports a system failure with a high impact on operations as highlighted
by the pop-up of the H symbol.
Details of failure messages (PFR or CFR) appear on AIRMAN-web.
4.7.2 Performance Applications
The MMEL is linked to performance applications hosted in the Electronic Flight Bag
(EFB) “Flysmart+”.
Some faulty aircraft systems may have an impact the aircraft performance (engine
reverser, spoilers, braking, etc.).
When applicable, performance penalties must be assessed before any aircraft

dispatch, as informed by the MMEL item.
Example of a MMEL Item Normal Wheel Brake 02

Different approved databases compute aircraft performance data.
On EFB “Flysmart+”, the user ticks the box to select (by the ticking box) the dispatch
condition of a MMEL item in the OPS Library Browser viewer. The user can then
automatically obtain the selection and the consideration of performance penalties
computed by performance applications.
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Example of a MMEL Item Normal Wheel Brake 02
Selection of OPS LIBRARY in Standard EFB Menu
128
Selection of MMEL Item in OPS LIBRARY transmitted to T.O PERF application
T.O PERF Computation with MEL Selected
129
Performance modules of EFB “Flysmart+” (T.O PERF, LDG PERF, IN-FLT PERF) provide
an optimized computation of penalties based on the accurate conditions of current
flight.
The MEL is also linked to LOADSHEET performance module of the EFB “Flysmart+”.
Some faulty components may affect the aircraft weight and balance characteristics
(cargo loading components, cabin seats, etc.).
The LOADSHEET module of the PERFORMANCE Administrator application enables the

Operator administrator to define its own list of MEL items with their effect on weight
and balance characteristics.
Management of the MEL Item in the LOADSHEET Administrator Module
During operation, when a MEL item is selected, the LOADSHEET performance module
ensures that the data the Operator enters is consistent for the loadsheet computation.
If the value of the data does not comply with the limitation associated to the MEL
item, a dedicated message appears on the LOADSHEET application and prevents any
computation.
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Management of the MEL Item in the LOADSHEET Application
4.8 MMEL UPDATE
The MMEL needs to be updated during the entire aircraft’s lifetime to maintain an
acceptable level of safety, to reduce/modify existing dispatch conditions, or to
consider changes in the aircraft’s configuration.
In order to maintain an acceptable level of safety, amendment of the dispatch

conditions is possible, based on all of the following:
• Operator feedback
• Authorities’ requirements
• In-service events.
Amendment to the MMEL is possible in accordance with an enhanced aircraft system

or new design fitted on aircraft via Service Bulletin (SB) or new Modifications (MOD).
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Except for changes in “How to Use / General Information” and “MMEL Entries”
sections, any change of the MMEL content (MMEL Items and Operational Procedures
sections) must be justified (Refer to chapter 4. MMEL / 4.5 MMEL Justifications).
When the new MMEL publication establishes the change of content, this change is
highlighted by dedicated track changes. This in order to rapidly identify the location
and the type of the change.
These revision marks are automatically built up during the MMEL data assembly.
4.8.1 MMEL Revision Mark
Any MMEL amendment that is established in the most recent publication of the MMEL
is identified by a revision mark indicated by both of the following:
• A Vertical bar in the pdf format with an identification code referred in the
Summary of Highlights section
Example of A350 MMEL Entries and Summary of Highlights

(PDF Format)
132
• A vertical bar in the OLB format that is “clickable” to display the reason of
the MMEL change.
Example of A350 MMEL Entries with Popup of the MMEL Change Reason
(OLB Format)
4.8.2 Airnav X My Library
Since 2017, “AirnavX My Library” is the access point for the Operator to keep in a list
and download Airbus MMELs and other Airbus technical documentation (Maintenance,
Engineering and Flight Operations) via the AirbusWorld website.
On request, an automatic message notifies the Operator of any update of the Airbus
documentation ready to be downloaded on the AirbusWorld website.
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Airbus provides Operators with digital formats of MMEL compatible with their
operations.
Flight Operations documents are provided in PDF format and in a Printable PDF Format
Online (PPFO) format for A320 Family and A330/A340 aircraft.
PPFO is a PDF database in a specific format appropriate for the printing of the Flight
Operations documents.
Documents are also provided in the Operations Library Browser (OLB) format.
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Formats of MMEL Update in Airbus AirnavX My Library Application
The Operator manages its MEL update based on regular MMEL updates that are
provided by Airbus at a frequency compatible with the Operator’s organization.
Typical frequencies requested by Operators are 3, 6, or 12 months.
In-service events may require MMEL updates with additional MMEL restrictions or
limitations.
In this case, Airbus notifies Operators of MMEL update regardless of the Operator’s
MMEL update frequency.
The importance of these MMEL updates is identified as Major Event in airnavX My
Library.
Major Event MMEL Update in Airbus AirnavX My Library Application
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5. MEL
The MMEL is an approved document and provides dispatch conditions in compliance

with the safety requirements of the CS-MMEL or the JAR-MMEL/MEL.
As per regulations (refer to chapter 2. Regulations / 2.3 MEL Regulations), the MMEL
is the baseline for the Operator to customize its own MEL that is required for the
dispatch of the aircraft with system failure.
The MEL cannot be less restrictive than the MMEL except for specific MEL items driven
by local regulations (refer to chapter 5. MEL / 5.6 MEL Items / 5.6.1 Preamble /
5.6.1.5 MEL Items & Local Regulations).
The Operator’s MEL is a dispatch document that should be tailored to the Operator’s
routes and procedures within the constraints imposed by the MMEL.
As a dispatch document, the MEL may be completed with all of the following:
• The cargo loading limitations chapter of the Weight and Balance Manual
• The Configuration Deviation List (CDL) chapter of the Airplane Flight Manual
• Any other dedicated MEL items that may help the aircraft dispatch decision.
This enables the assessment of all dispatch condition deviations during operation with
a single dispatch document.
The MEL and any amendment shall be approved by the National Aviation Authority
(NAA) of the Operator.
5.1 CUSTOMIZATION
The MEL permits the Operator to assess the impact on their operations (flight
schedule, route, environmental conditions, etc.) while they operate an aircraft with
inoperative systems, functions, or components. The MEL enables the optimization of
aircraft dispatch reliability and profitability without an effect on safety objectives.
For a seamless operation with the use of the MEL, the Operator must pay attention
to specific topics during MEL customization.
The main steps of MEL customization are accordingly described in dedicated chapters
in this Getting to Grips.
As already mentioned, the MMEL is the baseline for the Operator to customize its own
MEL with the use of customization tool(s), supplied by Airbus.
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5.2 CUSTOMIZATION TOOL
On the A300/A310 family, the MMEL document as with other Flight Operations
documents (FCOM, FCTM, AFM, WBM, QRH) is provided to Operators in paper or in
PDF format.
In order to help customization, an “enhanced PDF” format is defined and provided to
Operators, on request.
“Enhanced PDF” format includes consultation functionalities (Copy/Paste, interactive
links, word search, etc.) that helps with customization.
On the A320 Family, A330, A340, A350 & A380, the MMEL document, as with other
Flight Operations documents (FCOM, FCTM, AFM, WBM, CCOM, QRH or eQRH), is
written and provided to Operators in the Extensible Markup Language (XML) standard.
To enable the customization of the MMEL document in XML format, Airbus provides
Operators with two customization tools:
- A Flight Operations Documentation Management (FODM) tool. This

customization tool is part of a digital Flight Operations package. This tool
includes basic functions for the customization of documents in XML format.
- ADOC is an online content management tool. This customization tool enables

the Operator to customize electronic documentation of their entire fleet. This
enables the manuals to be edited, revised, and published whatever the aircraft
type manufacturer.
5.2.1 FODM
FODM is a customization tool for Flight Operations electronic documentation (FCOM,

FCTM, AFM, WBM, CCOM, QRH or eQRH, and MMEL).
Based on the user / server architecture, several users may access the FODM.
Via login/logout & check-out / check-in lock mechanisms in the FODM, only one user
at a time may use FODM.
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FODM Network Infrastructure
FODM has all the following functionality modules:
• “Administration”, in order to:

o Identify FODM users with their password
o Authorize defined FODM functionalities in accordance with user’s profiles.
• “Data loading” for downloading Airbus data from AirnavX My Library.
• “Data customization” that enables the management of revision marks and the full
customization of the manual in dedicated workspaces:
o Airbus: MMEL downloaded from AirnavX My Library

o Major Event: MMEL Major event data downloaded from AirnavX My
Library
o Airline: Most recent released version of Airline MEL
o Working: Most recent released version of the MEL to be modified
o Pending: Saving of the “working” MEL containing validated DUs and
pending “freeze” for publication
o Working R-1: Previous version of the MEL to be modified
o Working BackUp: Version of MMEL or Major event to be modified
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FODM Workspaces Interface
• “Data-publishing module” in different formats (PDF, OLB, and RTF) with two
types of publications:
o Draft validation (without any new revision mark)

o Official validation (with new revision marks).
The principle of customization is all of the following:

• Identification of the revised, new, or deleted MMEL DUs
• Comparison with MEL DUs
• Consideration or not of the change.
5.2.2 ADOC
ADOC is an online customization tool for Maintenance and Flight Operations electronic
documentation (FCOM, FCTM, AFM, WBM and CCOM, QRH or eQRH, and MMEL) that
enables the publication of manuals and their revision.
ADOC provides an successful handling of digital documentation applicable to the

entire Operator’s fleet (Airbus, Boeing, Embraer, etc.).
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ADOC Web for Flight Operations enhances the management of documentation
updates, the consultation, and the publishing process.
ADOC Web for Flight Operations includes “Push a tail” tool to help the management
of the MSN in the Operator’s fleet.
ADOC “Push a Tail” Tool Interface
ADOC Web for Flight Operations includes “Quick View” functionality that enhances
user consultation.
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ADOC Web for Flight Ops “Quick View” Interface
ADOC Web for Flight Ops is accessible and may be used by several users at the same
time and is appropriate for the management of a large Operator fleet.
The user includes the most recent publication of an Airbus documentation with the
use of the “revision manager” module that enables all of the following:
• Analysis of the list of change with a view of Airbus change
• Comparison between Airbus and Operator DUs
• Possibility to join or to reject the Airbus change content in the Operator DUs.
ADOC Web for Flight Ops has a module that archives data and that enables the
Operator to store its documentation.
The Operator can find and publish any previous versions with the possibility to add a
comment on DUs versions and modification follow-up.
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ADOC General Process
5.3 CUSTOMIZATION DOSSIER
The Operator should build up a MEL Customization Dossier, in order to record any
rationales, assumptions, or valuable information that is considered during the MEL
customization (e.g. ETOPS Operations, AFM performance, etc.)
For example, the choice of the MEL format may be driven by the implementation of a
digital document in the Operator network and the request of the National Aviation
Authority (NAA).
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Example of MEL Customization Dossier
5.3.1 MEL Format
The Operator should identify the suitable format of its MEL (PDF, OLB, etc.) for a wide
consultation by all Operators actors that are involved in the aircraft dispatch activities
(Flight and cabin crews, line maintenance, and Maintenance Control Center (MCC)
personnel, maintenance engineering, and flight operations personnel).
The format of the MEL should be also appropriate for the NAA during the MEL
submission for approval.
5.3.2 MEL Approval
Some NAAs may have regulations on MEL approval and amendment processes.
Operators must comply with these requirements.
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In order to be successful, the Operator may also define its internal MEL approval
process with designated actors and validators.
The NAA agrees that regular audits of this MEL approval process may be necessary.
As per regulations (AMC1 ORO.MLR.105(c) Minimum equipment list), an acceptable

timescale to submit the amended MEL to the competent authority is 90 days from the
date of applicability specified in the approved change to the MMEL.
5.3.3 MEL and MMEL Supplement
When Operators develop their MEL, they may also need to comply with additional
MMEL requirements provided in an MMEL supplement from local authorities of the
state of registration.
An MMEL supplement usually involves items that are specific to the manufacturer’s
MMEL. The supplement only takes into consideration the differences with the
manufacturer MMEL on which it is based.
Operators must pay special attention to these MMEL supplements, because an MMEL
supplement overwrites and supersedes any entry in the manufacturer’s MMEL.
5.3.4 MEL and STC
A Supplement Type Certificate (STC) is published for all main design changes to type-
certified products when the change is not sufficiently significant to require a new Type
Certificate.
As a result, if a design change has an effect on the MMEL, the STC holder publishes
its own MMEL items (MMEL supplement) to take into account the new design.
When Operators develop their MEL, they need to comply with these additional MMEL
requirements.
5.3.5 MEL and Special Operations
Airbus MMELs provide dispatch conditions of an item with their impact on all of the
following special operations:
• Required Navigation Performance (RNP)
• Reduced Vertical Separation Minimum (RVSM)
• ILS Precision Runway Monitor (PRM) Approach
• ETOPS
• ATC (Air Traffic Control) datalink communications.
Operators must identify and anticipate all special operations required for their routes
or for their future routes.
144
The MEL indicates and adapts the dispatch conditions in accordance with Airlines
special operations.
5.3.6 MEL and Operations
Operators must identify and anticipate all requirements necessary for the normal
operation of their routes or for their future routes.
Typically, Operators must identify:

• ATC communication means required
• TCAS requirements
• Voice communication requirements
• One engine taxiing, etc.
In addition, Operators must identify spare parts availability, warehouse, and the line
maintenance support in the outstation.
Other operational constraints, for example, when ground equipment is not always
easily available (e.g. HP or LP ground cart, etc.) need to be taken into consideration.
For example, some outstations may require the normal operation of the APU.
5.3.7 MEL (o) and (m) Procedures
Dispatch conditions of some MMEL items in the MMEL Items section are associated
with operational procedures or maintenance procedures.
Some local authorities may require Operators to submit these procedures during the
MEL approval process.
5.3.7.1 MEL (o)
The Operator must ensure that MEL operational procedures that are mandated by the
MMEL are in a form applicable to their operation.
It is the responsibility of the Operator to define the role of the flight crew in these
procedures.
For example, the Operator may decide to give the flight crew the responsibility to pull
out the circuit breaker.
145
Some MEL operational procedures may also involve cabin crews. Thus, briefing or
training for the cabin crews focused on these MEL procedures may be envisaged.
5.3.7.2 MEL (m)
The MEL maintenance procedure must be performed by qualified maintenance

personnel.
When an aircraft operates in an outstation, the support of qualified maintenance
personnel may not always be available.
5.3.7.3 MEL (m) or (o)
Regulations provide the possibility to qualify and authorize the Pilot In Command
(PIC) to release the aircraft to service after maintenance actions that pilot performs.
In order to minimize operational disruption, the Operator may identify a set of MEL
maintenance procedures that the pilot performs.
This set of procedures and their protocols should be validated with the Operator
maintenance organization and the NAA.
Procedures should be clearly described in the MEL and all of the following aspects
should be taken into account:
• Pilot abilities to perform maintenance action
• Pilot practical training
• Pilot responsibilities.
5.4 MEL and HOW TO USE / GENERAL INFORMATION
The purpose of this MEL section is to provide general guidelines on the MEL
documentation. It should be customized based on the MMEL section in accordance
with Operator operations and organization.
Example 1 of MMEL How To Use Paragraph

A330 MMEL How To Use Summary (OLB Format)
146
Example 1 of Customized MEL How To Use Paragraph
Example 2 of MMEL How To Use Paragraph

A330 MMEL How To Use Summary (OLB Format)
Example 2 of Customized MEL How To Use Paragraph
147
5.5 MEL ENTRIES
The corresponding MMEL Entries section provides dispatch condition assessment(s)

associated with an ECAM alert or to a Crew Observation (A350 and A380 only).
This MEL section is not usually customized.
However, an Operator is free to clarify the wording in the “AIRCRAFT STATUS” header
as necessary.
Example of MMEL Entries

A330 MMEL Entries Summary (OLB format)
Example of Customized MEL Entries
148
5.6 MEL ITEMS
5.6.1 Preamble
The purpose of the preamble of the MEL is to provide general information to Operator
personnel on the philosophy and the use of MELs. The Operator must define the MEL
preamble in accordance with their operations and their maintenance organization.
The MEL preamble section should contain at least the following paragraphs.
5.6.1.1 Updating Record
This paragraph provides the most recent publication date of the MEL update (last
issue date) and the most recent publication date of the MMEL (last issue date) with,
as necessary, the approval reference of the MEL.
This paragraph ensures that the MEL is updated within a timescale in accordance with
the last issue date of the MMEL.
As per regulations (AMC1 ORO.MLR.105(c) Minimum equipment list), an acceptable

timescale to submit the amended MEL to the competent authority is 90 days from:
• The revision date (A300/A310 family)
• The applicability date (A320Fam, A330 & A340)
• The issue date (A350 & A380).
The applicability date (A320Fam, A330 & A340) corresponds to the MMEL issue date
+ 30 calendar days.
The issue date appears in the Transmittal Letter (for the PDF format) and in the
LIBRARY panel of the OLB.
Summary of the LIBRARY Panel of the OLB

A320 Family MMEL Issue Date 15 January 2018
149
As per above A320 Family MMEL example:
Applicability date = 14 February 2018 (15 January 2018 + 30 calendar days)
The Operator has 90 days from 14 February 2018 to update their MEL => until 15
May 2018
A330 MMEL Items – Preamble Summary (OLB format)
5.6.1.2 Repair Interval
The maintenance staff must indicate the target date (or expiry date) in the logbook
when a MEL item is proposed for deferral.
The target date (or expiry date) indicates that the MEL item must be rectified within
this time period.
This paragraph provides both of the following:

• The definition of repair intervals A, B, C, and D
• The procedure to calculate the target date (or expiry date).
Repair Interval B Example
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5.6.1.3 Repair Interval Extension
As per AIR OPS ORO-MLR.105 Minimum Equipment List (MEL) CS MMEL.135

paragraph (f), the Operator may use a procedure for the one time extension of the
rectification interval.
This paragraph provides the detailed procedure as agreed with the Operator’s
Authority for the extension of the applicable repair interval B, C, and D.
Summary AIR OPS ORO-MLR.105 Minimum Equipment List CS MMEL.135

