COMPASS AIRLINES

GOS Mod 21 Flight Crew Qualifications V8

Aircraft Airworthiness GOS Mod 21 V8

This course describes the procedures and forms that must be completed before a
Compass Airlines aircraft is considered airworthy. The majority of the content for this
course 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 Breakers
9. Tire Wear Limitations
10. Summary
Upon completing this course, you will be able to:
Recognize the provisions and procedures associated with mechanical
interruptions of flight.
Identify boarding status codes and procedures when mechanical delays occur.
Identify the resources that provide guidance to the flight crew in dealing with
inoperable 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 Maintenance
Logbook.
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 their
limitations.
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 Aircraft
Maintenance Logbook (including after block-out and prior to takeoff) (FAR
121.563).

Any indication of a mechanical discrepancy is to be taken seriously. If the item fits

the description of a mechanical discrepancy as defined in the Inoperable
Instruments and Equipment section of Chapter 14 of the FOM, then the situation
should be handled in accordance with the Mechanical Irregularity Action Chart,
described later in this course.

Crewmembers will undertake only those maintenance-related tasks that are

written into their checklists, Quick Reference Handbook (QRH), Aircraft
Operations Manual (AOM), and the FOM, as well as those maintenance-related
tasks that have been approved for pilot accomplishment in the Minimum
Equipment List (MEL).

Mechanical Interruptions of Flight

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

The PIC will complete a Crew Reportor equivalent Aviation Safety Action
Program (ASAP) Reportfor every interruption of a flight caused by a known or
suspected mechanical problem. (Other crewmembers may also use this form to
provide input on the circumstances of a flight.)

The Crew Report or ASAP Report provides the crews input for the report that the
Company 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 with
the 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 that
arises.
If it is a PIC write-up, the PIC should notify both Maintenance Control and
Dispatch.
Each unscheduled maintenance action is assigned a status code by Maintenance
Control based on how the action will impact customer boarding of a proposed
flight on that aircraft. The codes and their relevance to flight operations are
shown below:
Code
A

B
C
D

Operational Impact
Confident the ETIS is good, therefore, do not delay boarding
except for the unlikely circumstance that the action is of a
nature or location that would create undue concern among
the passengers.
Do not expect delay, however, hold boarding.
Aircraft still in evaluation. Time given is an estimate. Hold
Boarding.
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 except
in 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 during
situations of apparent or actual mechanical irregularities. These references should be
used in the order listed here: QRC, QRH, AOM, and MEL.

2. Minimum Equipment List (MEL)

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

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These regulations provide that any instruments or equipment installed on an

aircraft must be operable unless specifically provided for in the approved
MEL/CDL.

There are certain Non-essential Equipment and Furnishings (NEF) that may be
deferred without being in the MEL/CDL; these are items whose malfunction will in
no way affect the airworthiness of the aircraft.

Typically, NEF items would include (but are not limited to): cracked reading light
lenses, missing window shades, damaged/missing interior trim, missing seattrack 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 depended
upon, 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 a
flight operation with an inoperable item. These procedures are set forth in the MEL and
will be adhered to by all personnel. They involve Operations (O), Maintenance (M), and
Maintenance/Flight Crew (M/FC) procedures. Prior to flight with an inoperable item, that
inoperable item must be deferred in accordance with the procedures set forth in the
FOM and the MEL.

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

Prior to flight, it is the PICs responsibility to 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, or
will be, complied with.

Deferred Maintenance Item Categories

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

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When an item of aircraft equipment has been deferred, the PIC will check that the
deferred item has not exceeded its expiration date:
Category A Repaired within the time interval specified in the Remarks column
of the MEL (see note below).
Category B Repaired within three (3) consecutive calendar days (72 hours),
excluding the day the malfunction was recorded in the Maintenance Logbook.
Category C Repaired within ten (10) consecutive calendar days (240 hours),
excluding the day the malfunction was recorded in the Maintenance Logbook.
Category D Repaired within one hundred and twenty (120) consecutive
calendar days (2880 hours), excluding the day the malfunction was recorded in
the Maintenance Logbook.
Note: Day of Discovery is the calendar day on which an equipment/instrument
malfunction was recorded in the Maintenance Logbook. This day is excluded
from the calendar days or flight days specified in the MEL for the repair of an
inoperative item of equipment.
The following page is an excerpt from the E175 MEL for Autopilot controls. Note that this
is a Category B repair, meaning that it must be repaired within 72 hours.

