EC 225 LP: Master Minimum Equipment List

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com
MASTER MINIMUM EQUIPMENT LIST
MASTER MINIMUM EQUIPMENT

LIST
EC 225 LP
This Master Minimum Equipment List (MMEL) is approved by the European Aviation
Safety Agency (EASA) under the EASA Type Certificate No. R.002 as part of the
Operational Suitability Data (OSD) as per EU Regulation No. 748/2012 as amended
by EU Regulation No. 69/2014.
Correspondence concerning this document should be addressed to the offices listed below:
EASA MMEL Section Manager Airbus Helicopters

EXPERTS DEPARTMENT - FLIGHT DIRECTION TECHNIQUE SUPPORT
CERTIFICATION DIRECTORATE Aéroport international
European Aviation Safety Agency (EASA) Marseille-Provence
Postfach 10 12 53, 13725 Marignane Cedex
D-50452 Köln, France
Germany
APPROVED EC 225 LP 00.00.00.P1

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FOR INSTRUCTION ONLY
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(1) SYSTEM AND SEQUENCE (2) RECTIFICATION INTERVAL

NUMBERS
(3) NUMBER INSTALLED
(4) NUMBER REQUIRED FOR DISPATCH
ITEM (5) REMARKS OR EXCEPTIONS
23. COMMUNICATIONS
1. Radio-communication D - - As required by applicable regulations.

transmitters and receivers
2. Flight crew intercom system B 1 0 May be inoperative provided that the aircraft is
operated by a single pilot,
or
B 1 0 May be inoperative provided that:

(a) the crew establishes a suitable means of
communication,
(b) it is not reasonably practical to repair or
replace before commencement of the light.
3. Illuminated passenger C - - As required by applicable regulations.
advisory system (if installed)
4. Flight attendant interphone C - - As required by applicable regulations.
system (if installed)
5. Headset D - - As required by applicable regulations.
6. Audio Selector Panel D - - As required by applicable regulations.
7. Public Address System D - - As required by applicable regulations.

(if installed)
8. Cockpit Voice Recorder D - - As required by applicable regulations.
(if installed)
9. Reserved
10. Flight Deck Door D - - As required by applicable regulations.

Surveillance System
APPROVED EC 225 LP 23.00.00

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NUMBERS
24. ELECTRICAL POWER

GENERATION
1. Reserved - - -
2. Alternator caution lights C 2 1 One may be inoperative provided that all the
(ALT1 - ALT2) phases of the corresponding alternator are
checked:
(a) before takeoff and at least once every hour
of flight,
(b) in case of illumination of the ELEC caution
light.
3. AC Voltmeter B 1 0 May be inoperative provided that :
(a) the power available (BUS1 and BUS2) and
transfer (<_>) indicator lights are
operational,
(b) the alternator (ALT1 and ALT2) caution
lights (item 24.2) are operational.
4. Reserved - - -
5. Transformer-rectifier warning C 2 1 One may be inoperative provided that the

lights (TRU1-TRU2) voltmeter/ammeter selector (item 24.6) is set to
the T/R for which the caution light is inoperative.
6. DC voltmeter B 1 0 May be inoperative provided that:

(a) the power available indicator lights for the
DC bus bars (ESS BUS and SEC BUS) are
operative,
(b) the transformer-rectifier caution lights
(TRU1-TRU2) (item 24.5) are operational.

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NUMBERS
7. DC bus power available C 2 1 One may be inoperative provided that:

indicator lights (ESS BUS)
(a) TRU 1 and TRU 2 indicator lights (item 24.5)
(SEC BUS)
are operational,
(b) DC bus-tie indicator light is operative.
8. Bus-tie indicator light C 1 0 (O) May be inoperative provided that :

(a) the (TRU1) and (TRU2) indicator lights (item
24.5) and the (ESS BUS) and (SEC BUS)
indicator lights (item 24.7) are operational,
(b) a bus-tie relay test is carried out.
Operational procedure:
After starting the engines, perform the following
bus-tie relay test:
. TRU1 - OFF: the white and yellow TRU1
indicator lights illuminate, the SEC BUS
indicator light is OFF.
. BUS-TIE - OPEN: the SEC BUS indicator
light illuminates.
. BUS-TIE - NORM: the SEC BUS indicator
light goes out.
. TRU1 - ON: the white and yellow TRU1
indicator lights go out.
9. Battery temperature indicator C 1 0 May be inoperative.

light (TEMP)
10. 26V transformer B 1 0 May be inoperative provided that RDR 1400

weather radar is not required by operational
regulations.

