Aircraft Worthiness

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    Aircraft Airworthiness GOS Mod 21 V8

    This course describes the procedures and forms that must be completed before aCompass Airlines aircraft is considered airworthy. The majority of the content for thiscourse is derived from Chapter 14 of the Flight Operations Manual (FOM).

    This course includes the following topics:

    1. General Flight Crew Responsibilities

    2. Minimum Equipment List (MEL)

    3. Procedures Regulating Equipment Failure Before Takeoff

    4. Aircraft Maintenance Logbook

    5. Deferred Maintenance Items (DMI) and Other Forms

    6. Maintenance Acceptance Flights (MAFs)

    7. Ferry Flights

    8. Resetting and Cycling Electrical Circuit Breakers9. Tire Wear Limitations

    10. Summary

    Upon completing this course, you will be able to:

    Recognize the provisions and procedures associated with mechanicalinterruptions of flight.

    Identify boarding status codes and procedures when mechanical delays occur.

    Identify the resources that provide guidance to the flight crew in dealing withinoperable equipment.

    Describe the purpose and procedures associated with the Minimum EquipmentList (MEL).

    List the MEL categories.

    Explain crew procedures if equipment fails after departing the blocks.

    Explain the policies and procedures associated with aborted takeoffs.

    List the crew responsibilities involved in filling out the Aircraft MaintenanceLogbook.

    Identify required preflight actions regarding the Aircraft Maintenance Logbook.

    Explain how to properly fill out a flight log sheet.

    Describe preflight actions regarding deferred maintenance items.

    State the crew duties involved in a mechanical irregularity.

    List pilot responsibilities regarding maintenance acceptance flights.

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    Describe maintenance acceptance flight procedures.

    Describe the procedures associated with maintenance ferry flights and theirlimitations.

    Describe the procedures associated with resetting and cycling circuit breakers.

    Explain how to secure and tag circuit breakers.

    Identify tire wear conditions that warrant replacement.

    To get credit for this course, you must:

    Review the course content.

    Take the online exam and pass with a score of at least 80 percent.

    The Summary explains how to access the final course exam.

    1. General Flight Crew Responsibilities

    Compass Airlines aircraft will only be flown in an airworthy condition. Therefore,Compass flight crewmembers are expected to fulfill the following responsibilities:

    The Pilot in Command (PIC) will enter all mechanical irregularities in the AircraftMaintenance Logbook (including after block-out and prior to takeoff) (FAR121.563).

    Any indication of a mechanical discrepancy is to be taken seriously. If the item fitsthe description of a mechanical discrepancy as defined in the InoperableInstruments and Equipment section of Chapter 14 of the FOM, then the situationshould be handled in accordance with the Mechanical Irregularity Action Chart,described later in this course.

    Crewmembers will undertake only those maintenance-related tasks that arewritten into their checklists, Quick Reference Handbook (QRH), AircraftOperations Manual (AOM), and the FOM, as well as those maintenance-relatedtasks that have been approved for pilot accomplishment in the MinimumEquipment List (MEL).

    Mechanical Interruptions of Flight

    "Flight" in this sense commences when an aircraft moves under its own power for thepurpose of flight and ends after engine shutdown (at destination, planned or otherwise).

    The PIC will complete a Crew Reportor equivalent Aviation Safety ActionProgram (ASAP) Reportfor every interruption of a flight caused by a known orsuspected mechanical problem. (Other crewmembers may also use this form toprovide input on the circumstances of a flight.)

    The Crew Report or ASAP Report provides the crews input for the report that theCompany is required to file with the FAA. Personnel shall use care in the

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    accuracy of information involved, and will submit the reports in accordance withthe procedures covered in Chapter 4 of the FOM.

    Mechanical Delay Information

    When mechanical delays occur:

    Normally, Maintenance Control will inform Dispatch of the delay, the reason for it,and the estimated maintenance completion time.

    Line Maintenance or the PIC will inform Maintenance Control of any problem thatarises.

    If it is a PIC write-up, the PIC should notify both Maintenance Control andDispatch.

    Each unscheduled maintenance action is assigned a status code by MaintenanceControl based on how the action will impact customer boarding of a proposedflight on that aircraft. The codes and their relevance to flight operations areshown below:

    Code Operational Impact

    A Confident the ETIS is good, therefore, do not delay boardingexcept for the unlikely circumstance that the action is of anature or location that would create undue concern amongthe passengers.

    B Do not expect delay, however, hold boarding.

    C Aircraft still in evaluation. Time given is an estimate. Hold

    Boarding.

    D A/C expected out of service for an extended period of time.

    Inoperable Instruments and Equipment

    The PIC will not begin a flight with inoperable instruments or equipment installed exceptin accordance with Chapter 14, Section 2A of the FOM.

    The flight crew has a QRC, a QRH, an AOM, and an MEL available for guidance duringsituations of apparent or actual mechanical irregularities. These references should beused in the order listed here: QRC, QRH, AOM, and MEL.

    2. Minimum Equipment List (MEL)

    Compass Airlines issues and maintains a Minimum Equipment List / ConfigurationDeviation List (MEL/CDL) document as authorized by Ops Spec D095.

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    These regulations provide that any instruments or equipment installed on anaircraft must be operable unless specifically provided for in the approvedMEL/CDL.