MEL Definitions

Mechanical Discrepancy/Irregularity An instrument or piece of equipment is

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inoperable (a mechanical discrepancy) if it has malfunctioned to the extent that it

does not accomplish its intended purpose and/or is not consistently functioning
normally within its approved operating limits or tolerances. Note that Mechanical
Discrepancy and Mechanical Irregularity are used interchangeably in this
course.

Intermittent/Transient Irregularities Modern high-performance aircraft are

designed and operated with multiple computers and other electronic equipment
that characteristically can give intermittent or transient indications of a
mechanical discrepancy. Examples of these are the configuration warning, failing
to 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 be
within the design parameters of the aircraft (i.e., normal). Every intermittent/
transient indication will be considered a mechanical discrepancy until QRH,
AOM, or MEL guidance demonstrates that it is normal. If there is no
discrepancy, 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 on
how to proceed with the indication, the problem will be written up and the
aircraft 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 to
re-create or delete the intermittent/transient condition in an attempt to prove to
themselves that there is no problem unless procedures in the AOM, QRH
(written for use on the ground), or the MEL direct this; these actions would
otherwise 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 mechanical
irregularity 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 not
restrictive to your flight.

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

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

Once at the destination, the PIC will ensure that the mechanical discrepancy is
entered 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 this
chapter, 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 while
moving 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 from
the gate, then the PIC will contact Maintenance Control and together they will review the
situation 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 after
instructions are given by Maintenance) before continuing the flight.

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

Because the condition is intermittent and there is a procedure to clear the

condition specified for use on the ground in the QRC, QRH, AOM, or MEL, the
flight 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 that
the original Dispatch Release is no longer valid, then a new or amended release is
required. This will be coordinated with Maintenance Control and Dispatch either by radio
or the aircraft communications addressing and reporting system (ACARS). If it is not
possible to coordinate this directly with Dispatch/Maintenance Control over the radio,
then an attempt will be made to accomplish this coordination over the radio through
Operations.

Aborted Takeoffs

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A discontinued takeoff will be considered an abort for the purposes of reporting

whenever a Compass aircraft with the intent to take off is cleared onto a runway, and
the 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 will
review 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 allows
the flight to continue with departure.
If the PIC decides to attempt a second takeoff, Compass policy is to only allow
one more attempted takeoff for the same discrepancy (or indication of a
discrepancy).
If a second abort is required, it must be assumed that there is an actual
mechanical 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 to
cool prior to returning to the gate to write up the occurrence in the
Maintenance Logbook so that the brakes can be inspected, or
o Determine whether the AOM allows for the flight to continue after a specified
waiting period.
Contact Dispatch/Maintenance Control following an abort, and review the
available options with them.
Reporting Aborts
The PIC will report all aborts:
To Dispatch immediately.

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To Maintenance Control if for maintenance-related reasons.

Verbally to the Chief Pilot within 24 hours.
To the Safety Department via Crew Report within 72 hours or ASAP report within
48 hours.

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

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 service
checks.
o QRH Ground Reset procedures that require coordination with Maintenance
Control
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 (including
after block-out and prior to takeoff) are entered in the Aircraft Maintenance Logbook
at 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 aircraft
preflight or post-flight inspections are entered in the Aircraft Maintenance Logbook.
Those found during the preflight inspection must be entered and either fixed and
signed off, or deferred before block-out. Those found during the post-flight inspection
must be entered and called into Maintenance Control before the crew departs the
aircraft or before the next flight. In the latter case, they must be either fixed and
signed off, or deferred before flight.
For the purposes of this section, the flight is defined as when the aircraft first moves
under 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
o

Logbooks are serially numbered.

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 ground
handling.

It is the PICs responsibility to report such incidents to the Maintenance

Department by entering them as a mechanical discrepancy in the Aircraft
Maintenance Logbook.

Pilots relinquishing an aircraft shall notify Maintenance Control of the write-up

prior to leaving the aircraft when possible but, in all cases, at least prior to
checking out.

