ATA 32 Landing Gear

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:

  1. the absence of the item does not adversely affect crew member's workload;
  2. the crew members do not rely on the function of that item on a routine or continuous basis; and,
  3. 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:  32-40-1  ANTI-SKID SYSTEM

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Anti-Skid System
Turbojet-powered Airplanes B - 0  

May be inoperative provided:

a) Crew members are the only occupants of the aircraft, and

b) AFM performance penalties are applied.

B - 1  

May be inoperative provided:

a) AFM performance penalties are applied,

b) Thrust Reversers, if installed, are operative,

c) Reduced thrust takeoff operations are prohibited, and

d) Takeoff or landing is not conducted from a contaminated runway.

Turboprop Airplanes B - 0   May be inoperative provided operations are conducted in compliance with appropriate AFM limitations and performance penalties.

DISCUSSION:

References:   FAA PL 113 (Original, 20 Dec. 2002)

It has been the certification experience that the next worse case failure is the loss of at least one tire during anti-skid inoperative braking.  This reduces the braking capability and the brake energy available for stopping the aircraft. Thus AFM penalties should consider a distance penalty and a weight penalty if required to address reduced brake energy capability.  To date, industry has assumed that the next worse case failure is loss of the remaining anti-skid.  However, this does not always represent a conservative case and the results may depend on the number of MLG brakes available on any given aircraft.

It is recommended that Operator Training Programs include braking procedures with anti-skid inoperative.

FAA Differences:  FAA PL 113 allows dispatch with anti-skid inoperative in passenger-carrying operations, and it does not provide repair interval category, number installed, or number required for dispatch.

ITEM:  32-40-2  PARKING BRAKE

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Parking Brake   1 1   See DISCUSSION.

DISCUSSION:

References:   AWM 525.735(d) (no AWM 523 equivalent), FAA PL 92 (Original, Aug. 1997)

If relief is granted, the crew would be unable to set the parking brake following an engine fire on the ground as part of the evacuation procedure if this emergency procedure is in the AFM.  The parking brake must be operative on Part 25 airplanes.

Although there is no AWM 523 requirement, prior to granting relief, consideration should be given to service experience, related accidents or incidents and single or two pilot operation.

FAA Differences:  FAA relief is identical to TCCA.

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