Paragraph (f)
Airbus MMELs preamble establishes the procedures principle for the extension of the
rectification intervals of category, B, C, and D.
The Operator must define in its MEL the procedure approved by its Local Authority for
the repair interval extension.
151
MMEL Preamble Summary
5.6.1.4 Definition
This paragraph provides the definition of abbreviations, acronyms, or words. It is

important for an Operator to customize or adapt this section. This enables users to
easily and correctly interpret the MEL accessed throughout the Operator’s fleet.
For example, cases of misunderstanding are reported of the “refer to” wording in the
context of the dispatch condition of MEL (refer to the example below).
A320 MMEL Items – 21 - Air Conditioning - Summary (OLB Frmat)
152
In order to be clear, the MEL may add the definition of the wording “Refer to”.
A320 MMEL Items – Definitions - Summary (OLB Format)
Example of Customized MEL – Definitions
153
5.6.1.5 MEL Items & Local Regulations
The MMEL paragraph “MMEL Items & Local Regulations” provides the list of all MMEL
items for which dispatch conditions are defined based on EASA operational
requirements.
Non EASA Member State Operators should check these MMEL items during their MEL
customization.
Due to the fact that the operational requirement may be different for a non-EASA
member state, an Operator may either:
• Copy the MMEL dispatch conditions directly into its MEL, or
• Develop alternate repair intervals and dispatch conditions in accordance with
its local Operational requirements in its MEL.
This MMEL paragraph should be removed from the MEL when dispatch conditions of
these MME items are defined.
EASA and FAA require Operators to define procedures in their MEL for the
management of failure that occurs during the taxi-out phase (refer to chapter 6. MEL
Use / 6.4 MEL During Taxiing).
5.6.2 New Item
Airbus MMELs do not take into account cabin convenient items since these items do
not affect the Airbus procedures on aircraft operations. These items do not require
the justification demonstration supported by the System Safety Analysis (SSA) and
the safety methodology.
However, the Operator or the FAA regulations can decide to include specific items in
its MEL.
Refer to chapter 2. Regulations / 2.2 MMEL Regulations / 2.2.2 FAA / 2.2.2.4 Specific
Items.
Refer to chapter 6. MEL Use / 6.2 Failure Reporting / 6.2.2 Cabin Logbook.
This new MEL item must have a dedicated and unique reference and should not
interfere with the expected numbering of the MMEL items reference.
The last two digits of any reference of a MEL item specific to an Operator should start
with 50.
Example: MEL Item 25-40-50 Lavatory Storage Compartment Key Lock
154
Operator MEL Item Example
5.6.3 Dispatch Conditions
Dispatch conditions in the MMEL are defined to take into account any type of aircraft
operation.
To ease MEL use during operations, these dispatch conditions should be refined, as
necessary.
Therefore specific attention must be paid for the customization of the dispatch
conditions of MMEL Items.
The dispatch condition includes dispatch condition title, repair interval, number
installed, and number required.
As a general rule, the dispatch conditions of the MEL may be more restrictive than
the MMEL if required by local Authorities, but cannot be less restrictive than the MMEL.
5.6.3.1 If Installed
Some MMEL items titles are written with phrase in quotation marks, for example “If
Installed” or with a dedicated symbol. This indicates that the MMEL item may not be
applicable to the Operator fleet.
The Operator may update their MEL as per one of the following actions:
• Remove the “If Installed” words or symbol from the MEL if the associated MEL
item is fitted on the entire Operator’s fleet and on the new aircraft expected to
be delivered in following years
• Remove the MEL item from the MEL if the associated MEL item is not fitted on
any aircraft of the Operator’s fleet and won’t be fitted on the following new
aircraft
• If all of the above-mentioned does not apply, keep the “If Installed” words or
symbol.
155
For example, aircraft fleet of the Operator have mini FAPs (Flight Attendant Panel)
installed in the cabin. The Operator engineering does not intend to remove them for
their future new cabin layouts.
The “If Installed” words may be removed from its MEL.
A380 MMEL Items - extract (OLB format)
Example of Customized A380 MEL Item – Dispatch Item Title
Another Operator has some leased aircraft in their fleet with the CALLS ALL
pushbutton installed in the cockpit.
To be simple, the Operator should keep the “If Installed” symbol in its MEL.
Example of A320 MEL Item (Not Customized) with “If installed” Symbol
156
5.6.3.2 Operational Title
First element of the customization is the dispatch condition title. As necessary, it is

possible to adapt dispatch conditions title in accordance with airlines operations or
For example, there are two categories of cabin attendant seat that is in the cabin of
an A350 operator: Required cabin attendant seat and non-required cabin attendant
seat.
One Operator identifies the required cabin attendant seat with a placard “TO BE
OCCUPIED FOR TAKEOFF AND LANDING”.
In order to help the maintenance staff for a quick identification of the category of the
cabin attendant seat that is found defective, it is possible to make an amendment to
the dispatch condition title in the MEL as follows:
A350 MMEL Item - Summary (OLB Format)
Example of Customized A350 MEL Item – Dispatch Condition Title
157
5.6.3.3 Nbr Installed & Nbr Required
For some MMEL items, in the “Nbr Installed” and “Nbr Required” columns, there may
be a dash symbol (-) or the acronym N/A (Not Applicable).

• A variable quantity of MEL items is installed depending on the aircraft
configuration
• A variable quantity of MEL items is required for dispatch depending on the
N/A acronym indicates both of the following:

• The number installed in the “Nbr Installed” column is not applicable for this
item
• The number required in the “Nbr Required” column is not applicable for this
item.
It is not mandatory to replace dash symbols by a value in the MEL as long as the
dispatch condition is clear and not ambiguous.
It is not necessary to make an amendment to MEL items indicated with the N/A
acronym as long as the dispatch condition is clear and not ambiguous.
Example of A320 MEL Item (Not Customized)
158
Example of A350 MEL Item (Not Customized)
5.6.3.4 Repair Interval
It is possible to reduce the repair interval in order to minimize the workload of the
Operator’s Operations.
For example, one A320 Operator transports live animals on some European routes.
The inoperative AFT cargo compartment heating may disturb the aircraft schedule
planning if the failure is not fixed within an acceptable time frame.
A320 MMEL Items - Summary (OLB Format)
159
Example of Customized A320 MEL Items – Repair Interval
5.6.3.5 Alternate Procedure
Dispatch conditions have to be customized when MMEL dispatch conditions inform the
Operator to establish and use an alternate procedure.
The Operator has to define an alternate procedure in the associated MEL operational
procedure appropriate with their operations and agreed with their local Authorities.
For example, when the alternate procedure is defined, simplify the dispatch conditions
of the A350 MEL Item, as follows:
160
Example of Customized A350 MEL Items – Dispatch Condition
5.6.3.6 Procedure Requires MEL Item Use
Dispatch conditions have to be customized when the operator’s procedure does not
require the use of the inoperative MEL item.
161
For example, the Operator has to check the use of the Virtual Quick Access Recorder
(VQAR) data in the Operator’s organization. If the VQAR is used for the Flight Data
Monitoring (FDM), it is not appropriate to permit the dispatch with the VQAR
inoperative for 120 days (“D” repair interval). This is because the Operator should
define an alternate procedure in order to collect aircraft parameter data for the FDM
(for example, by the use of the SAR data). When the alternate procedure is defined,
it is possible to simplify the corresponding MEL item, as follows:
Example of Customized A350 MEL Items – Dispatch Condition
5.6.3.7 Dispatch Condition Wording
Dispatch conditions of the MMEL may be also clarified provided that the intent of the
dispatch conditions are not changed.
For example, dispatch conditions of some MMEL items require the application of Flight
Manual performance penalties.
The purpose of this MMEL dispatch condition is to ensure that the Operator computes
performance parameters based on a performance database approved by the
authorities.
One Operator uses the performance applications hosted in the Electronic Flight Bag
(EFB) “Flysmart+”. Performance applications compute performance parameters
based on the AFM approved performance database.
The Operator demonstrates to their local Authority that the performance applications
compute performance parameters based on the last applicable version of the
approved performance database of the AFM. To ease operations, the Operator may
simplify the dispatch condition wording in their MEL.
162
Example of Customized A330 MEL Item – Dispatch Condition
163
Another example of dispatch condition rewording.
As per MMEL, the decompression panels in the cargo compartments may be damaged
or missing provided that the compartment is empty or does not contain flammable or
combustible materials.
The purpose of the “… or does not contain flammable or combustible materials”

dispatch condition is to permit the use of the fly-away kit box when installed in the
affected cargo compartment.
If the Operator does not have any fly-away kit boxes in their fleet, the MEL may be
simplified as follows
5.6.3.8 ETOPS
Limitations on all ETOPS operations are considered in the MMEL.

