MEL

A

azaviator08

New Member
What do you do if you have an item that is broken and is not in the MEL? Say static wick. My initial guess is that you cannot go fly, but I am not sure.
 
How many static wicks are required for dispatch? You can have some broke and still go.
What plane is it?
 
BajtheJino said:
I can't think of any plane that is going to be grounded for a missing static wick.
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Replace at the next annual is my attitude there... Otherwise I should carry a bag of them, they seem to last about two weeks.

How about missing cigarette lighters? Or broken cup holders?
 
drunkenbeagle said:
Replace at the next annual is my attitude there... Otherwise I should carry a bag of them, they seem to last about two weeks.

How about missing cigarette lighters? Or broken cup holders?
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If you're choosing to fly under a MEL then you must follow it. Otherwise you're flying an un-airworthy airplane. I'm assuming this is for a single engine piston airplane. To my knowledge, most if not all single engine piston airplanes operated under an MEL are operated under the MMEL. The master minimum equipment list is generic and may not specifically apply to your airplane in all cases. For example, there is de-icing equipment in the MMEL while you're flying just a 172/PA28. Regardless, not in the MEL, not going no matter how petty.
 
In part 121 dispatch (not sure about 135 but I would think it would be somewhat the same), if an item is broken on the plane an is not listed in the MEL/CDL the aircraft must be ferried out and fixed before operating again as a part 121 passenger carrying operation. Sometimes an item will be MEL'ed but you still cannot carry passengers due to the MEL. In this case it would be operated as a part 91 reposition flight and a ferry permit is not required.

As with part 135 im thinking its the same but I haven't spent a lot of time with that part. Maybe someone can let me know what happens in 135. I want to know a little more about the 135.
 
Depending on the airplane you might have some trouble flying IFR without static wicks. This DA-20 that I flew would have trouble transmitting sometimes when I was near clouds which I'm guessing is related to its difficulty with static build up and the reason why it is not IFR Certified. Wait, is this thread about MELs or static wicks?
 
We operate under a Part 91 MEL at UND...you just asked one of our top stage check unsat questions. It's a definite no-go if anything not in the MEL is broken. Also, not sure if it's a UND-only thing or not, but we have full procedures documents to go with our MMEL. Each aircraft type we operate has a different procedures document, and the differences are small but annoying--the Warrior and Cessna have ever so slightly different items and procedures.
 
drunkenbeagle said:
Replace at the next annual is my attitude there... Otherwise I should carry a bag of them, they seem to last about two weeks.

How about missing cigarette lighters? Or broken cup holders?
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Uh oh, paint is chipped off the panel... that's a definite no-go. It's not on the MEL, thus it now can't fly
 
Correct me if I'm wrong, but if there is no MEL don't you just refer to 91.213 (tomato flames)? If you meet those requirements all is well yes?
 
91.213

AC 91-67 (Page 8 with the flow chart)

That should be all you need for part 91 operations.

The AC flow chart makes things pretty straight forward.
 
FDX8891 said:
91.213

AC 91-67 (Page 8 with the flow chart)

That should be all you need for part 91 operations.

The AC flow chart makes things pretty straight forward.
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Unless your aircraft has an approved MEL. If it has the letter of authorization, its mandatory, no matter what part part of the regs you're operating under. Remember, 91.213 doesn't at first say that you don't need an MEL, rather, the text at the very beginning of the part states:

(a) Except as provided in paragraph (d) of this section, no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met:

(1) An approved Minimum Equipment List exists for that aircraft.

(2) The aircraft has within it a letter of authorization, issued by the FAA Flight Standards district office having jurisdiction over the area in which the operator is located, authorizing operation of the aircraft under the Minimum Equipment List. The letter of authorization may be obtained by written request of the airworthiness certificate holder. The Minimum Equipment List and the letter of authorization constitute a supplemental type certificate for the aircraft.

That last bolded part is important, because with an MEL it is possible to operate an aircraft outside the normal airworthiness regulations (specifically, 91.205) AND against its type certificate. You can't just go and do that without some type of authorization, and the MEL, if the procedures document is approved, gives that authorization (.213 d doesn't even do that).

Now, 91.213 section D does give us leeway to operate under certain specific conditions if we don't have an MEL, but because the inop equipment reg-that actually says in a nutshell "an aircraft must have an MEL, but if it doesn't, here's what you can still do"- is listed under part 91, just because you're operating under part 91 doesn't mean you can ignore your MEL.
 
intern_mike said:
Correct me if I'm wrong, but if there is no MEL don't you just refer to 91.213 (tomato flames)? If you meet those requirements all is well yes?
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91.213 yes. tomatorflames (91.205) no. tomatoflames doesn't cover all of the equipment mentioned a required in 91.213.
 
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