This article includes a, but its sources remain unclear because it has insufficient. Please help to this article by more precise citations. (November 2016) ATA 100 contains the reference to the ATA numbering system which is a common referencing standard for all documentation. This commonality permits greater ease of learning and understanding for, and alike. The standard numbering system was published by the on June 1, 1956. While the ATA 100 numbering system has been superseded, it continued to be widely used until it went out of date back in 2015, especially in documentation for aircraft, on aircraft Fault Messages (for Post Flight Troubleshooting and Repair) and the electronic and printed manuals. The Joint Aircraft System/Component (JASC) Code Tables was a modified version of the Air Transport Association of America (ATA), Specification 100 code.
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It was developed by the FAA's, Regulatory Support Division (AFS-600). This code table was constructed by using the new JASC code four digit format, along with an abbreviated code title. The abbreviated titles have been modified in some cases to clarify the intended use of the accompanying code. The final version of the JASC/ATA 100 code was released by the FAA in 1999. In 2000 the ATA Technical Information and Communications Committee (TICC) developed a new consolidated specification for the commercial aviation industry,. It includes an industry-wide approach for aircraft system numbering, as well as formatting and data content standards for documentation output. The main objectives of the new specification are to minimize cost and effort expended by operators and manufacturers, improve information quality and timeliness, and facilitate manufacturers' delivery of data that meet airline operational needs.
More recently, the international aviation community developed the standard, an XML specification for preparing, managing, and using equipment maintenance and operations information. The unique aspect of the chapter numbers is its relevance for all aircraft.
Thus a chapter reference number for a will be the same for other Boeing aircraft, a and Aircraft. Examples of this include Oxygen (Chapter 35), Electrical Power (Chapter 24) and Doors (Chapter 52).
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Contents. ATA Chapters Aircraft General ATA No. ATA Chapter name ATA 00 GENERAL ATA 01 MAINTENANCE POLICY ATA 02 OPERATIONS ATA 03 SUPPORT ATA 04 AIRLINE USE ATA 05 TIME LIMITS/MAINTENANCE CHECKS ATA 06 DIMENSIONS AND AREAS ATA 07 LIFTING, SHORING AND JACKING ATA 08 LEVELING AND WEIGHING.
MMEL Guide Book. LEGEND Procedures Required (O) – An operational procedure (M) or (M#) – A maintenance procedure (O)(M) or (O)(M#) – Both operational and maintenance procedures Repair Interval Categories Category A Items in this category shall be repaired within the time interval specified in the 'Remarks or Exceptions' column of the air operator's approved MEL. Whenever the proviso in the 'Remarks or Exceptions' column of the MMEL states cycles or flight time, the time interval begins with the next flight. Whenever the time interval is listed as flight days, the time interval begins on the flight day following the day of discovery. Time Limited Dispatch - Some MMEL's for aircraft that are equipped with FADEC engines have relief that is subject to time limited dispatch expressed as a specific number of engine hours, and will start in accordance with the times established by the engine manufacturer or as indicated in the remarks column of the MMEL. Time limited relief cannot be extended. Category B Items in this category shall be repaired within 3 consecutive calendar days excluding the day of discovery.
Category C Items in this category shall be repaired within 10 consecutive calendar days, excluding the day of discovery. Category D Items in this category shall be repaired within 120 consecutive calendar days, excluding the day of discovery.
To be considered for placement in Category D, the item must be of an optional nature, or excess equipment which an air operator may, at his/her discretion, deactivate, remove from or install on an aircraft. To be approved for Category D, the item must meet the following criteria:. the absence of the item does not adversely affect crew member's workload;. the crew members do not rely on the function of that item on a routine or continuous basis; and,.
the crew members' training, subsequent habit patterns and procedures do not rely on the use of that item. Category D relief will generally not be approved for equipment which is considered to increase the level of safety, even if that equipment is of an optional nature. ITEM: 25-10-1 FLIGHT DECK CREW MEMBER SAFETY BELTS (INCLUDES SHOULDER HARNESS) System and Sequence No. Item Repair Interval Category Number Installed Number required for dispatch Procedures required Remarks or Exceptions Flight Deck Crew Member Safety Belts (Includes Shoulder Harness) Flight deck crew member safety belts (includes shoulder harness) must be operative. Primary Observer Seat Safety Belt B 1 0 (M) May be inoperative except when required by a person in an official capacity provided the seat is removed, stowed, or secured in the retracted position.