If the Operator does not perform ETOPS operations or performs only ETOPS 120
minutes, the MEL may be simplified accordingly.
164
For example, the Operator’s routes do not require ETOPS operations, the Operator do
not expect to perform ETOPS operations in the coming years with the extension of
the network of routes.
To be simple, the MEL may be amended as follows:
For example, the Operator’s routes require ETOPS 120 minutes operations and the
Operator do not expect to perform ETOPS operations beyond 120 minutes in coming
years with the extension of the network of routes.
165
To be simple, the MEL may be amended as follows:
5.6.3.9 MEL Items & Local Regulations
Some MMEL items are referred in the Preamble section paragraph “MMEL Items of
depending on Local Regulations”. The associated dispatch conditions are based on the
EASA operational requirements.
For these MMEL items, operational requirements may be different from one non-EASA
member state to another.
For these MMEL items, an Operator from a non EASA member state may either:
• Establish the proposed dispatch conditions from the MMEL in its MEL, or
• Develop alternate repair interval and dispatch conditions in accordance with its
local Operational requirements in its MEL.
166
5.3.6.10 Specific Placard
Specific placards as defined by the Operator, may be displayed for some MEL items,
in order to easily assess the effect on operations when the MEL user reads dispatch
conditions of these MEL items.
For example, the degradation of the landing capability associated to a MEL item may
require a change to the flight schedule planning for this aircraft.
Example of Customized A330 MEL Item – Specific Placard CAT 1/CAT II
167
For example, the Operator wants to provide MEL end users with an attention getter
via a specific placard (VIP: Very Important Problem).
This placard highlights the importance of some MEL items for which the Operator
organization has to pay attention to fix the failure at the earliest opportunity.
Example of Customized A330 MEL Item – Specific Placard VIP
168
5.7 MEL OPERATIONAL PROCEDURES
MMEL Operational procedures are defined to take into account any type of aircraft
operations.
In order to ease the MEL use during operations, these operational procedures should
be refined, as necessary.
For example, one Operator regularly transports domestic animals on some routes.
When the forward cargo extraction fan is inoperative, the venting capability is reduced
as indicated in the MMEL operational procedure.
A320 MMEL Operational Procedure - Summary (OLB Format)
The Operator may define in their MEL operational procedure the animal transportation
limitations, according to their longest route. The assumption should be that the
forward cargo compartment is full of loads.
This would prevent the possibility of aircraft delay if the forward cargo extraction fan
fails just before aircraft departure.
Example of customized A320 MEL Operational Procedure - Summary (OLB

Format)
It is possible to simplify the operational procedure in accordance with the Operator

network operations and the Performance-Based Communication and Surveillance
(PBCS).
The ATC datalink application enables the Air Traffic Controller (ATC) to follow the
aircraft navigation and enhance the air traffic flow.
169
The datalink communication (message exchange) between the aircraft and the ground
may be different depending on the following communication networks:
• ACARS for FANS A / FANS A+ applications

• ACARS Air Traffic Services (ATS623) for optional applications
• Aeronautical Telecommunication Network (ATN) for FANS B / FANS B+
applications.
AirbusWorld Summary / CNS & ATM - ATC Datalink worldwide Implementation –

Detailed information are available on AirbusWorld / Content Library /
Flight Operations / Operational Material / Communication Navigation and Surveillance
– Air Traffic Management
In order to ease the MEL use during operations, these operational procedures should
be refined, as necessary.
For example, an Australian airline operates A319 and A320 aircraft on domestic
flights.
These aircraft are not equipped with SATCOM.
The ATC datalink is not required over Australia but is commonly used by the ATC and
airlines.
As per MMEL, the VHF datalink may be inoperative provided that the procedures do
not require ATC datalink.
170
Example of A320 MMEL item – Summary (OLB Format)
The associated MMEL operational procedure describes all the impact on ATC datalink
communications.
Example of A320 MMEL Operational Procedure - Summary (OLB Format)
171
Depending on the use of the ATC datalink communications by the Operator, the
operational procedure may be simplified in their MEL, as follows:
Example of Customized A320 MEL Operational Procedure - Summary (OLB

Format)
5.8 MEL & WBM
The Weight and Balance Manual (WBM) is the reference document for weight, balance,
and loading procedures required to operate the aircraft.
The WBM provides the Operator with a basis for the development of the operational
documentation of the airline (Operations manual, loadsheet, etc.).
The WBM has two main sections:
• Weight and Balance Control: This section contains the weight and balance data
and limitations
• Aircraft Weighing Report: This section contains the weighing report and
weighing checklist that corresponds to the aircraft configuration at weighing.
The Weight and Balance Control chapter is divided into the following 10 chapters:
• Introduction
• General: Generic information (e.g. List of abbreviations, weight definitions,

conversion factors, drawings, and description of the general characteristics of
the aircraft)
• Limitations: The different W&B limitations applied to the aircraft (e.g. certified
limits, bending moments due to payload, and cargo compartment maximum
loads)
172
• Fuel: Influence of refueling on the aircraft CG position, description of the fuel
tanks (e.g. maximum capacity, H-arm as a quantity function), and defueling
procedure.
• Fluids: W&B information about the fluids on-board the aircraft (e.g. engine
fluids, APU oil, hydraulic system fluids, potable water, toilets fluids)
• Personnel: W&B information about the flight crew, the cabin crew, and the
passengers
• Interior Arrangement: Information about the different stowage capacities of

the aircraft
• Cargo Arrangement: Information about the sizes of the cargo hold doors, cargo
hold positions, methods and recommendations for cargo loading
• Ground Operations: Information about jacking points, weighing on jacks,

weighing on wheels, and W&B information about removable equipment
• Examples: This chapter provides an example, to demonstrate how to use WBM

data in operations to ensure that aircraft loading is within WBM limitations
This chapter contains:

o A description of the characteristics of a generic aircraft, with the associated
weight and balance effect
o A description of the loading case that the example uses
o The calculation of an Operational Empty Weight (OEW)
o The calculation of the weights and CG positions of the loaded aircraft
o An illustration of the weights and CG positions, in terms of the certified
weights and CG envelopes
o A method for the check of the capacity of the aircraft tie-down points to
restrain a load item.
There are three groups of MEL items that have an effect on the aircraft’s W&B
procedures/limitations:
• MEL items that affect the loading capacity. These items are provided in various
ATA chapters. They establish restrictions on cargo loading capacity or
availability of passenger seats.
173
A350 MMEL Item - Dispatch Condition with Cargo Compartment Empty -
Summary (OLB Format)
A350 MMEL Item - Dispatch Condition with Limitations of Number of Passengers -

Summary (OLB Format)
174
• MEL items that refer to WBM limitations.
A350 MMEL Item - Summary (OLB format)
For example, the A350 Operator reports a defective latch in the aft cargo
compartment on the aircraft.
Defective Latch
A350 WBM – Limitations – Aft Cargo Hold – Summary (PDF Format)
175
As per following WBM instructions, aircraft dispatch with this XZ-Latch inoperative is
permitted, provided that the reduction of 2 753 kg of the cargo loading weight by is
applied to pallets 35 and to pallet 41.
ULD: Unit Loading Device
A350 WBM – Limitations – Aft Cargo Hold - Summary (PDF Format)
• MEL items that affect the Load and Trim Sheet check process, or the associated
results. These items are mainly provided in MEL ATA chapter 28 (Fuel).
They may affect the TOW (TakeOff Weight) / TOCG (TakeOff Center Gravity),
or the ZFW (Zero Fuel Weight) / ZFCG (Zero Fuel Weight Center Gravity)
determination, the operational envelopes, or the usable fuel for the flight.
These items are mainly the result of inoperative valves in the open or closed
position, inoperative pumps, loss of CG control, and loss of accuracy of the fuel
quantity indication.
176
A320 MMEL Item - Dispatch Condition with Impact on the ZFW -
Summary (OLB format)
To ease operations, the Operator must define in the associated MEL operational
procedure a clear process for their pilots on how to compute affected parameters
TOW/TOWG, ZFW/ZFWCG with their performance tool.
5.9 MEL & CDL
The Configuration Deviation List (CDL) is a reference document that enables the
dispatch of the aircraft, even if secondary airframes, or engine parts are missing.
These parts may be detected during maintenance checks, or preflight exterior
inspections.
The CDL is part of the Airplane Flight Manual and is approved by Airworthiness
Authorities based on the demonstration of the compliance to all of the following
requirements:
• Safety objective on the affected aircraft system(s), as applicable
• Lightning protection requirement, as applicable
• Aerodynamic noise, as applicable
• Aircraft performance, as applicable.
177
Dispatch authorization may be granted, along with all of the following associated
requirements:
• Operational restrictions
• Performance penalties
• Maintenance actions.
The CDL is written in accordance with the all of the following rules:
• All items are listed in accordance with the ATA chapter classification.
• When not specified, repairs or the replacement of an item must be performed

at the first appropriate airport.
Pay close attention to the fact that certification requirements of CDL are
different from the MMEL ones. This is why there is no repair interval defined
for CDL items.
This rule enables some flexibility in the dispatch conditions. However, it is
important to remember that when an aircraft flies with CDL item, it is a
deviation from the normal aircraft operation. To extend the length of time that
the aircraft is in operation with a missing part may generate additional
degradation.
• No more than one part, or one combination of missing parts of a specific system
may be missing (i.e. one item for each ATA, unless otherwise specified).
• Parts of different systems may be simultaneously missing.
• Performance penalties are cumulative, except if otherwise specified.
• If no performance penalty is provided for a missing item, it is considered