    There are certain Non-essential Equipment and Furnishings (NEF) that may bedeferred without being in the MEL/CDL; these are items whose malfunction will inno way affect the airworthiness of the aircraft.

    Typically, NEF items would include (but are not limited to): cracked reading lightlenses, missing window shades, damaged/missing interior trim, missing seat-track filler, or a carpet edge that is peeling up.

    The key to safe operations with inoperable items is:

    o The knowledge by the crew that they are inoperable and not to be dependedupon, and

    o Strict adherence to the provisions of the MEL/CDL.

    MEL and Maintenance-related Tasks

    The MEL provides for certain procedures that must be accomplished prior to or during aflight operation with an inoperable item. These procedures are set forth in the MEL andwill be adhered to by all personnel. They involve Operations (O), Maintenance (M), andMaintenance/Flight Crew (M/FC) procedures. Prior to flight with an inoperable item, thatinoperable item must be deferred in accordance with the procedures set forth in theFOM and the MEL.

    An M/FC item in the MEL is deemed suitable for both flight crew andMaintenance personnel to accomplish, and it may be performed by a pilot whenrequested by a Maintenance Controller. This item does not normally require theuse of tools.

    Prior to flight, it is the PICs responsibilityto determine that:

    o All inoperable items are listed in the Maintenance Logbook and that all O, M,and M/FC procedures called for in the MEL/CDL have been accomplished.

    o All performance and other restrictions listed in the MEL/CDL have been, orwill be, complied with.

    Deferred Maintenance Item Categories

    The length of time that an item can be deferred is determined by the deferredcategoryA, B, C, or Das specified in the MEL. If there are circumstances beyond thecontrol of the Company, some of these time limits may be extended (in accordance withOperations Specifications D095) by the Director of Maintenance or the Director ofQuality Control.

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    inoperable (a mechanical discrepancy) if it has malfunctioned to the extent that itdoes not accomplish its intended purpose and/or is not consistently functioningnormally within its approved operating limits or tolerances. Note that MechanicalDiscrepancy and MechanicalIrregularity are used interchangeably in thiscourse.

    Intermittent/Transient IrregularitiesModern high-performance aircraft aredesigned and operated with multiple computers and other electronic equipmentthat characteristically can give intermittent or transient indications of amechanical discrepancy. Examples of these are the configuration warning, failingto start, and a bag door light, which may go away when a circuit breaker is cycled.

    o Some of these indications may be mechanical irregularities and some may bewithin the design parameters of the aircraft (i.e., normal). Everyintermittent/transient indication will be considered a mechanical discrepancy until QRH,

    AOM, or MEL guidance demonstrates that it is normal. If there is nodiscrepancy, there is nothing to write up.

    o Unless the indication is deferrable or unless there is a procedure in the QRH,AOM, or MEL specifically written to give the crew on-the-ground guidance onhow to proceed with the indication, the problem will be written up and theaircraft returned to the gate for maintenance action if found prior to takeoff(per the procedures in the Mechanical Irregularity Action Chart).

    o In no case will the crew cycle, run-up, turn on and off, or otherwise attempt tore-create or delete the intermittent/transient condition in an attempt to prove tothemselves that there is no problem unless procedures in the AOM, QRH(written for use on the ground), or the MEL direct this; these actions wouldotherwise constitute "troubleshooting, and that is the purview of Maintenance.

    3. Procedures Regulating Equipment Failure Before Takeoff

    Ground Continue Procedures

    The flight crew will use the Mechanical Irregularity Action Chart whenever a mechanicalirregularity is experienced after departing the blocks, but prior to takeoff.

    The key concept here is that once an airworthy aircraft moves off the blocks,there is no requirement for it to return unless:

    o It is no longer airworthy.

    o The irregularity cannot be deferred.

    To continue with an MEL procedure, the item must be deferrable and notrestrictive to your flight.

    If the item is restrictive, consult the Action Chart and determine if you cancontinue. If not, return to the gate.

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    If the flight crew determines that the flight may proceed safely under theconditions of the Dispatch Release through Maintenance Control, and inaccordance with the Ground Continue Approved/Fault Reset Guide, the flightmay continue.

    Once at the destination, the PIC will ensure that the mechanical discrepancy isentered into the Maintenance Logbook and discussed with Maintenance Control.

    At that time, Maintenance Control will issue a work order number and either:

    o Issue instructions for deferring the item in accordance with procedures in thischapter, or

    o Coordinate repair of the inoperable item.

    Uncertain Whether to Continue

    If an equipment or instrument failure occurs after the aircraft departs the blocks whilemoving for the purpose of takeoff and the PIC is unable to make the determination that

    the flight can continue safely, or if the malfunction is restrictive in nature, or if there are(O), (M), and (M/FC) procedures that may not be able to be accomplished away fromthe gate, then the PIC will contact Maintenance Control and together they will review thesituation to determine whether:

    The flight should return to the gate for repairs.

    The flight should return to the gate to accomplish an (O), (M), and (M/FC)procedure specified in the MEL (that cannot be accomplished by the aircrew afterinstructions are given by Maintenance) before continuing the flight.

    Because the item is deferrable and not restrictive, the flight should be continuedby using the guidance specified in the MEL, or

    Because the condition is intermittent and there is a procedure to clear thecondition specified for use on the ground in the QRC, QRH, AOM, or MEL, theflight should be continued in accordance with the Ground Continue Approved /Fault Reset Guide.