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25. EQUIPMENT -
FURNISHINGS
1. Flight crew shoulder C 2 1 (M) One may be inoperative provided that:
harnesses
(a) the pilot at the flight controls has an
operational harness,
(b) the flight is limited to single-pilot operation in
VFR.
Maintenance procedure:
The affected seat must be blocked and
placarded "DO NOT OCCUPY" to prevent
occupancy.
2. Hoists Installation D - 0 May be inoperative provided that procedures do

(if installed) not require its use.
3. Sling Installation D - 0 May be inoperative provided that procedures do
(if installed) not require its use.
4. Flight Crew Seats D 2 1 (M) One may be inoperative for single pilot
operation provided that:
(a) seat is not occupied,
(b) seat is blocked and placarded.
occupancy.
5. Reserved

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6. Cabin Crew Seats D - - (M) One may be inoperative provided that:

(if installed)
occupancy.
7. Passenger Seats D - - (M) One may be inoperative provided that:
(if installed)
occupancy.
8. Torches (Cockpit/Cabin) D - - As required by applicable regulations.
(if installed)
9. Megaphone D - - As required by applicable regulations.
(if installed)
10. Automatically Deployable C - - As required by applicable regulations.
Emergency Locator
Transmitter (ADELT)
(if installed)
11. Life-Rafts and Survival D - - As required by applicable regulations.
ELT(S) for Extended
Overwater Flights
(if installed)
12. Survival Equipment D - - As required by applicable regulations.
(if installed)
13. Emergency Floatation D - - As required by applicable regulations.
Equipment (if installed)

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14. First Aid Kit D - - As required by applicable regulations.

(if installed)
15. Emergency Locator D - - May be inoperative provided regulations do not
Transmitter (ELT) require its use.
(if installed)
16. Lifejackets D - - As required by applicable regulations.
(if installed)
17. Automatic Floatation D - 0 May be inoperative provided that procedures do
Deployment system (AFDS) not require its use
(if installed)

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NUMBERS
28. F U E L
1. LH engine booster pumps C 2 1 (O) (M) One pump may be inoperative provided
that the fuel loaded in each group of tanks is
one of the normal types as specified in Flight
Manual, Section 2.6.
General restriction:
Flight envelope must not exceed -2 000 ft and
10 000 ft Hp.
Restriction if fuel temperature is > 0°C:
No additional restriction.
Restrictions if fuel temperature is between
-20°C and 0°C:
- Fuel with anti-icing additive: no additional
restriction.
- Fuel without anti-icing additive: limit fuel
quantity according to flight altitude:
(a) if altitude does not exceed 5 000 ft Hp
during the flight: 1 175 l,
(b) if altitude exceeds 5 000 ft Hp (but not
10 000 ft): 684 l.
NOTE
Fuel quantities given above are determined
for one engine, the one with inoperative
booster pump. The fuel quantity for the
other engine is not limited provided that in-
flight fuel transfer is prohibited.
Restriction if fuel temperature is
< -20°C:
Fuel with anti-icing additive must be used: no
additional restriction.

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NUMBERS
Limit load factor (maximum bank angle: 30°).
- Clean or replace filter element of the LH group
before the first flight with an inoperative
booster pump and then every 10 hours of
flight until the inoperative booster pump is
replaced.
- Check that the fuel flow-meter operates freely
(not blocked).
2. RH engine booster pumps C 2 1 (O) (M) One pump may be inoperative provided
that the fuel loaded in each group of tanks is one
of the normal types as specified in Flight
Manual, Section 2.6.
General restriction:
Flight envelope must not exceed -2 000 ft and
10 000 ft Hp.
Restriction if fuel temperature is > 0°C:
No additional restriction.
Restrictions if fuel temperature is between -

20°C and 0°C:
- Fuel with anti-icing additive: no additional
restriction.
- Fuel without anti-icing additive: limit fuel
quantity according to flight altitude:
(a) if altitude does not exceed 5 000 ft Hp
during the flight: 1 175 l,
(b) if altitude exceeds 5 000 ft Hp (but not
10 000 ft): 684 l.