negligible.
When several negligible items are missing at the same time, the rule is as
follows:
o If there are no more than three negligible items, the cumulated
performance penalty is not significant
o Starting from the fourth negligible item, all of the performance-limited

weights must be reduced by 50 kg, for each additional missing item.
The CDL takes into consideration missing parts only. If the maintenance procedure
associated with a component damage requests the removal of the component, then,
the aircraft dispatch may be permitted as per conditions required in the corresponding
CDL item.
178
A380 CDL Item – AFM Summary (OLB Format)
Illustration of A380 CDL Item – AFM Summary (OLB Format)
Any item that is not in the CDL must be fitted on the aircraft and in good condition
for the flight.
179
6. MEL USE
The dispatch under a MEL item enables the operation of an aircraft in a safe and
airworthy condition when certain system functions or equipment are temporarily not
available or inoperative.
The responsibility of the Operator may be shared as follows:
• The maintenance individual is responsible of the deferral proposal of the MEL item
• The Pilot In Command (PIC) is responsible of the acceptance of the MEL item as
part of the technical status of the aircraft. The PIC has the final say in the dispatch
decision.
There are good practices to think about for aircraft dispatch with a MEL item in the
technical logbook.
6.1 MEL Training
The Operator’s Maintenance department takes into account many EASA regulatory
texts associated with the MEL: Part M, Part 145, Part 66, etc.
Regulations require that the Operator provides the maintenance personnel with
sufficient detail on the MEL application procedure.
The MEL is a document that is used by the personnel involved in the continuation of
airworthiness and maintenance activities. The personnel must be familiar with the
MEL, in order to ensure a correct and successful communication with the crew in the
case of a defect deferral.
180
It is essential for the maintenance personnel to be familiar with both of the following:
• The management of the rectification time associated with a MEL’s deferred

defect
• All of the following technical logbook procedures:

o Acceptance by the crew. How the crew notifies their acceptance or non-
acceptance of the MEL deferment in the technical log
o Management of the MEL time limit. There should be a mean to ensure

that the defect will really be rectified before that time limit
o MEL time limitation exceeded.
The Acceptable Means of Compliance to Annex II (PART-145) requires individual

competencies with regards to the technical knowledge of aircraft and knowledge on
Operator organisation and procedures on the aircraft failure management.
AMC to Annex II (PART-145)

145.A.35(a) Paragraph 2
The Operator’s Flight Operations Department should define the appropriate training
on the MEL and the technical logbook use.
6.2 Failure Reporting
6.2.1 Technical Logbook
The flight crew reports in the technical logbook, a failure of an aircraft system function
or an equipment failure.
181
Line maintenance personnel can also make an entry in the aircraft’s technical logbook
for both of the following:
• To report any system function defect or inoperative equipment detected during
ground operations
• To declare a system inoperative subsequent to the technical assessment of the

current configuration of the aircraft.
For example: Technical characteristics of a component (electrical resistance or

insulation, capacitance, etc.) measured out of tolerance may cause maintenance
personnel to consider the affected system or function as inoperative.
This technical logbook entry is the starting point to assess any defect via the MEL.
The flight crew or line maintenance should write any additional information associated
to the defect that will help identify the cause of the defect, for example the ECAM
alert title, time of occurrence, SD page indication, and flight phase.
6.2.2 Cabin Logbook
Independently of the MEL process, the cabin crew and line maintenance report most
of the defective cabin LRUs in the cabin logbook. This is in order to minimise the
workload of the flight crew during flight acceptance.
Typical LRUs: Oven, coffee maker, In-Flight Entertainment (IFE) equipment, etc.
The MEL is not applicable for these inoperative cabin LRUs (not included in the MMEL).
But due to commercial strategy reason, these inoperative cabin LRUs may impair the
aircraft dispatch.
For example, the failure of the IFE in business class seats may require to fix the issue
before dispatch.
When the defect has an impact on dispatch, this defect must be reported in the
aircraft’s technical logbook. Then, the flight crew or line maintenance can assess the
applicable MEL item.
For example, the failure of a cabin attendant handset requires an alternate procedure
in the case of emergency evacuation.
Typical cabin LRUs included in the MMEL: FAP, cabin handset, cabin loudspeakers,
cabin seat, Cabin Crew Rest equipment, etc.
If an Operator reports difficulties to assess if a defective component in the cabin is

applicable or not to a MEL item, the Operator may include a generic cabin item in
their MEL.
This generic MEL item includes all items that are associated with what is convenient
to a passenger, comfort, or entertainment in the cabin, galley, and lavatory areas.
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The Operator should develop the list of cabin items taken into consideration by this
MEL cabin item should be developed by Operators and be approved by their local
Authorities and tailored to meet Operators needs.
This generic MEL Cabin item is similar to the Non-Essential Equipment and Furnishing
(NEF) in the FAA MEL regulations.
Refer to chapter 2. Regulations / 2.2 MMEL Regulations / 2.2.2. FAA / 2.2.2.4 Specific
items.
Refer to chapter 5. MEL / 5.6 MEL Items / 5.6.2 New Item.
6.2.3 Maintenance Modules
The aircraft system failure may also be reported during flight with the AIRMAN-web
(AIRcraft Maintenance ANalysis), AiRTHM (Airbus Real Time Health Monitoring) & the
Skywise Health Monitoring (SHM) of Airbus Skywise.
This enables the identification of maintenance actions to be performed when the

aircraft lands.
6.2.4 Scheduled Maintenance Check
ICAO requests the manufacturer to identify scheduled maintenance tasks that form
part of the Instructions for Continued Airworthiness (ICA) of the aircraft.
The Maintenance Review Board (MRB) is a process that develops a maintenance

program & scheduled maintenance instructions as part of the compliance with the
ICA.
A group of scheduled tasks were defined to be performed at specified intervals.

For all Airbus aircraft, the envelope repository document for all scheduled
maintenance requirements is the Maintenance Planning Document (MPD).
The objective of these tasks is to prevent deterioration of the safety and reliability
levels of the aircraft.
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A380 Maintenance Planning Document
The deferral of any aircraft system failure that is detected during these maintenance
schedule checks must be assessed by the Operator’s engineering department before
any decision of deferral under MEL item.
6.2.5 Intermittent Failure
The Troubleshooting Manual (TSM) or the Aircraft Fault Isolation (AFI A350) provides
the definition of an intermittent or repetitive fault or failure.
Based on the TSM or AFI philosophy about the intermittent fault, when the failure is
reported the first time in the logbook, ground troubleshooting actions should be
performed to confirm the failure. This should be performed with the use of the "Failure
confirmation" step in the TSM or AFI (A350). If the failure is not confirmed on ground,
then the aircraft can be dispatched without additional action.
After the third occurrence, even if the failure is still not confirmed on ground, then
the failure should be considered as current (“actual” failure).
Note: The Operator should assess the time interval between the first and the third
occurrence depending on the aircraft operation.
Some Operators consider a failure as “actual” when three failures are reported within
a one-week period.
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In this case, the MEL may be logged to dispatch the aircraft and the countdown of the
repair interval starts.
Within the MEL repair interval period, a more detailed troubleshooting is required to
identify the root cause of the intermittent failure and to perform all necessary
maintenance actions for correct repair.
The MEL item may be closed in the logbook after any maintenance actions that
contribute to the recovery of the normal configuration (e.g. component replacement,
electrical plug check and cleaning, terminal blocks checks, electrical harness check,
etc.) and provided that the failure does not occur before dispatch.
If another occurrence of the failure occurs subsequent to the repair or maintenance

actions, the MEL item should be logged again with the new repair interval.
If the intermittent failure disturbs the flight crew during the aircraft operation,
appropriate maintenance actions for troubleshooting should be performed within a
time frame acceptable by the Operator Flight Operations Department.
6.3 MEL Deferral
It is important to correctly identify the MEL item. The application of a MEL item that
does not correspond to the inoperative equipment or system function may have
results that are not intentional for the safety of the flight.
At the same time that a MEL item is deferred in the technical logbook, the appropriate
maintenance department must perform all of the following:
• Plan the troubleshooting action (as necessary)
• Ensure the availability of the defective component
• Plan the corrective action at the earliest opportunity.
6.3.1 MEL Item Identification
The identification of the MEL item is usually based on the ECAM alert’s title. The
dispatch assessment is provided in the MEL Entries section under the “CONDITION
OF DISPATCH” header.
In some cases, the failure reported in the technical logbook requires additional action
by the flight or the maintenance crew, in order to assess all of the following dispatch
conditions, particularly:
• One ECAM alert refers to several MEL items
• The dispatch condition assessment depends on if the ECAM alert is actual or
false (spurious)
• The dispatch condition assessment requires additional information, for
example, the ECAM indication on the SD page
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• A circuit breaker is found tripped due to a short circuit and the troubleshooting
identifies the affected system and the associated consequences.
The MEL item associated to the affected system applies and the affected circuit
breaker must be secured by application of the Electrical Standard Practices
Manual (ESPM) chapter 20-46-11 "Circuit breaker safety practices and clips".
The A380 and A350 also have a “Crew Observations” section in the MEL entries that
takes into account failures of monitored systems associated with flight deck effects
but without any associated ECAM alert or Dispatch Message.
For example, an amber indication on the system display (SD) page or the FAULT light
of a pushbutton switch may come on without triggering an ECAM alert.
The “Crew Observations” section also takes into account malfunctions that can be
visually detected by the flight crew or the maintenance personnel, for example during
the external walk around.
As applicable, always check the MEL Entries section to determine the corresponding
MEL Item.
Refer to chapter 4. MMEL / 4.4 MMEL Content / 4.4.2 MMEL Sections / 4.4.2.2 MMEL
Entries.
For some other cases, the failure reported in the technical logbook requires additional
action by the maintenance crew for troubleshooting, in order to assess the dispatch
conditions.
For example, in the case of misbehavior of a pushbutton light or other light in the
cockpit that is reported without other cockpit effect.
Maintenance crew must perform troubleshooting actions to determine and confirm