    Amendments to the Dispatch Release

    If the conditions for flight are changed by a mechanical discrepancy to the extent thatthe original Dispatch Release is no longer valid, then a new or amended release isrequired. This will be coordinated with Maintenance Control and Dispatch either by radioor the aircraft communications addressing and reporting system (ACARS). If it is notpossible to coordinate this directly with Dispatch/Maintenance Control over the radio,then an attempt will be made to accomplish this coordination over the radio throughOperations.

    Aborted Takeoffs

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    A discontinued takeoff will be considered an abortfor the purposes of reportingwhenever a Compass aircraft with the intent to take off is cleared onto a runway, andthe aircraft:

    Is cleared for takeoff,

    Moves with the intention of takeoff,

    Subsequently discontinues the takeoff, and

    Either remains on the runway or taxies clear of the runway.

    The PIC will contact Dispatch following an abort.

    General Abort Policy

    The PIC will contact Maintenance Control following an abort, and together they willreview the available options.

    The pilot may only accept guidance from Maintenance Control that allows him to

    attempt a second takeoff if:o The guidance comes from the MEL, the QRH (only if it has been designated

    as a "ground use" procedure), or the AOM.

    o The guidance is a procedure that is clearly written for use by pilots and allowsthe flight to continue with departure.

    If the PIC decides to attempt a second takeoff, Compass policy is to only allowone more attempted takeoff for the same discrepancy (or indication of adiscrepancy).

    If a second abort is required, it must be assumed that there is an actualmechanical discrepancy, and the PIC will return to the gate and write up the

    discrepancy.

    High Energy Abort Policy

    The PIC will consider all safety implications should a high-speed abort be required.

    If heavy braking has been used, comply with all AOM procedures.

    o It may be necessary to park in a remote area long enough for the brakes tocool prior to returning to the gate to write up the occurrence in theMaintenance Logbook so that the brakes can be inspected, or

    o Determine whether the AOM allows for the flight to continue after a specifiedwaiting period.

    Contact Dispatch/Maintenance Control following an abort, and review theavailable options with them.

    Reporting Aborts

    The PIC will report allaborts:

    To Dispatch immediately.

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    To Maintenance Control iffor maintenance-related reasons.

    Verbally to the Chief Pilot within 24 hours.

    To the Safety Department via Crew Report within 72 hours or ASAP report within48 hours.

    If an abort was not mechanical (i.e., wildlife or Air Traffic Control), add Entry notmade in logbook in each of the reportsabove.

    4. Aircraft Maintenance Logbook

    The Aircraft Maintenance Logbook:

    Is a legal document containing a record of maintenance actions.

    Is the joint responsibility of Flight and Maintenance Departments.

    Must be carried on board the aircraft for each flight.

    Is used for recording:

    o Airworthiness release sign-offs.

    o Mechanical irregularities and their corrective action or deferral information.

    o Maintenance inspections including, but not limited to, routine and servicechecks.

    o QRH Ground Reset procedures that require coordination with MaintenanceControl

    o QRH Ground Reset procedures that are used frequently within a flight day(s).

    The PIC will ensure that all mechanical irregularities occurring during flight (includingafter block-out and prior to takeoff) are entered in the Aircraft Maintenance Logbookat the end of the flight. If a bird strike occurs in flight, this should also be written up.

    The PIC will also ensure that all mechanical irregularities found during aircraftpreflight or post-flight inspections are entered in the Aircraft Maintenance Logbook.Those found during the preflight inspection must be entered and either fixed andsigned off, or deferred before block-out. Those found during the post-flight inspectionmust be entered and called into Maintenance Control before the crew departs theaircraft or before the next flight. In the latter case, they must be either fixed andsigned off, or deferred before flight.

    For the purposes of this section, the flight is defined as when the aircraft first movesunder its own power until the engines are shut down at the end of the flight.

    Aircraft Maintenance Log Container

    Each Aircraft Maintenance Log Container will contain the following items:

    At least one Aircraft Maintenance Logbook

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    o Logbooks are serially numbered.

    o White (original) copy of the pages remains in the logbook.

    A Summary of Deferred Items Form

    Blank INOPERATIVE DMI placards

    A VOR Accuracy Log Blank Parts Control tags, Form QC-Q02

    Parts Tag Bag

    Blank Temporary Limitations placards

    CAT II Approach Tracking Data Collection Form QARA-305

    A/C Damage Mapping Stickers

    A/C on Maintenance Placard

    Sample Aircraft Maintenance Logbook Page

    The following page shows a sample page from the Aircraft Maintenance Logbook.

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    Policy

    Some irregularities requiring a write-up include situations in which the aircraft has

    been subjected to:o Hard/overweight landings.

    o Exceedance of flap or landing gear placard speeds.

    o Exceedance of aircraft speed limitations.

    o Exceedance of engine operating limitations.

    o Severe air turbulence or severe maneuvers.

    o Foreign object damage.

    o Lightning strikes.

    o Towing with a large fuel imbalance or high drag/side loads due to groundhandling.

    It is the PICs responsibility to report such incidents to the MaintenanceDepartment by entering them as a mechanical discrepancy in the AircraftMaintenance Logbook.