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NUMBERS
NOTE
Fuel quantities given above are determined
for one engine, the one with inoperative
booster pump. The fuel quantity for the other
engine is not limited provided that in-flight
fuel transfer is prohibited.
Restriction if fuel temperature is < -20°C:

Fuel with anti-icing additive must be used: no
additional restriction.
Limit load factor (maximum bank angle: 30°).
- Clean or replace filter element of the RH
group before the first flight with an inoperative
booster pump and then every 10 hours of
flight until the inoperative booster pump is
replaced.
- Check that the fuel flow meter operates freely
(not blocked).
3. Transfer pump C 1 0 (O) May be inoperative provided that the
quantity of fuel in each group is sufficient to
comply with the applicable regulations.
Check that in case of engine failure the
remaining fuel quantity is sufficient to fly to a
suitable landing site.
4. "High fuel level" light C 2 0 One or both may be inoperative provided that
fuel transfer is monitored.

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NUMBERS
5. Fuel pressure caution lights C 2 0 One or both may be inoperative provided that
the corresponding fuel pressure indicator
(item 28.6) is operational.
6. Fuel pressure indicators C 2 0 (O) One or both may be inoperative provided

that:
(a) the corresponding low fuel pressure caution
light (item 28.5) is operational,
(b) the corresponding filter clogging caution light
is operational.
Test booster pump operation using fuel pressure
caution light (item 28.5).
7. Reserved - - -
8. Sponson tank fuel quantity C 2 0 May be inoperative provided that there is no fuel
indicator in the corresponding sponson fuel tanks, or the
fuel quantity gauged on board is sufficient to
comply with the operational regulations.

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NUMBERS
9. "AUTO-TRANSFER" C 1 0 May be inoperative provided that there is no fuel

Command in the corresponding rear sponson tanks, or the
fuel quantity gauged on board is sufficient to
comply with the operational regulations.
or
C 1 0 (O) May be inoperative, if the FWD 300 l exterior
fuel tanks are installed and are necessary to the
mission, provided that:
(a) one or both rear sponson tanks are empty or
the fuel quantity gauged on board of the
system (basic + 300 l fuel tanks) is sufficient
to comply with the operational regulations.
(b) and if the"FW TK" position of the 300 l fuel
tanks emergency system is operative.
If the FWD 300 l exterior fuel tanks are installed,
use the Back-up "FW TK" function after 30 min
of flight.

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NUMBERS
29. HYDRAULIC SYSTEM
1. Landing gear standby B 1 0 (O) (M) May be inoperative for flight provided
electro-pump that all 3 landing units are down locked.
Allow for 5-knot reduction in cruising speed.
Secure landing gear control handle in down
locked position using a wire-locked safety pin.

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NUMBERS
30. ICE AND RAIN

PROTECTION
1. Pitot head deicing C 2 0 One or both may be inoperative provided that:
(a) the flight is carried out in VMC,
(b) the flight is not carried out in icing
conditions.
2. Reserved - - -
3. Electric windshield deicing
(1) Side windshield C 2 0 One or both may be inoperative for flight in non-
deicing icing conditions provided that:
(a) the air conditioning system ensuring
windshield demisting is operational,
(b) both clear vision windows are operative.
(2) Centre Windshield Panel C 1 0 May be inoperative.

deicing (If installed)
4. Windshield wipers
(1) Side windshield C 2 1 One may be inoperative for a flight carried out
wiper under precipitation conditions, provided that the
operating windshield wiper is on the same side
as the pilot at the controls.
C 2 0 One or both may be inoperative for flight carried
out in non-precipitation conditions.
(2) Centre Windshield Panel D 1 0 May be inoperative.

