Missing the point of MELs, chaps ...
(a) the basic requirement is that the aircraft, AS DESPATCHED, meets the Design Standards relevant to the Type Certificate
(b) taken literally, this would mean that operations would routinely cease when things break
(c) clearly, many failures can be addressed by the imposition of additional restrictions to achieve the intent of the Design Standard requirements relevant to the busted bit. This is where the MMEL comes into the picture - a schedule of such busted bits and related restrictions to permit intentional operation with the bit still busted. If you can't meet the MMEL (as rescheduled to the local MEL) requirements, you get the busted bit fixed
(d) if the bit busts in flight, then it is appropriate to consider the MEL as that gives a lot of guidance to crews in matters which might not be obvious to them .. ie fly the aircraft, fix the immediate problems, and then consider the MEL restrictions in the light of guidance material
As to whether the fence is push back or line up is secondary and a matter for State regulatory and operator processes.
Last edited by john_tullamarine; 6th Sep 2005 at 10:03.