D 1 0 May be inoperative provided the seat is not required to be occupied in an official capacity for extended periods of time. Secondary Observer Seat(s) Safety Belt(s) D - 0 May be inoperative provided the seat is not used. DISCUSSION: References: CAR 605.27, CAR 703.69, CAR 704.68, CAR 705.75, AWM 523.785, AWM 525.785 “Official capacity” for the purpose of this document with respect to the occupant of the observer’s seat includes flight training, Transport Canada Civil Aviation Safety Inspector company check rides, a crew member, or a person authorized by the air operator in accordance with procedures specified in the air operator’s company operating manual. If the basis of certification does not require flight deck crew member safety belts (includes shoulder harness) then “as required by regulation” may be used in order that the appropriate operational regulations govern. FAA Differences: FAA relief is similar to TCCA.
ITEM: 25-10-2 PILOT SEAT ADJUSTMENTS System and Sequence No. Item Repair Interval Category Number Installed Number required for dispatch Procedures required Remarks or Exceptions Pilot Seat Adjustments 1) Fore/Aft Adjustment B/C 2 0 (M) May be inoperative provided: a) Seat is secured in fore/aft position acceptable to affected crew member, and b) Egress is not impaired. 2) Height Adjustment B/C 2 0 (M) May be inoperative provided: a) Seat is secured in vertical position acceptable to affected crew member, b) Egress is not impaired, and c) If HGS is installed and required for flight, the vertical position of the seat must be acceptable to affected crew member. 3) Recline Adjustment B - 0 (M) May be inoperative provided backrest is secured in position acceptable to affected crew member. 4) Armrest C - 0 (M) May be inoperative provided: a) Affected armrest is stowed in the retracted position or removed, and b) Seat is acceptable to affected crew member. 5) Lumbar Support C - 0 May be inoperative in the lowest position provided seat is acceptable to affected crew member.
6) Thigh Support C - 0 May be inoperative provided seat is acceptable to affected crew member. DISCUSSION: References: nil Some pilot seat adjustment designs do not lend themselves to be secured when inoperative. A practical means of securing the seat position must be developed and used. Repair Interval Category for Fore/Aft and Height Adjustment is B or C depending on the aircraft type. FAA Differences: No FAA PL for this item and dispatch relief varies between aircraft types. ITEM: 25-10-3 OBSERVER SEATS (INCLUDING ASSOCIATED EQUIPMENT) System and Sequence No. Item Repair Interval Category Number Installed Number required for dispatch Procedures required Remarks or Exceptions Primary Observer Seat (Including Associated Equipment) B 1 0 (M) May be inoperative except when required by a person in an official capacity provided the seat is removed, stowed, or secured in the retracted position.
D 1 0 (M) May be inoperative provided: a) The seat is not required to be occupied in an official capacity for extended periods of time, and b) The seat is removed, stowed, or secured in the retracted position. Secondary Observer Seat(s). (Including Associated Equipment) D - 0 May be inoperative provided procedures do not require its use. DISCUSSION: References: AWM 525.785, CAR 703.21, CAR 704.21, CAR 705.27, FAA PL 56 ( Rev. 4, 15 Sep. 2004) Observer’s seat associated equipment includes safety belt, shoulder harness, audio control panel, oxygen system, microphone, headset, lights, etc.