Wiper (If installed)

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NUMBERS
5. Ice detection system D 1 0 May be inoperative except for flight in limited

(If installed) icing conditions.
6. Engine Air Intake Electrical D 2 0 (O) One or both may be inoperative provided
Anti-icing System that the known and forecast ambient
temperature for the flight is greater than the
Flight Manual conditions requiring their use plus
an additional 10°C.
7. Pitot heater failure indication C - - As required by applicable regulations.
System
8. Multi Purpose Air Intakes C 2 0 (O) One or both may be inoperative in any
system (MPAI) (If installed) position provided that:
(a) the known and forecast ambient
temperature for the flight is greater than
+10°C,
(b) the flight is not conducted in sand-laden
atmosphere,
(c) performance taken into account for the
flight are the MPAI closed performances
data.
9. Main and/or Tail Rotor Ice D 1 0 May be inoperative provided that:
Protection System (IPS)
(a) the system is switched off,
(If installed)
(b) the aircraft is not flown in known or forecast
icing conditions.
D 1 0 May be inoperative for flight in limited icing
conditions provided that the operator is
permitted to follow the limited icing clearance,
and the A/C is capable of the Limited icing
conditions (Refer to Flight Manual SUP.4).

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NUMBERS
31. INSTRUMENTS AND

RECORDING SYSTEMS
1. Chronometer C 1 0 May be inoperative provided that another
hour/minute/second indicator is available on
board the aircraft.
2. Electronic Instrument B 2 1 (O) One may be inoperative.
Display (EID)
In case of second EID failure, refer to Flight
Manual Section 3.3 paragraph 4.
3. Reserved - - -
4. Reserved - - -
5. Reserved - - -
6. Flight Data Recorder D - - As required by applicable regulations.
7. Combination Recorder D - - As required by applicable regulations.

(CVFDR)

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32. LANDING GEAR
1. Landing gear position C 1 0 (O) (M) May be inoperative.

indicating system
Allow for 5-knot drop in cruising speed.
- Check that all three landing gear units are
down-locked,
- Secure landing gear control handle in down-
2. Landing gear actuating C 1 0 (O) (M) May be inoperative.

system
Allow for 5-knot drop in cruising speed.
- Check that all three landing gear units are
down-locked,
- Secure landing gear control handle in down-

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3. Landing gear not extended C 1 0 (O) May be inoperative provided that landing
alarm gear position indicating system (item 32.1) is
operational.
Inhibit landing gear not extended warning light.
4. Parking brake C 1 0 (O) May be inoperative provided Normal Braking

System is operative.
Fit wheel chocks and check utility hydraulic
accumulator pressure before removing chocks.

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33. LIGHTS
1. Position Lights
(a) Daylight operations C 3 0 Any or all may be inoperative for daytime VMC
flight.
(b) Night operations C - - Any in excess of those required may be
inoperative.
2. Anti-collision Light
(a) Daylight operations B - 0 May be inoperative,

or
C - 1 Any in excess of one may be inoperative.
(b) Night operations C - 1 Any in excess of one may be inoperative.
3. Landing Light C 1 0 May be inoperative for daylight operations only.

or
C 1 0 May be inoperative for night operations provided
the second landing light is installed and operative.
4. Flight Deck lighting C - - As required by applicable regulations.
(Overhead panel, instrument
panel, console, sub-panel)

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5. Utility light D 1 0 May be inoperative for daytime flight.

or
D 1 0 May be inoperative for night-time VMC flight
provided:
( a ) all normal flight deck lights are operative.
( b ) flight Deck Dome Light is operative, and
( c ) one torch per member of flight crew is readily
available.
6. Map lights D 2 0 One or both may be inoperative
7. Passenger Compartment D - - As required by applicable regulations.

lighting
8. Cabin emergency lighting
(a) Cabin emergency D - - As required by applicable regulations.