that the associated aircraft system is operative:
• If the associated aircraft system is checked defective as per maintenance

documentation instructions, the aircraft system must be considered inoperative
and may be deferred under the dedicated MEL item
• If the associated aircraft system is checked operational as per Maintenance

documentation instructions, the light must be considered inoperative and may
be deferred under the dedicated MEL item.
Some MEL items are permitted for dispatch provided that other(s) MEL item(s) is
(are) considered inoperative.
For example, when a Pack Flow Control Valve is inoperative in the closed position, the
associated air conditioning pack must be considered inoperative.
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A320 MMEL Items - 21 - Air Conditioning - Summary (OLB Format)
The referred MEL item(s) must be also deferred in the technical logbook and the
associated dispatch conditions must be applied, that includes the respective (o) and
(m) procedures, if any.
In the above example, both MEL item 21-51-01 Pack Flow Control Valve and the MEL
item 21-52-01 Air Conditioning Pack must be logged in the technical logbook.
The technical logbook indicates the target date of the repair interval corresponding
to the affected MEL item.
Example: MEL item A (with repair interval C) requires the consideration of MEL item
B inoperative (with repair interval D).
In the technical logbook, both items are deferred with two different target dates
corresponding to their repair interval. The flight crew will check these target dates.
When the repair is performed, both items are closed in the technical logbook.
If the Operator’s MEL has some items that refer to other items with a lower repair
interval, in order to be clear, Airbus recommends that the Operator update the MEL,
in order to get the lowest interval for both items.
Example: When MEL item A (with repair interval C) requires to consider MEL item B
inoperative (with repair interval B), an update of the MEL item A is recommended to
replace the repair interval C by B.
This would prevent question that may be raised just prior aircraft dispatch.
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6.3.2 CDL Item Identification
All CDL items are provided in a list based on the ATA chapter classification.
The identification of the CDL item is usually based on visual observation of damaged
or missing part (non-structural fairing, aerodynamic seal, access panels, etc.) and the
correlation between CDL items listed by ATA chapters with their illustrations.
When the maintenance procedure requires the application of a high speed tape, it is
necessary, before each flight or at the specified interval, to check that the tape is still
in position and in good condition.
It is the Operator’s responsibility to define the tasksharing for their flight and
maintenance crews, and to ensure that all maintenance procedures are correctly
performed.
Some CDL items are permitted for dispatch provided that the affected system is
considered inoperative.
For example, when a wiper arm is missing, the associated windshield wiper must be
considered inoperative as per MEL.
A350 CDL Items – 30 – Ice and Rain Protection - Summary (OLB Format)
The referred MEL item must be also deferred in the technical logbook and the
associated dispatch conditions must be applied that include the respective (o) and
(m) procedures if any.
188
A350 MMEL Items – 30 – Ice and Rain Protection - Summary (OLB Format)
In the above-mentioned example, both CDL item 30-01 Wiper Arm and the MEL item
30-45-01 Windshield Wiper must be logged in the technical logbook with the repair
interval limited to three flights.
6.3.3 MEL Deferral Log
The maintenance personnel is individually responsible of the deferral proposal of the

MEL/CDL item.
Before aircraft dispatch, assess all of the following topics:
• Identification of the technical status of the aircraft: Check of MEL/CDL items

already logged in the technical logbook and their dispatch conditions
• Confirmation that the MEL/CDL item corresponds to the failure report
• Confirmation that the dispatch conditions are acceptable for the flight:
o Repair interval
o Dispatch conditions compliant with the flight
o Review of the operational procedure, if any
o Dispatch conditions are also compliant with other MEL items, if any.
• Confirmation that the maintenance procedure (if applicable) is applied
• Log the MEL/CDL item in the technical logbook with all of the following
information:
o Reference and MEL/CDL item title
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o Reference of the dispatch condition
o Target date of the repair interval
o Application of the maintenance procedure, if any
o Target date of the next maintenance procedure (repetitive maintenance

procedure) to be applied, if any
o Any additional information that may help the understanding of the

aircraft configuration and dispatch condition (e.g. the root cause of the
failure is a short circuit of a component. This component is isolated by
the opening of the circuit breaker xxxx and tagged)
o Signature.
When an MEL item has several dispatch conditions, the maintenance personnel must
select and apply only one dispatch condition at a time.
When necessary, the maintenance personnel may successively apply another dispatch
condition of the same MEL item provided that it complies with MEL requirements and
provided that the starting point of the repair interval countdown is not modified.
For example, an A380 Operator reports a defective AFT Cargo Trim Air Valve on one
aircraft just before the aircraft departure.
As per MEL item 21-60-13, aircraft dispatch is permitted as per:
• Dispatch condition 21-60-13A with D repair interval provided that the valve
is deactivated in the closed position by the maintenance procedure
• Dispatch condition 21-60-13B with C repair interval provided that the

closure of both air valves is checked as per the operational procedure
In order to prevent aircraft delay, the aircraft is deferred in the technical logbook
under MEL item 21-60-13 AFT Cargo Trim Air Valve condition 21-60-13B.
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Due to a long lasting troubleshooting, the Operator is not in position to fix the problem
within the permitted 10 days period as per MEL condition 21-60-13B.
After a few days of operation, the Operator may decide to update the technical
logbook and to defer the aircraft under the new MEL condition 21-60-13A with a new
repair interval. This is provided that there is no modification to the start date of the
repair interval countdown.
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6.3.4 MEL Acceptance
The Pilot In Command (PIC) is responsible for the acceptance of the MEL/CDL item as
part of the technical status of the aircraft.
The technical status is usually available at the pre-flight briefing dossier but it may
evolve until pilot arrival at aircraft.
As per Standard Operating Procedure (SOP), following topics must be assessed:
192
• Confirmation of the technical status of the aircraft:
o Check of the validity of the Certificate of Release to Service (CRS)
o Review of MEL/CDL items already logged in the technical logbook and

their dispatch conditions.
A350 FCOM Summary / Procedures / Norm Procedures / SOP / ECAM/LOGBOOK

CHECK
• Confirmation that the MEL/CDL item corresponds to the failure report
• Confirmation that the dispatch conditions are acceptable for the flight and for
the next missions:
o Check of MEL repair interval target. For the subsequent flights, the flight
crew must check that any open MEL item in the logbook is within the
window of the repair interval and that this time limit will not be exceeded
during the next flight sectors
o Dispatch conditions compliant for the flight and further flight sectors
o Review of the operational procedure, if any
o Dispatch conditions are also compliant with other MEL/CDL items, if any
193
o Confirmation that the maintenance procedure is applied, if any
o Confirmation that the interaction of dispatch conditions between multiple

MEL items is permitted
o Confirmation that the combination of inoperative system, function, or

component of multiple MEL items is acceptable.
• Technical Logbook acceptance
• For all Airlines team players involved in aircraft operation, the flight is in a
“closed status”. Passengers are on board, pushback is completed, all engines
are started.
Aircraft Ready for Taxi
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6.4 MEL During Taxiing
EASA and FAA require Operators to define procedures in their MEL for the
management of failure that occurs during the taxi-out phase (taxi before takeoff).
Refer to chapters 2. MEL / 2.3 MEL Regulations / 2.3.1 EASA / 2.3.1.3 MEL
Applicability and 2.3.2 FAA / 2.3.2.4 MEL Applicability.
If an ECAM alert triggers between start of taxi and start of takeoff roll, the PIC may
decide to continue the flight. This decision is based on their good judgment and
airmanship provided that it is compliant with the NAA regulations and the Airline policy
documented in the MEL.
When the ECAM alert triggers, the flight crew must first perform the ECAM actions
(when applicable) as per Airbus policy for the management of ECAM procedures.
After, they should consider a possible system reset, then finally check the STATUS
page.
• Apply ECAM
On all Airbus aircraft (except the A350), a failure sensed by the Flight Warning
System (FWS) is announced to the crew via a specific ECAM alert (e.g. F/CTL ELEV
SERVO FAULT) for application.
On the A350, a failure sensed by the FWS is announced to the crew via:
o A specific ECAM alert (e.g. SMOKE LAVATORY DET FAULT) for
application in addition to a specific dispatch message on the DISPATCH
page (e.g. > SMOKE LAVATORY DET) as guidance for entry in the MEL,
when applicable, or
o A generic ECAM alert DISPATCH PAGE UPDATE (that appears on

