Rules For Dispatching Aircraft For Next Flight

Dear All,

I would like to brief some information regarding the basics in dispatching an aircraft for the next flight. These information are as follow:

1- When the aircraft reached the destination, the pilot will register any comments, faults, warnings, observations,that occured during his flight in the ATL - Aircraft Technical Log Book-. If he has no comment then he will write down "NIL DEFFECTS". At the same time, when the aircraft reaches to the gate, the ground engineer, technician, and or mechanic will carry out walk around, and transit check. Accordingly if he observe any finding such as leak, damage, ...etc he will also report it in the ATL.

2- The Aircraft Log Book is usually has two columns. One for the Finding where to be reported another for the engineer to write down the ACTION TAKEN.

3- There is a book called MMEL "Master Minimum Equipment List" in each aircraft. The MMEL is issued by the manufacturer and approved by the Civil Authorities like FAA, EASA, CAA, ...etc. Note that any airline can make more restrictions to what is mentioned in the MMEL but can't reduce what is already in it. In this case the MMEL will become MEL - Minimum Equipment List-.

4- The MMEL or MEL is the book that has most of the faults mentioned in. It will give the minimum requirment needed for the fault to be dispatched. Like it will mention if this fault is "GO", "NO GO", or "GO IF...". In the MEL also there will be for some faults the code "M" or "O" and or BOTH. The "O" is stated for OPERATIONAL PROCEDURE while the "M" is stated for MAINTENANCE PROCEDURE. That means if this fault occurs then the Pilots have specific procedure to carry out during aircraft operation regarding that system or flight and in "M" case that means the maintenance has procedure to do before dispatching the aircraft. Please note that MEL items are categorized in dispatchable time limitation such as maybe some faults are GO item for maximum limited number of flights another are dispatcheable for maximum number of days and some them are dispatcheable in some atmospheric conditions.

5- The captain can REJECT what the engineer is saying if he felt not convinced in such dispatchable conditions mentioned in the MEL because in some cases he believe in this atmospheric climate condition he may face the next flight as he can see in the meteorology report some troubles. Anyway he can REJECT the action taken and usually in this case this issue will be reported to the MANAGEMENT so they will advice the flight crew what to do or advice the Maintenance personal of what to do. LAST DECISION WILL BE FOR THE PILOTS as they are going to fly this aircraft.

6- there are some faults that you will not find in the MEL. like LEAK. We can find the dispatchable limitation for any leak in the AMM - Aircraft Maintenance Manual - that will state the dispatchable leak limitation and according also to the leak limitation.

7- Some findings maybe like structore damage, in this case the reference will be something called SRM "Structural Repair Manual" that will give the dispatchable measurements of that damage and always we put into consideration if this damage location in pressurized or unpressurized zones on the aircraft.

So far, I hope that this briefing clarify the way of dispatching any aircraft for the next flight. At the end of each aircraft log book page, the ground engineer, or technician, or mechanic will sign certification that the aircraft is safe for the next flight and then the CAPTAIN will sign final acceptance for that aircraft to take.

Best Regards
Ayman Shak'ah
Licensed Aircraft Maint. Engineer