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towards it, and cause damage.
When tyres touch the runway, and
have to spin rapidly in a short time,
they can creep round the wheel rim.
Aside from stressing the tyre, it can
also force the valve assembly to one
side, so it is usual to monitor creep
by checking the alignment marks on
the tyre that are placed on it when
the tyre is fitted:
Lastly, let me mention oil cans,
which come sealed so you need a
special implement to open them.
Actually, you can use a screwdriver,
but whatever you use, don't bang it
down on the lid, but gently prise it
open. This stops you getting slivers
of metal in the oil which may
disagree with your engine. Shake the
can first, especially if it has been
sitting a long time, so that any antiicing
additive that has settled gets
spread through the mixture properly.
Defects
The company will hold permission
for you to operate with some
equipment unserviceable for a
limited time, subject to the Minimum
Equipment List (MEL), which is
based on the Master MEL produced
by the aircraft manufacturer (there
are none approved for aircraft less
than a certain weight). A Master
MEL will not necessarily apply to
everyone, as circumstances will
differ, so operators must prepare
their own.
MELs are lists of systems and
equipment installed on an aircraft,
showing how many defects may be
allowed for a how long. In some
cases, additional restrictions are
232 Canadian Professional Pilot Studies
applied – for example, you may have
to troubleshoot, inspect or secure
items as conditions to be met before
takeoff. As the MEL is an exhaustive
list, it follows that any item not on it
must be working at the time of
dispatch. However, MELs are
usually black-and-white and only
address operation (or not) and not
degraded performance, such as
unusually slow landing gear or
excessive fuel consumption, which
means that not every possible
combination is allowed for, or the
additional workload from multiple
defects. You still therefore need to
exercise some judgement, but there
are circumstances where operation is
definitely not permitted and,
although you are given the authority
to operate with specified equipment
unserviceable, you don't have to if
you don't think it's safe. When in
doubt, consult an engineer, but
remember that their signature in the
log book only guarantees their work,
so the responsibility is still yours.
Once a MEL has been approved,
compliance is mandatory. MELs are
not transferrable between operators.
Configuration Deviation Lists (CDLs)
are the structural equivalent of
MELs, allowing operation with
certain minor bits missing, like
fairings, access panels, vortex
generators and static discharge
wicks. They take no account of
dents, distortion, cracks or
corrosion.
A Deferred Defect (as it's sometimes
called) is one which will not
prejudice the safety of a flight, but
should be rectified as soon as
practicable after it. For example, the
minimum navigational equipment
for IFR operations in most areas is 2
VOR + 1 ADF or 1 VOR + 2 ADF,
ILS, DME, Transponder, Marker
and 2 720 channel VHF Comms.
However, you can fly when one item
of the above list is unserviceable if it
isn't reasonably practical to effect
repairs or replacements before taking
off, especially as outside
maintenance organisations should
not be used without the approval of
your own Maintenance Contractor.
On the assumption that you, as
commander, are satisfied that the
forecast weather conditions, latest
route information, regulations, etc.
allow your flight to be safely made,
you are allowed to complete one
flight to a place where repairs may
be effected.
Note: The idea is to get you to a
place where a defect can be fixed, or
to fly while awaiting spares—it's not
for skimping on maintenance.
As a general rule, a defect will only
be allowed for a return to base; only
under exceptional circumstances
should you depart with one (see
MEL). Defective equipment should
be isolated from the remainder of
the relevant system by removing
fuses, blanking pipelines, locking
selectors, or anything else that will
promote safety, including labelling
the equipment as defective (on
gauges, the label needs to be placed
so that no readings can be taken).
Because you must be aware of the
condition of an aircraft to exercise
　
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