ground only) in addition to a specific dispatch message on the DISPATCH
page (e.g. > AIR PACK 1 REGUL REDUNDANCY) as guidance for entry in
the MEL, when applicable.
• Consider System or Computer Reset
When the ECAM actions are completed, and before the check of the STATUS page,
the flight crew may consider a SYSTEM RESET as per FCOM/QRH/SYSTEM/COMPUTER
RESET TABLE (as applicable).
If the system reset is successful and the ECAM alert / Dispatch Message no longer
appears, normal operation of the aircraft is recovered and the flight continues.
Note: On the A350, the SYSTEM RESET TABLE in the FCOM includes, in addition to
the ECAM alerts, the Dispatch Messages, for which the flight crew can directly attempt
a reset.
195
• Verification of the STATUS page, if any
An accurate reading of the STATUS page is essential to assess the aircraft technical
status before takeoff.
If the aircraft performance is affected by a system failure: e.g. engine thrust
limitation, degradation of aircraft retardation systems (brakes, spoilers etc.), the
flight crew should perform a new computation of aircraft performance before takeoff.
The decision should be taken based on the consideration of the operational effect of
the failure for the current flight and for the next flight sectors.
To better assess the situation, the PIC may also refer to the MEL, with the support of
the Airline dispatch and/or maintenance organizations, as needed.
If the technical status of the aircraft is compliant with the MEL dispatch conditions
(including (o) procedure and operational restrictions, if any), the flight may continue.
Note: Decision to continue the flight may be taken without the necessity to return to
the gate to make a logbook entry and to log a new Certificate of Release to Service
(CRS). The failure must be reported in the technical logbook for the next flight.
The PIC may decide to continue the flight even if the aircraft technical status does
not comply with the MEL dispatch conditions and provided that the decision process
complies with NAA regulation and the Airline policy.
The following guidelines may help the PIC to better assess the situation for the current
flight and for next flight sectors:
• Confirm the availability of the maintenance support at destination to prevent

operational disturbances (e.g. to prevent a potential Aircraft On-Ground (AOG)
situation at destination)
• Consider the performance penalties as informed in the MEL (i.e. takeoff

performance, fuel consumption increase, etc.)
• Consider the operational restrictions as informed in the MEL (e.g. loss of the
RNP AR capability, degradation of the landing capability, degradation of the
RVSM/RNP capability, degradation of the ETOPS capability, etc.)
• Consider the environmental restrictions as informed in the MEL (e.g. OAT

limitations, icing conditions limitations)
• Consider the crew workload
• Consider the possible inter-relationship between all deferred MEL items

(cumulative dispatch conditions requirements, etc.)
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6.5 MEL During Flight
When an ECAM alert triggers in flight, the flight crew must first perform the ECAM
actions as per Airbus policy for the management of ECAM procedures.
When ECAM action are completed, the flight crew may consider the consultation of
the MEL for the assessment of the dispatch conditions at destination for next flight.
6.6 MEL & ECAM Actions
As per MEL instructions, the system control in the cockpit (via a pushbutton,
pushbutton switch, selector, knob, etc.) must be selected to a specific position
(usually off position) and should be clearly placarded “inoperative” before dispatch.
In the case of additional failure in flight that triggers an ECAM alert, the associated
ECAM action may require the selection of this system control to a position different to
the one required by the MEL.
As a general rule, the flight crew must disregard this step of the ECAM procedure and
must perform ECAM actions until completed.
However, some ECAM alerts that trigger in flight may require the flight crew to
perform ECAM actions that include the selection of a system control to a specific
position different to the one required as per MEL.
For these additional ECAM alerts that may trigger in flight, the MEL Operational
Procedure provides instructions to the flight crew to perform all ECAM actions and to
disregard the inoperative” placard “in this case.
In the example below, one engine bleed air system may be inoperative on A330
aircraft as per MEL item 36-11-01 Engine Bleed Air System.
Dispatch conditions require the selection of the ENG BLEED pushbutton switch to the
OFF position and the installation of the inoperative placard.
In the case of failure of the second engine bleed air system in flight, the associated
operational procedure requires that the ENG BLEED pushbutton switch be reset.
The reset of the ENG BLEED pushbutton switch (OFF then ON) must be performed as
per the ECAM procedure, even if the pushbutton switch is placarded inoperative.
197
A330 MMEL Operational Procedure - Summary (OLB Format)
198
6.7 MEL Closure
The technical logbook must clearly indicate the closure of the MEL item with the
confirmation of the reactivation task by the maintenance, as necessary.
6.8 MEL Deviation
As per EASA regulations part ARO.OPS.205 (c), the local Authority must approve the
aircraft operation outside the constraints of the MEL but within the constraints of the
MMEL.
PART- ARO Summary
As per EASA regulations part ORO.OPS.105(j), the Operator may operate an aircraft
outside the constraints of the MEL but within the constraints of the MMEL.
PART- ORO Summary
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Guidance Material GM1 ORO.MLR.105(j) provides specific conditions for the operation
of an aircraft outside the MEL but within the constraints of the MMEL.
Acceptable Means of Compliance (AMC)

and Guidance Material (GM) to Part-ORO Summary
6.8.1 MEL Rectification Interval Extension
The Operator must follow the approved procedure described in the Repair Interval
Extension paragraph of the MEL preamble.
See chapter 5. MEL / 5.6 MEL Items / 5.6.1 Preamble / 5.6.1.3 Repair Interval
Extension.
6.8.2 ADOM
In exceptional circumstances of specific failures, Airbus may provide, at the

Operator’s request, an Approved Deviation to OSD-MMEL (ADOM) for a temporary
dispatch deviation beyond those permitted in the MMEL.
The ADOM is approved by the EASA under the authority of Airbus Design Organization
Approval.
The ADOM is not applicable to the MMEL FAA regulations.
The ADOM may prevent an Aircraft On Ground (AOG) situation. The ADOM may
temporarily permit a continued aircraft operation with all of the following MMEL
dispatch deviations:
• With a rectification interval extension of a MMEL item beyond the interval
extension permitted as per MMEL (e.g. request for second rectification interval
extension)
• With aircraft dispatch conditions that do not comply with those required by the
MMEL (e.g. No Go item, dispatch conditions not satisfied for single MEL item or
cumulative MEL items, deviation to MEL operational procedure, etc.)
200
• With a misbehavior of aircraft systems that are not taken into account by the
MMEL, for example:
o An ECAM alert appears at dispatch and the MEL Entries section indicates
“NO DISPATCH” for this alert whereas the affected system is checked
operative (spurious ECAM alert)
o Abnormal indications in the cockpit (amber indications on ECAM SD

page, FAULT light on pushbutton switch, etc.) whereas the affected
system is checked operative
o Any other abnormal effects beyond those taken into account by the
MMEL.
The ADOM is an approved MMEL change applicable to a specific aircraft and is time
limited. It is the Operator’s responsibility to obtain a formal agreement from their
National Authority to deviate from their applicable approved MEL.
Example of ADOM
201
7. MEL and OPERATOR
An example of an Operator operational organization includes all of the following:
• Maintenance Control Center (MCC)

• Operations Control Center (OCC)
• Maintenance Engineering.
The key performance indicator of this organization is its ability to be “agile”.

How can an Operator rapidly act and adapt with success to the event of an aircraft
system failure?
7.1 MCC
The MCC takes into account all the defects reported by the flight crew or by the aircraft
during flight to ensure smooth operations. MEL use is part of the decisions that the
MCC can take to release an aircraft.
Because the MCC manages the entire fleet, it is the primary MEL day-to-day user.
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The MCC relies on the information reported by the flight crew in the technical logbook
or by the aircraft during flight via AIRMAN-web / AiRTHM / Skywise tool.
The technical configuration for the dispatch assessment may be confirmed by the line
maintenance via additional tests on the aircraft systems after aircraft arrival.
The MCC may perform:
• Dispatch Support
The MCC ensures the voice communication with flight crew and provides any support
about the technical status of the aircraft (that include commercial technical status)
before dispatch and during the taxiing phase.
For a seamless operations, a communication protocol may be defined by the Operator,

in order to prevent any misunderstanding between MCC and the Pilot In Command
(PIC).
For example, MCC communication should be focussed on technical facts with the
reference to appropriate documentation and should not order any dispatch decision
to the PIC.
• Diagnostic Support
When a defect is reported, the MCC should start the analysis of the defect with the
objective to minimize any operational burden. This process results in the start of
corrective actions to be applied on the aircraft, after landing or after an aircraft release
via the MEL application.
The analysis process is a real-time process. Therefore, it is important to start this

