Part CAO Aircraft MEL
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Part CAO Aircraft MEL
What are the requirements for Part CAO aircraft (C150, PA28 etc.) in regard to an MEL? If not required, how does an ATO or DTO deal with a snag put in the tech log?
Just unsure as these aircraft still have a CRS.
Just unsure as these aircraft still have a CRS.
Non MEL deferrals are allowed I assume? Based on other documents such as the AMM.
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When a snag is raised in the tech log, I raise a job card for it, rectify it on that and then clear the tech log entry, is that what you are after? Just the same as before.
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There is a Part CAO Template provided by the CAA to download, this just requires the operators to tailor it all to their company, you can get it here, it covers most stuff.
Part-CAO Combined Airworthiness Exposition - SkyWise
c10
Part-CAO Combined Airworthiness Exposition - SkyWise
c10
C10. Defects Arising During Maintenance
This section would need to be amended to reflect M.A.403 should Part-M aircraft also be managed.
All defects identified during maintenance will be recorded in the work package on an additional worksheet for investigation and correction prior to release to service of the aircraft.
Any aircraft defect that seriously endangers flight safety will be rectified before further flight.
For Part-NCO operations, the organisation managing the continuing airworthiness of the aircraft or the owner (as appropriate) will organise deferral of any defect post maintenance.
For other than Part-NCO operations, any deferral of defects post maintenance will be in accordance with the procedures of the organisation managing the continuing airworthiness of the aircraft.
D2. Minimum Equipment List (MEL) and Configuration Deviation List (CDL)
Where applicable, a deferral will only be made in accordance with the applicable MEL or CDL. Any limitations (e.g. hours / calendar / configuration) must be noted and complied with.
Where the MEL or CDL specifies maintenance actions to be performed as part of the deferral, such action will be recorded and certified prior to the deferral being made.
As defects are deferred in real time, once received, information supplied by the owner / operator will be verified by Technical Office staff against the MEL/CDL and the above as part of the process of adding the open defect to the “Live Status Report”.
This procedure should be read in conjunction with this CAE Section D7 (Defects).
This section would need to be amended to reflect M.A.403 should Part-M aircraft also be managed.
All defects identified during maintenance will be recorded in the work package on an additional worksheet for investigation and correction prior to release to service of the aircraft.
Any aircraft defect that seriously endangers flight safety will be rectified before further flight.
For Part-NCO operations, the organisation managing the continuing airworthiness of the aircraft or the owner (as appropriate) will organise deferral of any defect post maintenance.
For other than Part-NCO operations, any deferral of defects post maintenance will be in accordance with the procedures of the organisation managing the continuing airworthiness of the aircraft.
D2. Minimum Equipment List (MEL) and Configuration Deviation List (CDL)
Where applicable, a deferral will only be made in accordance with the applicable MEL or CDL. Any limitations (e.g. hours / calendar / configuration) must be noted and complied with.
Where the MEL or CDL specifies maintenance actions to be performed as part of the deferral, such action will be recorded and certified prior to the deferral being made.
As defects are deferred in real time, once received, information supplied by the owner / operator will be verified by Technical Office staff against the MEL/CDL and the above as part of the process of adding the open defect to the “Live Status Report”.
This procedure should be read in conjunction with this CAE Section D7 (Defects).
Last edited by NutLoose; 22nd May 2021 at 12:25.
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I’m just trying to ascertain if there is a requirement as per an AOC holder, in that if a defect, no matter how minor is entered in the defects column, before the aircraft can fly again there has to be a fix or deferral and an engineers or pilots signature in what would be the third column to allow the CRS to be valid again.
From what was stated above, each organisation can create its own go/no go list...?
From what was stated above, each organisation can create its own go/no go list...?
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D7. Defects
This is an area of significant difference between Part-M and Part-ML therefore would need more detail for Part-M and potentially splitting the different aircraft groups(Part-M & Part-ML).
Until rectified, the Technical Officer will ensure that the “Live Status Record” contains details of any pilot reported and or deferred defects. The “Live Status Record “constitutes the current list of Deferred maintenance mentioned in ML.A.305.
Defects reported by the owner / operator will be assessed and arrangements made with an appropriate maintenance provider to have them rectified. A work order will be issued to cover the work accomplishment.
Where the work cannot be accomplished, or it is preferable to defer the rectification to a more convenient time (e.g. due to spares availability or operational requirements), it may be possible to defer the defect in accordance with ML.A.403 as detailed below.
The following table shows where a pilot can determine a defect does not hazard seriously flight safety and therefore defer the defect. This is produced for the Technical Office Staff to determine that the deferring person has appropriate authority. Operators procedures will also be considered where applicable. All other defects may only be deferred by Certifying Staff.