Crews leaving an aircraft with an open entry in the mechanical discrepancy block
of the Aircraft Maintenance Logbook will leave the logbook open to the page
containing the entry, and place the open logbook on the PICs seat, thus
indicating action required prior to the next flight.

In addition to the required call to Maintenance Control to advise of the

mechanical discrepancy and obtain a control number, an attempt will be made by
the departing crew to advise the arriving crew of the open write-up. This should
be done quickly to avoid delaying the subsequent flight.

Entering Discrepancies
The person entering a mechanical discrepancy in the Aircraft Maintenance
Logbook 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 legibly
printed in black or blue ink. Any time a signature is applied to an Aircraft
Maintenance Log page, the persons FAA ATP certificate number or CPS
employee number is to be included.

Aircraft Maintenance Log pages shall not be destroyed.

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If an error is made on an Aircraft Maintenance Log page, Summary of

Deferred Item Log, or VOR Accuracy Log, draw a diagonal line across the
applicable section of the page, write VOID, and enter the date, employee
number, and signature.
o Strike out any incorrect entries using one line only. The incorrect entry must
remain legible.
o All corrections to Maintenance Log pages must be initialed by the person
making the correction, followed by his or her name and employee number.
o No Compass aircraft will be flown unless it has the appropriate Aircraft
Maintenance Logbook Container on board. However, the aircraft may depart
an outstation if Maintenance Control has sent a report of closed Maintenance
Irregularities (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 Basic
Operating Weight (BOW) and Index are used for performance and weight and
balance calculations.

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

Verify that the Maintenance Logbook shows no open write-ups since the last
airworthiness 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 to
provide reference to the last Airworthiness Release. After the first
Airworthiness Release is entered in the current logbook, maintenance will
remove the old logbook from the aircraft.

Verify that the Maintenance Logbook contains a record of required scheduled

maintenance inspections performed within the required time,
o Service checks are performed every two days (48 hours) on the E175. The
aircraft is good until midnight on the second day. A routine check may
substitute 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 the
presence of an airworthiness release or logbook entry showing the task was
completed.

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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 the
Mechanical 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 that
a mechanical discrepancy exists, he will first enter the mechanical discrepancy
into the Maintenance Logbook, then call it into Maintenance Control (MC) for a
Work Order Number (WO) and confirmation on whether the item will be repaired
or deferred.
If the PIC observes an unfamiliar aircraft symptom and is uncertain whether a
mechanical discrepancy exists, he will first call Maintenance Control to discuss
the observation. If after this discussion there is any doubt as to whether the
system is working properly, or if it is determined that a discrepancy exists, then
the PIC will enter the discrepancy into the Maintenance Logbook and proceed
accordingly.
After the PIC and/or Maintenance Control determine that the aircraft must be
repaired or deferred, the PICs actions differ depending on one of the following
phases of flight:
o In the blocks
o During taxi
o During takeoff
o In flight
Each 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 mechanical
irregularity is noticed during taxi.

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When recording mechanical discrepancies in the Aircraft Maintenance Logbook, enter

the information in the section shown below.

Follow these steps:

1. Record mechanical irregularities on the left side of the Maintenance Log in the
Mechanical 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 enter
them on the same sheet.
o When you start a new logbook page, enter the complete aircraft registration
number 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 that
number 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 in
troubleshooting 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 a
V1 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 the
next section and cross out the Employee, WO, STA, and Date fields. See the example
below.

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Recording a Corrective Action

When authorized by Maintenance Control, the PIC will use the following process to
enter deferred items into the Maintenance Logbook. See the samples below.
1. Report the mechanical discrepancy entered on the Maintenance Log page to
Maintenance Control.
Note: If necessary, System Control will contact Maintenance Control and arrange
radio 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 YES Check the NO box indicating an inspection is not required
o Deferral statement: Deferred IAW MEL, CDL or NEF (as applicable) [for
MEL/CDL items, include MEL/CDL number (e.g. 28-41-03)] and transferred to
the Summary of Deferred Items

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o
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GOS Mod 21 Flight Crew Qualifications V8

Any (M/FC) or (O) procedures accomplished

The name and employee number of the Maintenance Operations Manager
who authorized the deferral
Your signature and ATP number, and the time of the deferral.