process as soon as possible, when the defect is reported by the crew or by the aircraft
in flight.
AIRMAN-web, AiRTHM & the Skywise Health Monitoring (SHM) module support this
activity.
• Advance Troubleshooting and Planning
When alerted, the MCC can investigate the aircraft history, as reported in the previous
technical logs or maintenance reports sent during flight, and start the fault
identification process.
AIRMAN-web, AiRTHM & the Skywise Health Monitoring module may support this
activity. These modules enable the MCC to provide a precise diagnostic and consider
the necessary actions (repair of the defect or MEL application), before the aircraft
arrives at destination.
203
• Prognostic Support
The MCC follows the entire history of the aircraft and is in a better position to initiate
preventive maintenance action.
The Skywise Predictive Maintenance (SPM) module may support this activity.
This module suggests a set of features that enable the predictive maintenance by
Operators with the support of Airbus.
7.2 OCC
The MCC informs the OCC when flights plans are affected (RNP, RVSM, ETOPS,
datalink communication, etc.) or when aircraft ground handling operations are
affected (increase of refuel time, cargo loading limitations, etc.) due to MEL
application.
The OCC assesses the operational impact and considers in advance for possible
scheduled disruptions.
In the case of the application of the MEL limitations shortly before the aircraft
departure, the dispatcher is then informed either by the MCC or the OCC to take the
necessary decision.
The flight dispatcher and the MCC (or OCC) stay in close contact to exchange
information on the technical problem, for example, estimated time to fix, possible
cancellation, aircraft swap, passenger boarding delay, etc.
In coordination with the MCC, the OCC may also support the MEL deviation process.
See chapter 6. MEL Use / 6.8 MEL Deviation.
7.3 ENGINEERING
The Operator’s engineering department has a role to play in the dispatch process.
They perform the reliability analysis, and identification of recurrent problems.
This quantitative feedback is used to identify the main operational reliability drivers,
and improve the operational and maintenance procedures on a mid- or long-term
basis.
It is important that Operator’s procedures be established and followed, in order to
define appropriate delay codes of aircraft departure, commonly agreed by
maintenance personnel and flight crew, so that the collected data is accurate.
The engineering department can also provide assistance to the line maintenance in
the case of difficult technical problems or interpretation problems.
The engineering department may also develop alternate MEL maintenance procedures
to fit specific requirements for example, not sufficient maintenance support in some
outstations, etc.
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8. CONCLUSION
The MMEL is an approved document that takes into consideration Operational rules
(FAA) or Certification requirements (EASA).
The MMEL is the guideline for all Operators for the definition of their MEL.
While the MMEL is dedicated to an aircraft type, the MEL must be tailored to the
Operator's aircraft and operating environment and may be dependent on their routes,
the number of airports where spares and maintenance capability are available.
The MEL is a dispatch document that should be written in accordance with the
operator’s Maintenance and Flight Operations organization, operator’s culture, etc.
The MEL contributes today to the successful operation of an aircraft and will be
definitively included in forthcoming technological evolutions and emerging
technologies for the sake of continued improvement of aircraft operations.
Have a Nice Flight !
205
Glossary
A4A Airlines for America
ACARS Aircraft Communication Addressing and Reporting System
ACD Aircraft Control Domain
ADOM Approved Deviation to OSD-MMEL
AEG Aircraft Evaluation Group
AFI Aircraft Fault Isolation
AFM Airplane Flight Manual
AMC Acceptable Means of Compliance
AMM Aircraft Maintenance Manual
AOG Aircraft On Ground
APU Auxiliary Power Unit
ARO Authority Requirements for Air Operations
ATA Air Transportation Association America
BITE Built In Test Equipment
CCD Cabin Crew data
CCOM Cabin Crew Operating Manual
CDL Configuration Deviation List
CFDIU Centralized Fault Display Interface Unit
CFDS Centralized Fault Display System
CFR Current Flight Report / Code Federal Regulation
CIDS Cabin Intercommunication Data System
CMC Centralized Maintenance Computer
CMS Centralized Maintenance System
206
CS Certification Specification
DM Dispatch Message
DOA Design Organization Approval
DTD Document Type Definition
DU Documentary Unit / Display Unit
EASA European Aviation Safety Agency
EC Essentiality Code / European Council
ECAM Electronic Centralized Aircraft Monitoring
EFB Electronic Flight Bag
ETOPS Extended Twin Operations
EU European Union
E/WD Engine/Warning Display
FAA Federal Aviation Administration
FAP Flight/Forward Attendant Panel
FAR Federal Aviation Regulations
FCD Flight Crew Data
FCOM Flight Crew Operating Manual
FCTM Flight Crew Techniques Manual
FDE Flight Deck Effect
FOEB Flight Operations Evaluation Board
FSIMS Flight Standard Information management System
FWS Flight Warning System
ICAO International Civil Aviation Organization
JAA Joint Aviation Authorities
JAR Joint Aviation Requirement
207
LEDU List Effective Documentary Units
LRU Line Replaceable Unit
MAREP Maintenance Report
MCA Maintenance Central Access
MCC Maintenance Control Center
MEL Minimum Equipment List
MMEL Master Minimum Equipment List
MSL Maintenance System Load
NAA National Aviation Authority
ND Navigation Display
NEF Non-Essential Equipment and Furnishing
NRFDE Non Reported Flight Deck Effect
OCC Operations Control Center
OLB Operations library Browser
OMS On-board Maintenance System
OMT On-board Maintenance Terminal
ORO Organization Requirements for Air Operations
OSD Operational Suitability Data
PDF Portable Document Format
PFD Primary Flight Display
PFR Post Flight Report
PIC Pilot In Command
PIREP Pilot Report
PL Policy Letter
PMAT Portable Multipurpose Access Terminal
208
PPFO Printable PDF format On-line
PSL Product Structure Level
QRH/eQRH Quick Reference Handbook / Electronic QRH
RFDE Reported Flight Deck Effect
RNP Required Navigation Performance
RVSM Reduced Vertical Separation Minimum
SD System Display
SGML Standard Generalized Markup Language
SHM Skywise Health Monitoring
SOP Standard Operating Procedure
SSA System Safety Analysis
STC Supplement Type Certificate
TOW TakeOff Weight
TSM Trouble Shooting Manual
WBM Weight and Balance Manual
XML Extensible Markup Language
ZFW Zero Fuel Weight
ZFWCG Zero Fuel Weight Center Gravity
209
AIRBUS S.A.S. 31707 Blagnac, Cedex, France
© AIRBUS S.A.S., 2018 – All rights re served. Airbus, its
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Getting To Grips - MMEL - MEL PDF

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Getting To Grips - MMEL - MEL PDF

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Airbus Flight Operations

April 2019 - Issue 1

1.1 MMEL OBJECTIVE 10

1.2 MEL OBJECTIVE 11

2.2 MMEL REGULATIONS 16

2.2.3 Other Regulations 24

2.3 MEL REGULATIONS 25

2.3.3 Other Authorities 31

2.4 AIRWORTHINESS DIRECTIVE 31

3. AIRCRAFT SYSTEM FAILURES 31

3.1.1 Flight Deck Effect 32

3.1.2 Cabin Effect 34

3.1.3 Maintenance Effect 35

3.2 A300/A310 FAMILY 35

3.3 A320 FAMILY 36

3.3.1 Failure Message Classification 36

3.4 A330 AND A340 42

3.4.1 Failure Message Classification 43

3.5.1 Dispatch Message 51

3.5.2 Failure Messages Classification 55

3.6.1 Failure Message Classification 62

4.1 MMEL GENERAL DESCRIPTION 66

4.1.1 How to Use / General Information 68

4.1.2 MMEL Entries 68

4.1.3 MMEL Items 68

4.1.4 MMEL Operational Procedures 69

4.1.5 MMEL Maintenance Procedures 70

4.2 MMEL FORMAT 71

4.2.3 MMEL and XML 73

4.3 MMEL VIEWER 76

4.3.1 OLB Viewer 77

4.4 MMEL CONTENT 83

4.4.1 MMEL Data Assembly Section 83

4.4.2 MMEL Sections 87

4.5 MMEL JUST IFICATIONS 109

4.5.1 Certification requirements 109

4.5.2 Rectification Interval 112

4.5.3 Safety Analysis 113

4.6 MMEL APPROVAL 120

4.6.1 EASA Process 120

4.6.2 FAA Process 123

4.7 MMEL AND AIRBUS APPLICAT IONS 124

4.7.1 AIRMAN-web / AiRTHM / SHM 124

4.7.2 Performance Applications 127

4.8 MMEL UPDATE 131

4.8.1 MMEL Revision Mark 132

4.8.2 AirnavX My Library 133

5.1 CUSTOMIZATION 136

5.2 CUSTOMIZATION TOOL 137

5.2.1 FODM 137

5.2.2 ADOC 139

5.3 CUSTOMIZATION DOSSIER 142

5.3.1 MEL Format 143

5.3.2 MEL Approval 143

5.3.4 MEL and STC 144

5.3.5 MEL and Special Operations 144

5.3.6 MEL and Operations 145

5.3.7 MEL (o) and (m) procedures 145

5.4 MEL AND HOW TO USE / GENERAL INFORMATION 146

5.5 MEL ENTRIES 148

5.6 MEL ITEMS 149

5.6.1 Preamble 149

5.6.2 New Item 154