Defect / Operation Scenario
Non-required aircraft equipment
Defects deferred in accordance with the MEL
*Aircraft operated only under Part-NCO
*Balloons not operated under Subpart ADD of Part-BOP
*Sailplanes not operated under Subpart DEC of Part-SAO
*Only after agreement of this Part-CAO
Once deferred, the defect will be tracked by the Technical Office who will organise rectification within applicable limits as soon as practical. Where a questionable deferral has been made, the Chief Engineer will be consulted to establish an appropriate resolution. Where needed, steps will be taken by the Chief Engineer to safeguard the aircraft.
It will be ensured that deferred defects are made known to the owner / operator along with any associated operational or airworthiness limitations.
Defects will not be deferred in cases where they mayseriously hazard flight safety.
Where the aircraft has an applicable MEL/CDL, refer also to Section C2 of this CAE.
D9. Coordination of Maintenance Activities
Live records are considered to be those that detail open or recurrent tasks such as but not limited to status of compliance with the maintenance programme, recurrent ADs or other mandatory requirements, LLPs or component maintenance limitations, list of deferred maintenance and take the form of an excel spreadsheet. These records are used to provide a live status for managed aircraft. The information received relating to defects, maintenance performed, and utilisation is used to update the spreadsheet which produces the next due detail from which the ongoing maintenance is derived. The spreadsheet “Live Status Record” for each individual aircraft is controlled by the Technical Officeand backed up to the cloud as described in section B9.
The “Live Status Record” will be monitored by the Technical Office who at the appropriate time will request the owner / operator to present the aircraft at the required organisation on the specified date for the maintenance to be performed. In practice this will be via liaison and general communication.
When the work has been performed and the maintenance record / CRS received, the Technical Officer will check that the release has been properly executed and the work ordered has been performed. Appropriate entries will be made in the continuing airworthiness records (e.g. log book entries) and the “Live Status Record”. In all cases such entries will be made no later than 30 days after the release of the aircraft / component or within a timeframe required to maintain effective management of the aircraft, whichever is sooner.
Any difficulties will be referred to the Chief Engineer who will determine the next course of action.
This is an area of significant difference between Part-M and Part-ML therefore would need more detail for Part-M and potentially splitting the different aircraft groups(Part-M & Part-ML).
Until rectified, the Technical Officer will ensure that the “Live Status Record” contains details of any pilot reported and or deferred defects. The “Live Status Record “constitutes the current list of Deferred maintenance mentioned in ML.A.305.
Defects reported by the owner / operator will be assessed and arrangements made with an appropriate maintenance provider to have them rectified. A work order will be issued to cover the work accomplishment.
Where the work cannot be accomplished, or it is preferable to defer the rectification to a more convenient time (e.g. due to spares availability or operational requirements), it may be possible to defer the defect in accordance with ML.A.403 as detailed below.
The following table shows where a pilot can determine a defect does not hazard seriously flight safety and therefore defer the defect. This is produced for the Technical Office Staff to determine that the deferring person has appropriate authority. Operators procedures will also be considered where applicable. All other defects may only be deferred by Certifying Staff.
Defect / Operation Scenario
Non-required aircraft equipment
Defects deferred in accordance with the MEL
*Aircraft operated only under Part-NCO
*Balloons not operated under Subpart ADD of Part-BOP
*Sailplanes not operated under Subpart DEC of Part-SAO
*Only after agreement of this Part-CAO
Once deferred, the defect will be tracked by the Technical Office who will organise rectification within applicable limits as soon as practical. Where a questionable deferral has been made, the Chief Engineer will be consulted to establish an appropriate resolution. Where needed, steps will be taken by the Chief Engineer to safeguard the aircraft.
It will be ensured that deferred defects are made known to the owner / operator along with any associated operational or airworthiness limitations.
Defects will not be deferred in cases where they mayseriously hazard flight safety.
Where the aircraft has an applicable MEL/CDL, refer also to Section C2 of this CAE.
D9. Coordination of Maintenance Activities
Live records are considered to be those that detail open or recurrent tasks such as but not limited to status of compliance with the maintenance programme, recurrent ADs or other mandatory requirements, LLPs or component maintenance limitations, list of deferred maintenance and take the form of an excel spreadsheet. These records are used to provide a live status for managed aircraft. The information received relating to defects, maintenance performed, and utilisation is used to update the spreadsheet which produces the next due detail from which the ongoing maintenance is derived. The spreadsheet “Live Status Record” for each individual aircraft is controlled by the Technical Officeand backed up to the cloud as described in section B9.
The “Live Status Record” will be monitored by the Technical Office who at the appropriate time will request the owner / operator to present the aircraft at the required organisation on the specified date for the maintenance to be performed. In practice this will be via liaison and general communication.
When the work has been performed and the maintenance record / CRS received, the Technical Officer will check that the release has been properly executed and the work ordered has been performed. Appropriate entries will be made in the continuing airworthiness records (e.g. log book entries) and the “Live Status Record”. In all cases such entries will be made no later than 30 days after the release of the aircraft / component or within a timeframe required to maintain effective management of the aircraft, whichever is sooner.
Any difficulties will be referred to the Chief Engineer who will determine the next course of action.