3. Complete and place the "INOPERATIVE" placard where specified by the MEL
and as directed by Maintenance Control.
o Include the MEL Chapter and sequence number directly below the word
INOPERATIVE and the WO number.
4. When applicable, complete a "Temporary Limitations" placard of any changes to
limitations and place it in a position clearly visible to both pilots.
5. Ensure that all required (O), (M/FC), and (M) items have been complied with.
6. Transfer the deferral to the Summary of Deferred Items as explained later in this
course.
7. If additional lines are needed to record the corrective action and use the next
open section, write "Continued below. See WO # xxxxx-x" in the mechanic signoff area.

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Entering Deferred Items

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

QRH Ground Reset procedure

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Use of a QRH Ground Reset procedure applicable to a mechanical irregularity is subject

to the following rules:
a. The airplane must be on the ground.
b. The emergency/parking brake must be ON.
c. The reset procedure assumes all normal procedures have been complied with
and all applicable switches/controls are appropriately set.
d. A reset may only be attempted once.
e. If the procedure requires entirely de-powering the aircraft it may only be
performed at the gate. It is not necessary to deplane the passengers if the
following conditions are met:
1) The main cabin door remains open and the jet bridge or stairs remain
connected.
2) Emergency lighting is available.
3) In the judgment of the captain, the cabin temperature will remain
comfortable and the time of power outage is not excessive.
4) The captain will brief the flight attendants and make a PA to inform the
passengers of the reset prior to de-powering the aircraft.
NOTE: Some reset procedures may be performed after the landing, during the taxi to
the gate, prior to shut down. Refer to the directions in each specific procedure.
If a QRH Ground Reset is successful (i.e., the fault clears after completing the required
Ground Reset procedures) the flight may be continued normally and:
1) Procedures not requiring prior coordination with Maintenance Control have
no further corrective action required; therefore, no logbook entry will be
made. However, if a reset procedure is used frequently within a flight day
or days, this may be a symptom of a mechanical discrepancy and
Maintenance Control should be contacted for further coordination.

5. Deferred Maintenance Items (DMIs) and Other Forms

When a maintenance item is to be deferred, the following steps must be completed.

The Dispatcher will be informed by the Maintenance Controller verbally and

through Maximo.

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Any open MELs or CDLs must be deferred and listed in the Deferred
Maintenance Item section of the Dispatch Release (non-airworthiness items do
not have to be listed).

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

If Maintenance clears a mechanical discrepancy while a PIC has command of the

aircraft, call Dispatch to have the DMI removed and the release amended, if
required.

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

As with all deferrals, the mechanical discrepancy must not affect the continued
airworthiness 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 this
list.

The mechanic/inspector or flight crewmember will enter the following statement in

the Action Taken box of the original mechanical irregularity: Transferred to
Summary 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 1st and
15th of the month. The following information is required on the VOR Accuracy Log:
Date of the check.
Place - list the VOR ID).
Frequency enter the VOR frequency.
Bearing Error 1 Enter the indicated bearing to the VOR station used for the
check shown by the #1 VOR system.
Bearing Error 2 Enter the indicated bearing to the VOR station used for the
chech 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 work
order number, and confirm whether the item will be deferred or repaired. Do not ask
Maintenance Control if they want it written up!

There may be occasions when the crew is uncertain whether a mechanical

irregularity exists, in which case call Maintenance Control to discuss the
observation. 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 Chief
Pilot (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 of
maintenance actions designed to clear a mechanical discrepancy.

Policy

MAFs may be conducted in conjunction with a repositioning flight, from either a

repair station performing maintenance for Compass Airlines, or from a location

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where Compass has performed maintenance, provided the following

requirements are met:
o If from a repair station, the aircraft must be determined to be airworthy and
capable of safe flight by the repair station prior to the MAF/repositioning flight
being conducted.
o If from a location where Company approvel maintenance personnel have
performed maintenance on the aircraft, the aircraft must be determined to be
capable 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 of

Quality Control, Maintenance Control Manager, or Maintenance Operations
Manager.

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

Maintenance will make a log page entry in the Mechanical Discrepancy Column
for an MAF, and the PIC will note whether the flight was satisfactory or
unsatisfactory.

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 Maintenance
Logbook 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 in
accordance with the AOM. Contract maintenance may have used its own gear
pins. A visual check of the landing gear is required to ensure that all pins have
been removed.