    Pilots relinquishing an aircraft shall notify Maintenance Control of the write-upprior to leaving the aircraft when possible but, in all cases, at least prior tochecking out.

    Crews leaving an aircraft with an open entry in the mechanical discrepancy blockof the Aircraft Maintenance Logbook will leave the logbook open to the pagecontaining the entry, and place the open logbook on the PICs seat, thusindicating action required prior to the next flight.

    In addition to the required call to Maintenance Control to advise of themechanical discrepancy and obtain a control number, an attempt will be made bythe departing crew to advise the arriving crew of the open write-up. This shouldbe done quickly to avoid delaying the subsequent flight.

    Entering Discrepancies

    The person entering a mechanical discrepancy in the Aircraft MaintenanceLogbook will contact Maintenance Control, which will issue a work order number(WO) that will be used for the management of the mechanical discrepancy. This

    control number will serve as proof of notification to Maintenance Control.

    All entries except signatures made in the Maintenance Logbook will be legiblyprinted in black or blue ink. Any time a signature is applied to an AircraftMaintenance Log page, the persons FAAATP certificate number or CPSemployee number is to be included.

    Aircraft Maintenance Log pages shall not be destroyed.

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    o If an error is made on an Aircraft Maintenance Log page, Summary ofDeferred Item Log, or VOR Accuracy Log, draw a diagonal line across theapplicable section of the page, write VOID, and enter the date, employeenumber, and signature.

    o Strike out any incorrect entries using oneline only. The incorrect entry must

    remain legible.

    o All corrections to Maintenance Log pages must be initialed by the personmaking the correction, followed by his or her name and employee number.

    o No Compass aircraft will be flown unless it has the appropriate AircraftMaintenance Logbook Container on board. However, the aircraft may departan outstation if Maintenance Control has sent a report of closed MaintenanceIrregularities (MIs) to the crew, and has faxed any missing and required forms.

    Accepting the Aircraft

    Before accepting the aircraft, the flight crew must:

    Check the aircraft Weight and Balance placard to ensure that the indicated BasicOperating Weight (BOW) and Index are used for performance and weight andbalance calculations.

    Ensure that the Aircraft Maintenance Logbook contains at least two unused logpages before departing a maintenance base.

    Verify that the Maintenance Logbook shows no open write-ups since the lastairworthiness release.

    o If the current logbook does not have an Airworthiness Release entered in it

    yet, the white copy of the previous logbook will remain on the aircraft toprovide reference to the last Airworthiness Release. After the first

    Airworthiness Release is entered in the current logbook, maintenance willremove the old logbook from the aircraft.

    Verify that the Maintenance Logbook contains a record of required scheduledmaintenance inspections performed within the required time,

    o Service checks are performed every two days (48 hours) on the E175. Theaircraft is good until midnight on the second day. A routine check maysubstitute for a service check.

    Verify that all active Deferred Maintenance Items (DMIs) are within their

    expiration period and associated M/FC procedures have been complied with. Checking (M) procedures that require Maintenance to perform a daily task is also

    a PIC responsibility, since the completion of the daily task can be verified by thepresence of an airworthiness release or logbook entry showing the task wascompleted.

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    Recording Mechanical Discrepancies

    When encountering an irregularity, comply with the procedures listed in Chapter 14,Section 4 of the FOM, under Mechanical Irregularity Action Procedures or theMechanical Irregularity Action chart in the QRH in Chapter 17 - Additional. These

    procedures are summarized below:

    After consulting the Mechanical Irregularity Action Chart, if the PIC is certain thata mechanical discrepancy exists, he will first enter the mechanical discrepancyinto the Maintenance Logbook, then call it into Maintenance Control (MC) for aWork Order Number (WO) and confirmation on whether the item will be repairedor deferred.

    If the PIC observes an unfamiliar aircraft symptom and is uncertain whether amechanical discrepancy exists, he will first call Maintenance Control to discussthe observation. If after this discussion there is any doubt as to whether thesystem is working properly, or if it is determined that a discrepancy exists, then

    the PIC will enter the discrepancy into the Maintenance Logbook and proceedaccordingly.

    After the PIC and/or Maintenance Control determine that the aircraft must berepaired or deferred, the PICs actions differ depending on one of the followingphases of flight:o In the blockso During taxio During takeoffo In flightEach of these phases is represented by a page in the Mechanical Irregularity

    Action Chart.

    Sample Mechanical Irregularity Action Chart

    The following sample page shows the decisions that must be made if a mechanicalirregularity is noticed during taxi.

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    When recording mechanical discrepancies in the Aircraft Maintenance Logbook, enterthe information in the section shown below.

    Follow these steps:

    1. Record mechanical irregularities on the left side of the Maintenance Log in theMechanical Discrepancies section.

    o Each time you open the logbook to record a discrepancy, use a new log page.However, if you record multiple discrepancies at the same time, you can enterthem on the same sheet.

    o When you start a new logbook page, enter the complete aircraft registrationnumber and current date at the top of the page.

    2. When entering a mechanical discrepancy into the logbook, do the following:

    o Obtain a work order (WO) number from Maintenance Control and enter thatnumber in the WO section of the page.

    o Enter the station where the discrepancy was discovered.

    o Enter the date the discrepancy was recorded.

    o Describe the discrepancy in as much detail as possible to assist introubleshooting of the problem.

    o Enter your signature in the INITIATED BY field.

    o Enter your ATP or CPS employee number.

    o Check the FLIGHT box and indicate if ATTCS was used (as in the case of aV1 cut) by checking the USED ATTCS box.

    o Show the SIC the write-up in the logbook.o The SIC will review and verify that the discrepancy has been documented in

    accordance with Compass procedures.