“Official capacity” for the purpose of this document with respect to the occupant of the observer’s seat includes flight training, Transport Canada Civil Aviation Safety Inspector company check rides, a crew member, or a person authorized by the air operator in accordance with procedures specified in the air operator’s company operating manual. FAA Differences: FAA requires observer’s seat (or a passenger seat) to be available for their use at all times, TCCA does not have the passenger seat as an in lieu requirement. FAA assigns category A (two flight days). TCCA allows a cat B or a cat D where appropriate. ITEM: 25-10-4 FLIGHT DECK DOOR SURVEILLANCE SYSTEMS System and Sequence No. Item Repair Interval Category Number Installed Number required for dispatch Procedures required Remarks or Exceptions Flight Deck Door Surveillance Systems 1) Electronic System A 1 0 (O) May be inoperative provided: a) Alternate procedures are established and used, and b) Repairs are made within three flight days.
C 1 0 (O) May be inoperative provided: a) A flight deck door viewing port is installed and operates normally, and b) Alternate procedures are established and used. D 1 0 May be inoperative provided procedures do not require its use.
A) Cargo Configuration C 1 0 May be inoperative provided courier/supernumerary compartment remains empty. D 1 0 May be inoperative provided procedures do not require its use. 2) Viewing Ports A 1 0 (O) May be inoperative provided: a) Alternate procedures are established and used, and b) Repairs are made within three flight days. C 1 0 (O) May be inoperative provided: a) An electronic flight deck door visual surveillance system is installed and operates normally, and b) Alternate procedures are established and used.
A) Cargo Configuration C 1 0 May be inoperative provided courier/supernumerary compartment remains empty. D 1 0 May be inoperative provided procedures do not require its use.
DISCUSSION: References: PL 122 (Original, 4 Apr. 2008) The reliefs proposed by this item address equipment options as well as crew procedures reviewed by regulatory agencies to enhance security in operations. Proper crew coordination is essential prior to opening of the flight deck door, and must include both normal and abnormal conditions.
Thorough viewing of the area aft of the flight deck door must be performed before the door is opened, which may be accomplished by either the use of an electronic visual surveillance system or a viewing port mounted within the flight deck door panel. Bk precision 1590 manual high school. Alternate procedures in the event of failure of both electronic system and viewing port may include the use of interphone system to properly allow communication between flight deck and cabin. FAA Differences: FAA relief is identical to TCCA. ITEM: 25-20-1 PASSENGER CONVENIENCE ITEMS/Non-Essential Equipment and Furnishings ( NEF) System and Sequence No. Item Repair Interval Category Number Installed Number required for dispatch Procedures required Remarks or Exceptions Passenger Convenience/ NEF Items. 1) Passenger Convenience Items - 0 Passenger convenience items as expressed in this MMEL are those related to passenger convenience, comfort or entertainment, such as, but not limited to – galley equipment, movie equipment, ashtrays, stereo equipment, and overhead reading lamps.
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Items addressed elsewhere in this document shall not be included. (M) and (O) procedures may be required and included in the MEL. Exterior lavatory door ashtrays are not considered convenience items.
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Galley equipment restraining devices such as latches, etc. Must be serviceable or the compartment must not be used for storage and placarded “INOPERATIVE - DO NOT USE”. Movie equipment individual screens, if applicable, must be capable of being stowed.
Audio or audio-visual entertainment equipment which is used as the sole means of providing safety briefings and demonstrations is not considered a passenger convenience item. 2) Non-Essential Equipment and Furnishings ( NEF) - 0 May be inoperative, damaged or missing provided that the item(s) is deferred in accordance with the operator's defect rectification and control procedures. The NEF policies are outlined in the operator's Maintenance Control Manual. (M) and (O) procedures, if required, must be available to the flight crew and included in the operator's appropriate document. NOTE: Exterior lavatory door ashtrays are not considered NEF items. DISCUSSION: References: CAR 706.05, CAR 706.08, TP 9155 Para 3.9.4 (2nd Edition, Jan 2006), FAA PL 33 ( Rev. 3, 25 June 2001), FAA PL 116 ( Rev. 1, 21 Dec. 2007), FAA AD 74-08-09 Non-essential equipment and furnishings are those items installed on the aircraft as part of the original certification, supplemental type certificate, or engineering order that have no effect on the safe operation of flight and would not be required by the applicable certification rules or operational rules. They are those items that if inoperative, damaged or missing have no effect on the aircraft’s ability to be operated safely under all operational conditions.
