Federal Aviation
Administration

MMEL Policy Letter 126, Revision 0

Date:

May 28, 2010

To:

All Region Flight Standards Division Managers
All Aircraft Evaluation Group Managers

From:

Manager, Air Transportation Division, AFS-200

Reply to Attn of:

Manager, Technical Programs Branch, AFS-260

MMEL GLOBAL CHANGE

PL-126 is designated as GC-165

This GC is an approved addendum to all existing MMEL documents.† The operator may seek use of the specific relief contained in the policy letter by revising the Minimum Equipment List (MEL).† In doing so, the sample proviso stating the relief in the policy letter must be copied verbatim in the operator's MEL.† Approval of the revised MEL is gained utilizing established procedure, through the assigned Principal Operations Inspector (POI).

 

SUBJECT:

Chelton FlightLogic Electronic Flight Instrument Systems (EFIS)

 

MMEL CODE:

34 (Navigation)

REFERENCE:

PL-32, Revision 2, dated April 1, 2010

PL-32, Revision 1, dated March 20, 2006

PL-32, Original, dated April 12, 2003

PURPOSE:

The purpose of this policy letter is to provide updated guidance to the Flight Operations Evaluation Board (FOEB) for standardized Master Minimum Equipment List (MMEL) relief for Chelton FlightLogic Electronic Flight Instrument Systems (EFIS) installed under Supplemental Type Certificate (STC) SA02203AK.

 

DISCUSSION:

This policy letter is necessary due to the termination of the Capstone program, and removes all references to that program.† While the Capstone program has been terminated, the need continues to provide standardized relief for aircraft with STC equipment.

 

 

An earlier, but cancelled, policy letter allowed dispatch of aircraft when faults occurred with the Chelton FlightLogic general aviation electronic flight instrument system (EFIS) using an FAA approved MEL.† Existing guidance on repair was virtually non existent since this system was a new concept for small aircraft.† The Chelton Flight Logic EFIS was introduced by the FAA Capstone Program Office in Alaska.† The program has been discontinued, but the STC modification still exists, and is in use.† Consequently

relief is required for STC configured aircraft.

 

The Chelton FlightLogic Electronic Flight Instrument Systems (EFIS) includes avionics with global positioning system wide area augmentation system (GPS/WAAS) and data link communications suites in commercial passenger and cargo aircraft being operated under Title 14 CFR Parts 121 and 135.† In addition, EFIS allows use of new area navigation (RNAV) route structures that provide for lower minimum en route altitudes.† Other EFIS safety enhancements include improved pilot-controller communications, new automated weather observing sites, an air-air and air-ground data link for Automatic Dependent Surveillance-Broadcast (ADS-B), Flight Information Services-Broadcast (FIS-B) and Traffic Information Services-Broadcast (TIS-B).† Other avionics features include TAWS (A) (B) (C) and (H) and general use Terrain Awareness Systems.

POLICY:

 

Following discussion with members of the Aircraft Evaluation Groupís, personnel at headquarters, and industry, the FOPB established the following policy.

 

The Chelton FlightLogic EFIS, with all of its component displays, is installed as primary equipment, other equipment such as an altimeter, airspeed indicator, and heading indicator, may be used as backup.† Backup instruments must be within the flying pilotís primary field of view.†

The following standard MMEL proviso and repair category is adopted to provide standardization among MMELs for aircraft within STC SA02203AK.

34 NAVIGATION

 

 

 

 

XX-X

Chelton FlightLogic Electronic Flight Instrument System(EFIS)

 

 

 

 

 

1) Navigation Display (ND) Integrated Display Unit (IDU)

A

1

0

May be inoperative provided:

a) The IDU operating as primary Flight display (PFD) is operative,

b) Navigation equipment exists suitable to the route being flown,

c) Paper charts and procedures are used for flight navigation, and

d) Repairs are made within one (1) flight day.

 

 

B

1

0

May be inoperative provided:†

a) Fully functioning basic flight instruments (attitude, airspeed, altitude, and heading) information is installed within the flying pilot's primary field of view, and

b) Flight is conducted under day VFR.

 

2) Primary Flight Display (PFD) Integrated Display Unit (IDU)

A

1

0

May be inoperative provided:

a) The IDU operating as Navigation Display (ND) is operative and can function as a PFD and ND, and

b) Repairs are made within one (1) flight day.

 

 

B

1

0

May be inoperative provided:†

a) Fully functioning basic flight instruments (attitude, airspeed, altitude, and heading) information is installed within the flying pilot's primary field of view, and

b) Flight is conducted under day VFR.

 

3) Attitude, Heading, Reference System (AHRS)

A

2

1

(M) May be inoperative provided:

a) The remaining AHRS is verified to be fully operational,

b) Fully functioning basic flight instruments (attitude, airspeed, altitude, and heading) information is installed within the flying pilot's primary field of view,

c) Navigation equipment exists suitable to the route being flown is available and used and,

d) Repairs are made within one (1) flight day.

 

 

B

2

-

May be inoperative provided:

a) Fully functioning basic

flight instruments (attitude, airspeed, altitude, and heading) information is installed within the flying pilot's primary field of view, and

b) Flight is conducted under day VFR.

 

4) Air Data Computer

A

2

1

(M) One may be inoperative provided:

a) The remaining ADC is verified to be fully operational,

b) Fully functioning basic flight instruments (attitude, airspeed, altitude, and heading) information is installed within the flying pilot's primary field of view,

c) Navigation equipment exists suitable to the route being flown is available and used and,

d) Repairs are made within one (1) flight day.

 

 

B

2

-

All may be inoperative provided:

a) Fully functioning basic flight instruments (attitude, airspeed, altitude, and heading) information is installed within the flying pilot's primary field of view, and

b) Flight is conducted under day VFR.

 

5) Analog Interface Unit

C

-

-

May be inoperative provided:

a) Connected equipment is not required by FAR, and

b) Connected equipment is deferred by MEL procedures.

 

 

Each Flight Operations Evaluation Board (FOEB) Chairman should apply this Policy to effected MMELs through the normal FOEB process.

 

 

 

 

 

 

John S. Duncan, Manager,

Air Transportation Division, AFS-200