    If additional sections are needed to record the discrepancy, continue the write-up in thenext section and cross out the Employee, WO, STA, and Date fields. See the examplebelow.

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    Recording a Corrective Action

    When authorized by Maintenance Control, the PIC will use the following process toenter deferred items into the Maintenance Logbook. See the samples below.

    1. Report the mechanical discrepancy entered on the Maintenance Log page toMaintenance Control.

    Note: If necessary, System Control will contact Maintenance Control and arrangeradio or phone contact between the PIC and the maintenance controller.

    2. Enter the necessary information adjacent to the mechanical discrepancy:

    o Work order number of the discrepancy

    o Station where the discrepancy was deferred

    o The associated 4-digit ATA code

    o The date that the discrepancy is deferred

    o RII YESCheck the NO box indicating an inspection is not required

    o Deferral statement: Deferred IAW MEL, CDL or NEF (as applicable) [forMEL/CDL items, include MEL/CDL number (e.g. 28-41-03)] and transferred tothe Summary of Deferred Items

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    Entering Deferred Items

    When flight crews are authorized to accomplish (M/FC) or (O) procedures for certainMEL/CDL/NEF items, use the process just described above to enter the accompanyingdeferral information. See the example below.

    QRH Ground Reset procedure

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    Any open MELs or CDLs must be deferred and listed in the DeferredMaintenance Item section of the Dispatch Release (non-airworthiness items donot have to be listed).

    The PIC will review the MEL for each DMI that is indicated in the MaintenanceLogbook and in the Summary of Deferred Items, specifically to check theaccuracy of the information in the Dispatch Release. If there is any doubt as tothe accuracy, contact the dispatcher to amend the release.

    If Maintenance clears a mechanical discrepancy while a PIC has command of theaircraft, call Dispatch to have the DMI removed and the release amended, ifrequired.

    The PIC will defer a mechanical irregularity under the supervision of MaintenanceControl in accordance with the Recording a Corrective Action procedure.

    As with all deferrals, the mechanical discrepancy must not affect the continuedairworthiness of the aircraft and must be covered by the MEL/CDL.

    Summary of Deferred Items

    The Summary of Deferred Items is a list of deferred discrepancies(MEL/NEF/CDL items). A mechanic or flight crewmember may add items to thislist.

    The mechanic/inspector or flight crewmember will enter the following statement inthe Action Taken box of the original mechanical irregularity: Transferred toSummary of Deferred Items.

    When entering an item in the Summary of Deferred Items, the mechanic or flight

    crewmember will record:o The MEL system and sequence number. A Non-Airworthiness Item will be

    recorded as NEF.

    o The date discovered.

    o The Maximo WO number.

    o A brief description of the deferred item.

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    VOR Accuracy Log

    CPS policy is that the flight crew will perform a VOR operational check on the 1stand

    15thof the month. The following information is required on the VOR Accuracy Log:

    Date of the check.

    Place - list the VOR ID).

    Frequencyenter the VOR frequency.

    Bearing Error 1Enter the indicated bearing to the VOR station used for thecheck shown by the #1 VOR system.

    Bearing Error 2Enter the indicated bearing to the VOR station used for thechech shown by the #2 VOR system

    .Signature.

    NOTE: For a dual VOR check, the maximum permissible variation between the two

    indicated bearings is 4 degrees.

    Mechanical Irregularity Action Chart

    If the PIC is certain a mechanical irregularity exists, the crew must write it up, get a workorder number, and confirm whether the item will be deferred or repaired. Do not askMaintenance Control if they want it written up!

    There may be occasions when the crew is uncertain whether a mechanicalirregularity exists, in which case call Maintenance Control to discuss theobservation. If it is determined that an irregularity exists, or if there is any doubt

    as to whether the system is working properly, write it up, get a work order number,and confirm whether the item will be deferred or repaired.

    Then, comply with the Mechanical Irregularity Action Chart. (See Chapter 14,Section 4 of the FOM or pages 18.3-18.6 of the QRH).

    If a disagreement occurs over the appropriate course of action, contact the ChiefPilot (and if necessary, the Manager of Maintenance Control or the Director of

    Aircraft Maintenance) to help resolve the situation.

    6. Maintenance Acceptance Flights (MAFs)

    The purpose of a maintenance acceptance flight is to verify the successful completion ofmaintenance actions designed to clear a mechanical discrepancy.

    Policy

    MAFs may be conducted in conjunction with a repositioning flight, from either arepair station performing maintenance for Compass Airlines, or from a location

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    where Compass has performed maintenance, provided the followingrequirements are met:

    o If from a repair station, the aircraft must be determined to be airworthy andcapable of safe flight by the repair station prior to the MAF/repositioning flightbeing conducted.

    o If from a location where Company approvel maintenance personnel haveperformed maintenance on the aircraft, the aircraft must be determined to becapable of safe flight by signing off all open discrepancies.

    o In either case, the aircraft may not have any open discrepancies. However,the Compass deferral procedures may be utilized to defer items that are open,provided the Compass MEL/CDL manual authorizes it.