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These non-essential items may be installed in areas including, but not limited to, the passenger compartment, flight deck area, service areas, cargo areas, crew rest areas, lavatories, and galley areas. NEF items are not items already identified in the MEL or CDL of the applicable aircraft. They do not include items that are functionally required to meet the certification rule or for compliance with any operational rule. An operator’s NEF process shall not provide for deferral of items within serviceable limits identified in the manufacturer’s maintenance manual or operator’s approved maintenance program such as wear limits, fuel/hydraulic leak rates, oil consumption, etc. Cosmetic items that are fully serviceable but worn or soiled may be deferred under an operators NEF process.
Prior to issuance of this policy, the MMEL provided relief only for Passenger Convenience Items that limited relief to the cabin, galley, and lavatory areas. Many operators previously deferred inoperative, damaged or missing items, not located in these areas, now identified as NEF items, via a maintenance carryover provision contained in their maintenance program. Other than under the provisions of an approved Minimum Equipment List ( MEL), or Configuration Deviation List ( CDL), the regulations do not provide for the deferral of inoperative, damaged or missing items identified in the aircraft type certificate. By replacing the current Passenger Convenience Items title in chapter 25 of all MMELs with the new term Non-Essential Equipment and Furnishings ( NEF), relief for inoperative, damaged or missing non-essential items located throughout the aircraft may be granted according to the operator's defect rectification and control procedures. Although NEF is listed under Chapter 25, it may address items that would fall under other ATA chapters. By definition, NEF items do not affect the safe operation of an aircraft.
Due to the wide variance of these items from aircraft to aircraft, a complete list of NEF items is not required to be maintained in the operator’s MEL, but in a list or other equivalent method of tracking. NEF items do not go through the normal MMEL approval process and will be managed by the TCCA Inspector responsible for the approval of the MEL. The fundamental elements for an operator obtaining approval for deferral of NEF items is the operator’s development of appropriate defect rectification and control procedures, documentation of inoperative, damaged or missing items, reporting of deferrals to the TCCA office charged with program oversight, and procedures for follow-up maintenance. It is not necessary, nor preferred, that every item be listed in the MEL. Operators need not incorporate a list of NEF items in the MEL, but it is probably advantageous for the operator to develop an NEF list (or its equivalent) in the operator's defect rectification and control procedures. Development of such a list will reduce both the operator’s and the TCCA’s time spent analyzing recurring deferrals of the same items.
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An NEF list (or equivalent) will also provide flight crews, maintenance, and operations personnel, if applicable, with any applicable M & O procedures necessary for the safe operation of the aircraft. If an operator chooses to develop a list of NEF items, that list can be maintained in a manner and location agreed to by the TCCA Inspector. Operators may specify a repair time frame for the NEF items and may use the current MEL deferral categories at their discretion. The current “Passenger Convenience” item in MMELs may be replaced with the dual Passenger Convenience Items and Non-Essential Equipment and Furnishings ( NEF) provisions when revised through the normal MMEL/ TCS revision process. Note: Since April 30, 2008, the FAA does not permit the use of Passenger Convenience items in new or revised MMELs or MELs. Potable water systems and lavatory waste systems are not considered passenger convenience items and are addressed as per ATA 38 items.
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FAA Differences: FAA requires M & O procedures for passenger convenience items to be listed an air carriers appropriate document, not specifically in the in the operators MEL. Notes 2 - 4 are not in the FAA PL item.
The FAA requires that a specific NEF program is in place by operators, while TCCA accepts that NEF relief be addressed through the operator's defect rectification and control procedures.