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B5. One Off Certification Authorisation
In unforeseen circumstances where an aircraft is grounded at a location other than the main base where no appropriate certifying staff are available, the Chief Engineer may issue a one-off certification authorisation to:
1. A company employee holding type qualifications for aircraft of similar technology, construction and systems or;
2. To a person with no less than 3 years of maintenance experience and holding a valid ICAO aircraft maintenance license rated for the aircraft type, provided there are no organisations at that location approved in accordance with Part-CAO that could perform the work.In the case of item 2 above, the Chief Engineer willretain evidence of the experience and license of the person authorised. Form ABCD/005 will be used for the issue and recording of One Off Certification authorisations.
The Chief Engineer will ensure that where the above is issued, any task that could impact flight safety is rechecked by Certifying Staff at the earliest practical opportunity.
B6. Limited Certification Authorisations (Flight Crew)
When providing support to Commercial Operators, the Chief Engineer may authorise under this Part-CAO approval, the Pilot in Command (PIC) to perform:
1. Repetitive AD tasks where the AD specifically states that the AD may be accomplished by the flight crew and / or;
2. Limited maintenance tasks where the aircraft is operated away from a supported location. This willbe limited to simple tasks performed on non-critical / flight safety related systems, not requiring removal of cowlings or complete panels and not requiring further investigation as to the cause of the defect. (As an example, this could include navigation (position) light filament changes or top off the air in the aircraft tyre).The qualification to be checked and retained relating to items 1 & 2 above is a copy of the relevant valid Flight Crew License. In all cases, practical training and assessment on a task by task basis is to be provided such that the Chief Engineer can be entirely satisfied that the task can be completed to the required standard.
Flight Crew qualification, training, assessment and authorisation will be recorded on Form ABCD/004.
Note that this provision applies to commercial operation only where normal pilot owner maintenance is not permitted. Such authorisations will be listed in Section A10 of this CAE.
In unforeseen circumstances where an aircraft is grounded at a location other than the main base where no appropriate certifying staff are available, the Chief Engineer may issue a one-off certification authorisation to:
1. A company employee holding type qualifications for aircraft of similar technology, construction and systems or;
2. To a person with no less than 3 years of maintenance experience and holding a valid ICAO aircraft maintenance license rated for the aircraft type, provided there are no organisations at that location approved in accordance with Part-CAO that could perform the work.In the case of item 2 above, the Chief Engineer willretain evidence of the experience and license of the person authorised. Form ABCD/005 will be used for the issue and recording of One Off Certification authorisations.
The Chief Engineer will ensure that where the above is issued, any task that could impact flight safety is rechecked by Certifying Staff at the earliest practical opportunity.
B6. Limited Certification Authorisations (Flight Crew)
When providing support to Commercial Operators, the Chief Engineer may authorise under this Part-CAO approval, the Pilot in Command (PIC) to perform:
1. Repetitive AD tasks where the AD specifically states that the AD may be accomplished by the flight crew and / or;
2. Limited maintenance tasks where the aircraft is operated away from a supported location. This willbe limited to simple tasks performed on non-critical / flight safety related systems, not requiring removal of cowlings or complete panels and not requiring further investigation as to the cause of the defect. (As an example, this could include navigation (position) light filament changes or top off the air in the aircraft tyre).The qualification to be checked and retained relating to items 1 & 2 above is a copy of the relevant valid Flight Crew License. In all cases, practical training and assessment on a task by task basis is to be provided such that the Chief Engineer can be entirely satisfied that the task can be completed to the required standard.
Flight Crew qualification, training, assessment and authorisation will be recorded on Form ABCD/004.
Note that this provision applies to commercial operation only where normal pilot owner maintenance is not permitted. Such authorisations will be listed in Section A10 of this CAE.
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This may answer your question, read it, I hope it helps, it’s a learning curve for us all.
https://www.euroga.org/forums/mainte...l-lists?page=3
https://www.euroga.org/forums/mainte...l-lists?page=3
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Click on Part CAO example Expostions then the top one just called Example Exposition
https://www.caa.co.uk/Part-ML/
https://www.caa.co.uk/Part-ML/
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The other thing on there is the Part ML maintenance programme template where you design and add your maintenance programme with the required items from the aircraft maintenance manual , although it’s going over to a 100hr / annual format I have retained the 50 hr as you still need to do engine oil and filters at 50 hrs.
There are pitfalls in my eyes such as Grn 24 and GRN 17 going with engine extensions etc, you will need to write in stuff like that to your requirements and justifications, I would say be careful with the likes of prop overhauls on mcauley.
There are pitfalls in my eyes such as Grn 24 and GRN 17 going with engine extensions etc, you will need to write in stuff like that to your requirements and justifications, I would say be careful with the likes of prop overhauls on mcauley.
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The ATO/DTO would have a procedure for deferring defects written into their Operations Manual if they have the ability to defer.
If they currently don't have that procedure written in, they'd have to amend their Ops Manual and have that approved by their NAA.
If they currently don't have that procedure written in, they'd have to amend their Ops Manual and have that approved by their NAA.