    All MAFs require authorization from the Director of Maintenance, Director ofQuality Control, Maintenance Control Manager, or Maintenance OperationsManager.

    All flights will be issued a flight number and will be operated in an area known bythe dispatcher on duty. At the discretion of the PIC conducting the flight and withFlight Operations Management approval, the flight may be operated underinstrument meteorological conditions. Flight crew and approved Maintenancepersonnel are the only persons permitted on maintenance acceptance flights.

    Maintenance will make a log page entry in the Mechanical Discrepancy Columnfor an MAF, and the PIC will note whether the flight was satisfactory orunsatisfactory.

    The PIC will write up any discrepancies found during the flight.

    Note: An MAF may not be conducted in conjunction with a ferry flight.

    Flight Crew Procedures

    Request that Dispatch send the flight release for the MAF.

    Ensure that the logbook is onboard the aircraft, with the required MaintenanceLogbook record included.

    Ensure that the MAF Permit is onboard.

    Ensure that a complete aircraft preflight check has been conducted.

    Ensure that all gear pins are removed and that first flight checks are completed inaccordance with the AOM. Contract maintenance may have used its own gearpins. A visual check of the landing gear is required to ensure that allpins havebeen removed.

    The PIC should get a briefing from MX regarding the type and extent of anyrepairs made; this will give you an idea of what to pay particular attention to onthe MAF.

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    If there are any doubts about weather or any other aspect of the MAF, askDispatch to patch you through to the Fleet Manager or the Supervisor of FlightStandards.

    The PIC must sign off the logbook as either MAF satisfactory or MAFunsatisfactory in the Corrective Action column at the conclusion of the flight.

    7. Ferry Flights

    Ops Spec D084 allows Compass Airlines to reposition an aircraft to a base wherenecessary maintenance or alterations can be performed.The aircraft must be in a safe condition for flight but may not meet normalairworthiness requirements.

    Policy

    The safety of each Compass ferry flight will be jointly determined and must beagreed upon by Maintenance, System Control, the PIC and, if required, a FlightOperations Manager. If all of these parties cannot agree that the ferry aircraft is ina safe condition for flight and can safely be flown, no Ferry Permit will be issueduntil the reason for the disagreement has been resolved.

    Once a determination has been made that an aircraft is in a safe condition forflight, Maintenance Control will obtain authorization for the ferry flight from one ofthe following individuals:

    o Director of Maintenance

    o Director of Quality Control

    Maintenance Control will confer with System Control and the PIC to evaluate bothdefect-related and non-defect-related factors that must be considered indetermining that an aircraft can safely be flown. In accordance with 14 CFR91.7(b), the PIC has the final decision whether the aircraft is safe for flight.

    Examples of defect-related factors include, but are not limited to:

    o Any item affecting normal operating procedures and standard line operatingpractices.

    o Any aircraft limitations, including airspeed, maneuvering, weight, center ofgravity (CG) and fuel quantity, and distribution.

    o Any equipment usage limitations (e.g., autopilot).

    Examples of non-defect-related factors include, but are not limited to:

    o Operational equipment necessary for the safe operation of the aircraft.

    o Any open MEL items.

    o Pilot workload.

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    o Meteorological limits, including weather minimums and any weatherconditions to be avoided.

    o Availability of approved flight data for the ferry flight to be operated (i.e., forgear-down operation, for single-pack operation, etc.).

    o Any open Repair Tracking (RT), Service Problem Report (SPR), RepairEngineering Order (REO), or Technical Operators Response (TOR).

    o Engine performance of a non-affected engine.

    A Management Pilot must be contacted to obtain Flight Operations approval forthe following:

    o Any ferry flight involving restrictions, limitations, or considerations not normallyassociated with routine line operations

    o Any ferry flight resulting from aircraft damage requiring on-site inspection and/or repairs by a Maintenance Technician prior to ferry flight authorization

    o Any ferry flight resulting from an aircraft flight limitation exceedance

    o Any ferry flight resulting from either a confirmed smoke or fire event or theunconfirmed report thereof

    o If requested by the PIC

    Under no circumstances will an aircraft be ferried:

    o With an inoperative engine.

    o With fuel leaking beyond allowable limits.

    o Following a report of smoke or fire without first determining and eliminatingthe source.

    o Following an electrical bus failure without first determining and eliminating thesource.

    o With runaway trim or uncommanded flight control movement or autopilotactions, without first determining and eliminating the source.

    o With an expired ferry permit.

    Ferry Permit

    Upon receipt of the ferry authorization, Maintenance Control will complete a FerryPermit. This is accomplished by properly filling in all of the blocks on the web-based Ferry Permit Application page. A properly completed Ferry Permit

    Application will contain all data relating to:

    o The inoperative system/component necessitating the intended ferry flight.

    o The city pairing for which the Ferry Permit will be valid.

    o An assessment of whether or not the aircrafts flight characteristics have beenappreciably changed or its operation in flight has been substantially affected.

    o Additional personnel who may be carried aboard the ferry flight.

    o Any actions that must be accomplished before the aircraft can be released forsafe flight.

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    o Any operational limitations/restrictions required for safe operation of theintended ferry flight.

    o Any indications that a crew may reasonably expect to see displayed as aresult of the condition or defect for which the aircraft is being ferried.