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

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If there are any doubts about weather or any other aspect of the MAF, ask
Dispatch to patch you through to the Fleet Manager or the Supervisor of Flight
Standards.

The PIC must sign off the logbook as either MAF satisfactory or MAF
unsatisfactory 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 where
necessary maintenance or alterations can be performed.
The aircraft must be in a safe condition for flight but may not meet normal
airworthiness requirements.

Policy

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

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

Maintenance Control will confer with System Control and the PIC to evaluate both
defect-related and non-defect-related factors that must be considered in
determining that an aircraft can safely be flown. In accordance with 14 CFR
91.7(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 operating
practices.
o Any aircraft limitations, including airspeed, maneuvering, weight, center of
gravity (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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Meteorological limits, including weather minimums and any weather

conditions to be avoided.
o Availability of approved flight data for the ferry flight to be operated (i.e., for
gear-down operation, for single-pack operation, etc.).
o Any open Repair Tracking (RT), Service Problem Report (SPR), Repair
Engineering 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 for

the following:
o Any ferry flight involving restrictions, limitations, or considerations not normally
associated 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 the
unconfirmed 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 eliminating
the source.
o Following an electrical bus failure without first determining and eliminating the
source.
o With runaway trim or uncommanded flight control movement or autopilot
actions, 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 Ferry
Permit. This is accomplished by properly filling in all of the blocks on the webbased 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 been
appreciably 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 for
safe flight.
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Any operational limitations/restrictions required for safe operation of the

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

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

Required Documentation

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

A completed Ferry Permit and its associated documents must be transmitted as

follows:
o Maintenance Control will print the completed Ferry Permit.
o The Maintenance Operations Manager issuing the Ferry Permit will affix his
signature next to his name.
o The completed Ferry Permit and associated documents will be faxed to the
crew.

When the ferry aircraft has been determined to be in a safe condition for flight
through the evaluation method with the flight crew, the PIC will review the
completed Ferry Permit and indicate concurrence with the operation of the ferry
via telephone or radio.
Note: The signature of the Maintenance Operations Manager on the Ferry Permit
will constitute the maintenance record entry required by paragraph c of
Operations 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 safe
condition for flight, he will review the completed Ferry Permit and indicate his
concurrence with the operation of the ferry flight with Maintenance Control. The
Maintenance technician will make the following entry in the Corrective Action
block of the log page:
Aircraft determined to be capable of safe flight per the attached Ferry
Permit.
o

The Maintenance technician will date the ferry flight log page entry and sign it
with name and employee number or A&P Certificate number.
o Prior to the aircraft departing, the Maintenance technician will contact
Maintenance 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 any

required corrections to that log page entry.
Note: It is the responsibility of the Maintenance Operations Manager to
ensure that the correct entry has been made in the Aircraft Maintenance
Logbook prior to the ferry flight aircraft departing.
o

The Ferry Permit and its associated documents will be attached to the log
page for the ferry flight being conducted, and will be carried aboard the
aircraft 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 log
page and forwarded to Aircraft Records.

Procedures for Conducting Ferry Flights

All ferry flights will be operated in accordance with Compass Airlines ferry flight
procedures. 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 plan
and the release contain the words Ferry Flight and the statement, It has been
determined that this aircraft can safely be flown.

Before operating an approved ferry flight, the flight crew will thoroughly review
any engine indicating and crew alerting system (EICAS) or other warning, caution,
or status messages that may reasonably be expected to be displayed as a result
of 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 be
carried aboard the aircraft of the reason for the ferry flight, describing the
condition or defect factually, using caution to avoid exaggerative or light-hearted
remarks that may be misunderstood.

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

The flight crew will maintain a high awareness of changing meteorological

conditions en route that may preclude the flight from operating within the
limitations associated with the defect or condition for which the aircraft is being
ferried.

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 them
to fly the aircraft in a configuration that is unfamiliar. The configuration may also
be prohibited in the AOM. They should also realize that, if necessary, limitations
may be waived for the purposes of the ferry flight.