    A Ferry Permit will notbe issued, and therefore cannot be transmitted to theoperating crew of the aircraft, unless and until all fields of the web-based FerryPermit Application have been properly completed. In the event of a computeroutage, Maintenance Control may manually fill out a Ferry Permit. When thecomputer outage is corrected, the required ferry flight information must beentered into the web-based Ferry Permit Application program.

    Required Documentation

    The documentation required for a ferry flight operated in US airspace is the FerryPermit and a copy of the D084 Operations Specifications.

    A completed Ferry Permit and its associated documents must be transmitted asfollows:

    o Maintenance Control will print the completed Ferry Permit.

    o The Maintenance Operations Manager issuing the Ferry Permit will affix hissignature next to his name.

    o The completed Ferry Permit and associated documents will be faxed to thecrew.

    When the ferry aircraft has been determined to be in a safe condition for flightthrough the evaluation method with the flight crew, the PIC will review thecompleted Ferry Permit and indicate concurrence with the operation of the ferryvia telephone or radio.

    Note: The signature of the Maintenance Operations Manager on the Ferry Permitwill constitute the maintenance record entry required by paragraph c ofOperations Specification D084 that the aircraft is in a safe condition for flight.

    When a Maintenance technician has determined that the ferry aircraft is in a safecondition for flight, he will review the completed Ferry Permit and indicate hisconcurrence with the operation of the ferry flight with Maintenance Control. TheMaintenance technician will make the following entry in the Corrective Actionblock of the log page:

    Aircraft determined to be capable of safe flight per the attached FerryPermit.

    o The Maintenance technician will date the ferry flight log page entry and sign itwith name and employee number or A&P Certificate number.

    o Prior to the aircraft departing, the Maintenance technician will contactMaintenance Control, and read back the log page entry for the ferry flight. If

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    necessary, the Maintenance technician will be instructed to make anyrequired corrections to that log page entry.

    Note: It is the responsibility of the Maintenance Operations Manager toensure that the correct entry has been made in the Aircraft MaintenanceLogbook prior to the ferry flight aircraft departing.

    o The Ferry Permit and its associated documents will be attached to the logpage for the ferry flight being conducted, and will be carried aboard theaircraft for the duration of the ferry flight. Once the flight has been completed,the Ferry Permit and its associated documents will be removed from the logpage and forwarded to Aircraft Records.

    Procedures for Conducting Ferry Flights

    All ferry flights will be operated in accordance with Compass Airlines ferry flightprocedures. Dispatch will issue a flight number, file an appropriate flight plan for

    every ferry flight, and perform other duties as required for any dispatched flight.

    System Control will ensure that the Comments section of both the ferry flight planand the release contain the words Ferry Flight and the statement, It has beendetermined that this aircraft can safely be flown.

    Before operating an approved ferry flight, the flight crew will thoroughly reviewany engine indicating and crew alerting system (EICAS) or other warning, caution,or status messages that may reasonably be expected to be displayed as a resultof the condition or defect for which the aircraft is being ferried.

    The PIC will brief the flight attendant and any other personnel who are to becarried aboard the aircraft of the reason for the ferry flight, describing thecondition or defect factually, using caution to avoid exaggerative or light-heartedremarks that may be misunderstood.

    The PIC will ensure that the Out, Off, On and In (OOOI) times for the ferry flightare transmitted to Dispatch either by ACARS or by voice communications.

    The flight crew will maintain a high awareness of changing meteorologicalconditions en route that may preclude the flight from operating within thelimitations associated with the defect or condition for which the aircraft is beingferried.

    Maintenance Control must be notified if any flight limit or restriction exceedances

    are experienced en route. The PIC is ultimately responsible for the safe operation of the ferry flight.

    The flight crew should be aware that the Ferry Flight Permit may authorize themto fly the aircraft in a configuration that is unfamiliar. The configuration may alsobe prohibited in the AOM. They should also realize that, if necessary, limitationsmay be waived for the purposes of the ferry flight.

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    This does not mean that the limitations or standard configurations are irrelevantfor day-to-day operations. Instead, it means that the manufacturer and theCompany consider that an operation under the revised limitations is acceptablefor the flight being undertaken.

    8. Resetting and Cycling Electrical Circuit BreakersThis section explains the procedures for resetting and cycling electrical circuit breakers(CBs).

    Resetting

    Resetting in flight:

    o CBs should not be reset in flight unless directed to by explicit writtenprocedures in the QRC, QRH, AOM, or MEL, in that order of precedence, orunless, in the judgment of the PIC, it is necessary for the safe completion ofthe flight.

    o If reset, a logbook entry is required.

    Resetting on the ground:

    o A CB tripped on the ground by an unknown cause may be reset on the groundonly after Maintenance has determined the cause of the trip and hasdetermined that the CB may be safely reset.

    o A tripped CB associated with a fuel system or fuel quantity-indicating systemcircuit may not be reset until Maintenance first identifies the source of theelectrical fault and makes the appropriate corrective actions.

    o Tripped CBs may only be reset by Maintenance personnel or flight crew(meaning pilots, not flight attendants) in accordance with written Companyprocedures. All other personnel are prohibited from resetting or cycling circuitbreakers.

    o A logbook entry is required.

    Cycling

    Cycling in flight:

    o No cycling should be done unless directed by explicit written procedures in

    the QRC, QRH, AOM, or MEL, in that order of precedence.o If cycled, a logbook entry is required.

    Cycling on the ground:

    o On the ground, a CB may only be cycled by flight crew or Maintenancepersonnel to reset a system or to eliminate an erroneous indication (spuriousdigital signals) in accordance with written procedures in the QRC, QRH, AOM,or MEL, in that order of precedence.

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    o Cycling on the ground requires the flight crew to be in direct contact withMaintenance Control.

    o If cycled, a logbook entry is required.

    Procedures for Handling Tripped Circuit Breakers

    In flight:

    o Any time the flight crew resets a CB, a logbook entry is required detailing:

    Configuration when the CB trip occurred.

    Configuration at CB reset.

    Conditions after reset.

    o Upon arrival, the aircraft will be taken out of service until Maintenancepersonnel determine and correct the cause of the CB tripping. Uponcompletion of corrective action, Maintenance personnel will make the

    appropriate logbook entry. On the ground:

    o If a CB trips on the ground, a write-up will be placed in the aircraft logbook,and the aircraft will be taken out of service until Maintenance personneldetermine and correct the cause of the CB tripping. Upon completion ofcorrective action, Maintenance personnel will make the appropriate logbookentry.

    Procedures for Cycling Circuit Breakers

    If the flight crew receives what appears to be a spurious fault indication, they willcontact Maintenance Control, follow the appropriate QRH Ground Resetprocedure if requested to do so by Maintenance, and write up the reset in thelogbook. If the reset is successful, coordinate with Maintenance on anappropriate sign-off to close the write up. If Maintenance indicates that amechanical discrepancy exists, or if the spurious fault indication is not covered ina QRH, AOM, or MEL procedure, the flight crew will return to the gate and makethe appropriate logbook entry.

    If cycling the CB does not clear the indication, a flight crewmember will make theappropriate entry in the logbook and return to the gate. Maintenance personnelwill correct the fault and document the corrective action.

    Securing and Tagging Opened Circuit Breakers

    If the MEL/CDL manual specifies that a circuit breaker is to be opened, secured,and/or tagged, Maintenance personnel or flight crew (as authorized by an M/FCprocedure) will utilize the following procedures:

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    o Circuit breakers that are to remain open will be secured in the open positionby placing a locking collar over the circuit breaker. Compass has specifiedand stocked aboard each of its aircraft a supply of locking collars that have atag attached to them. The collar and tag look like this:

    o If, for any reason, the Compass-specified locking collar is not available, astandard circuit breaker locking collar may be used. A standard circuit

    breakers locking collar is similar, but without the tag:

    If the MEL/CDL manual specifies that the circuit breaker is to be tagged, the tagattached to the Compass-specified collar satisfies this requirement.

    If a standard locking collar is utilized and the MEL/CDL manual specifies that thecircuit breaker is to be tagged, as an alternate procedure, Maintenance or theflight crewas authorized by an (M/FC) procedurewill tag the circuit breakerusing a DMI Inoperative Placard. This placard will be installed directly over thecollared circuit breaker.

    Note: If this alternate tagging procedure is used, it is not necessary to note theDMI Number or the MEL Sequence Number on this placard.

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    Landing operation occurred at a landing speed more than the tire maximum-speed limit. The wheel assemblies on the nose landing gear must be replacedand the tires must be scrapped.

    Main Wheel Tires

    The procedures for inspecting and replacing main wheel tires are the same as those fornose wheel tires, with the exception of the following additional procedure:

    The main wheels must be replaced if the inspection shows:

    Signs of heat damage that caused:

    o The bead rubber to blister.

    o The bead rubber to become brittle and show too much bluing.

    o Signs of melted rubber in the area of the bead.

    10. Summary

    Now that you have completed this course, you should be able to:

    Recognize the provisions and procedures associated with mechanicalinterruptions of flight.

    Identify boarding status codes and procedures when mechanical delays occur.

    Identify the resources that provide guidance to the flight crew in dealing withinoperable equipment.

    Describe the purpose and procedures associated with the Minimum Equipment

    List (MEL). List the MEL categories.

    Explain crew procedures if equipment fails after departing the blocks.

    Explain the policies and procedures associated with aborted takeoffs.

    List the crew responsibilities involved in filling out the Aircraft MaintenanceLogbook.

    Identify required preflight actions regarding the Aircraft Maintenance Logbook.

    Explain how to properly fill out a flight log sheet.

    Describe preflight actions regarding deferred maintenance items.

    State the crew duties involved in a mechanical irregularity.

    List pilot responsibilities regarding maintenance acceptance flights. Describe maintenance acceptance flight procedures.

    Describe the procedures associated with maintenance ferry flights and theirlimitations.

    Describe the procedures associated with resetting and cycling circuit breakers.

    Explain how to secure and tag circuit breakers.

    Identify tire wear conditions that warrant replacement.

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    To get credit for this course, you must pass the online exam with a score of 80 percentor greater. If you have completed all of the sections in this course, follow the directionsbelow to take the exam.

    1. Close the PDF document to return to the LMS.

    2. On the LMS screen, click the Launch Exambutton beside the Launch Coursebutton.

    3. Read the directions for the exam and click the Close button.

    4. Finally, answer all questions in the exam to receive your score.