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

8. Resetting and Cycling Electrical Circuit Breakers

This 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 written
procedures in the QRC, QRH, AOM, or MEL, in that order of precedence, or
unless, in the judgment of the PIC, it is necessary for the safe completion of
the 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 ground
only after Maintenance has determined the cause of the trip and has
determined that the CB may be safely reset.
o A tripped CB associated with a fuel system or fuel quantity-indicating system
circuit may not be reset until Maintenance first identifies the source of the
electrical 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 Company
procedures. All other personnel are prohibited from resetting or cycling circuit
breakers.
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 Maintenance
personnel to reset a system or to eliminate an erroneous indication (spurious
digital signals) in accordance with written procedures in the QRC, QRH, AOM,
or MEL, in that order of precedence.

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Cycling on the ground requires the flight crew to be in direct contact with
Maintenance 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 Maintenance
personnel determine and correct the cause of the CB tripping. Upon
completion 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 personnel
determine and correct the cause of the CB tripping. Upon completion of
corrective action, Maintenance personnel will make the appropriate logbook
entry.

Procedures for Cycling Circuit Breakers

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

If cycling the CB does not clear the indication, a flight crewmember will make the
appropriate entry in the logbook and return to the gate. Maintenance personnel
will 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/FC
procedure) will utilize the following procedures:

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

If, for any reason, the Compass-specified locking collar is not available, a
standard 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 tag
attached to the Compass-specified collar satisfies this requirement.

If a standard locking collar is utilized and the MEL/CDL manual specifies that the
circuit breaker is to be tagged, as an alternate procedure, Maintenance or the
flight crewas authorized by an (M/FC) procedurewill tag the circuit breaker
using a DMI Inoperative Placard. This placard will be installed directly over the
collared circuit breaker.
Note: If this alternate tagging procedure is used, it is not necessary to note the
DMI Number or the MEL Sequence Number on this placard.

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9. Tire Wear Limitations

Maintenance will periodically inspect the aircrafts tires for wear. The Aircraft
Maintenance Manual (AMM) presents specific procedures for inspecting and replacing
nose wheel and main wheel tires. This manual also contains drawings of different tire
conditions to make them easier to identify. Notify Maintenance Control if you notice any
of the following conditions, which call for wheel replacement.

Nose Wheel Tires

Nose wheels must be replaced if one or more of the following conditions are found on a
tire:
The tire is deflated. Both wheels must be replaced when one of the tires in a pair
is deflated.
There is wear to the bottom of a tread groove.
The fabric shows on the tread.
There is a flat spot that is below the depth of a tread groove.
There are flat spots that can cause wheel shimmy or other wheel balance
problems.
Chevron cutting that can cause:
o Damage to an area that is more than the track of the tread on the ground.
o Damage that is more than the depth of the tread.
A piece of broken tread (tread chunking) that can cause damage:
2
o Of more than 0.05 in of a tread rib, or
o To a depth which is more than the tread depth.
A cut that goes through to the plies of the casing.
A cut with a depth of 50 percent or more of the depth of the tread, which is:
o More than 1.37 in. long, or
o More than 50 percent of the width of a tread rib.
Bulges in the tread or sidewall.
Unusual wear on the shoulders of the tire. Note: Continuous operation of a tire at
a pressure that is less than the correct pressure can cause this wear.
Scores across the tread in a radial direction. The wheel must be replaced if this
scoring includes tread chunking or gives an under-cut of a tread rib.
Cracks in a sidewall that go on to the tread, or where the cords of the casing are
visible.
Cracks in a tread groove where you can see the cords, or that causes an undercut of an adjacent tread rib.
An open joint in the tread that is more than 0.12 in. long or 0.04 in. deep.
Signs of contamination from materials such as hydraulic fluid, fuel, oil, or grease.
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Landing operation occurred at a landing speed more than the tire maximumspeed limit. The wheel assemblies on the nose landing gear must be replaced
and the tires must be scrapped.

Main Wheel Tires

The procedures for inspecting and replacing main wheel tires are the same as those for
nose 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 mechanical
interruptions of flight.
Identify boarding status codes and procedures when mechanical delays occur.
Identify the resources that provide guidance to the flight crew in dealing with
inoperable 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 Maintenance
Logbook.
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 their
limitations.
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 percent
or greater. If you have completed all of the sections in this course, follow the directions
below to take the exam.
1. Close the PDF document to return to the LMS.
2. On the LMS screen, click the Launch Exam button beside the Launch Course
button.
3. Read the directions for the exam and click the Close button.
4. Finally, answer all questions in the exam to receive your score.

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