lighting
(b) Emergency exit B - - As required by applicable regulations.
Illumination System
(EXIS) (if installed)
(c) Helicopter Emergency B - - As required by applicable regulations.
Egress Lighting System
(HEELS) (if installed).
9. Cabin Signs(Fasten Seat C - - As required by applicable regulations.
Belt & No Smoking Signs)
(if installed)
10. Reserved

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REVISION TO AIRCRAFT PUBLICATION : EC225 LP
PUBLICATION CONCERNED : MMEL
CUSTOMIZATION AIRCRAFT S/N : -

MMEL REVISION No. : 9 DATE CODE: 17-05 CERTIFICATION CODE: A
- The outline of the revision is given below :

. Sections or supplements affected (added or modified),
. Major points of the revision.
- Check that pages in each section are those specified in the list of effective pages.
- Withdraw old and insert new pages affected by this revision.
- Return the acknowledgement card.
- This list of amended pages may be filed (apart from the manual).
DELETED PAGES INSERTED PAGES

ATA PAGES DATE CODE ATA PAGES DATE CODE
00.00.00.P5 1 to 3 16-20 00.00.00.P5 1 to 3 17-05
NORMAL
REVISION 26.00.00 1 to 2 15-15 26.00.00 1 to 4 17-05
DESCRIPTION OF THE REVISION

MMEL ATA §
Update 00.00.00.P5 -
- Item 2: New title and addition of MOD.07.28005.

- Item 3: New title and text shifted from item 2.
- Item 4: New title and addition of MOD.07.28005.
- Item 5: New item. 26.00.00 -
- Item 5.1: New item and text shifted from item 3.
- Item 5.2: New item for addition of MOD 07.28005.
- Item 6: Renumbering item.
UPDATE GUIDE
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34. NAVIGATION
1. Multi Function Displays B 4 1 (O) (M) 3 units may be inoperative for

(MFD) Processor Unit / Key daytime VFR flight provided that:
& Display Unit (a) one unit is continuously operating in FND
mode on the RH side,
(b) the pilot at the controls is on the RH side,
(c) all the control module indicators and
emergency instruments on the central
instrument panel are all operational.
Operational procedure :
In the event of failure of the 4th MFD unit, the
loss of all AFCS alarms requires maximum
vigilance:
- Hands on controls;
- Do not use AFCS upper modes.
C 4 3 (M) One unit may be inoperative for IFR or
VFR nighttime flights provided that:
(a) one unit is operating continuously in FND
mode on each side of the instrument
panel during takeoff, final approach and
aborted approach phases,
(b) the ISIS (item 34.9) is operational.
In the two cases, if AP# TEST FAILED
appears on MFD at pre-flight test, check for
MFDi DIALOG message (associated with the
failed PU) and be sure that both APM can be
engaged (ON).
2. Flight Control Panel (FCP) C 2 1 See item 22.03 - Flight Control Panel (FCP)
3. Reserved - - - -
4. Cross talk between MFDs C 4 per 3 per One may be inoperative.

MFD MFD

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5. ARINC link between APMi B 2 1 (O) One may be inoperative provided that:
(i=1 or 2) and Display System
- the flight is carried out in VMC,
- it is not reasonably practical to repair or
replace before commencement of the
flight.
Operational Procedure:
- Disengage APMi,
- Attentive piloting.
Refer to item 22.01
6. Reserved - - -
7. Discrete link between APMi B 2 1 (O) One may be inoperative provided that:
(i=1 or 2) and Display System
- the flight is carried out in VMC,
- it is not reasonably practical to repair or
flight.
- Disengage APMi,
Refer to item 22.01
8. Reserved - - -
9. Stand-By Instrument (ISIS) C 1 0 (O) May be inoperative for daytime VMC

flight provided that:
(a) both AHRS (item 34.14) are operative,
(b) both ADC (item 34.19) are operative.
In case of AHRS or ADC failure, join VFR
if possible.

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10. Reserved - - -
11. Reserved - - -
12. Reserved - - -
13. Reserved - - -
14. Attitude and Heading C 2 1 (O) One may be inoperative for daytime VMC
Reference System (AHRS) flight provided that ISIS (item 34.9) is
operative.
On RCU:
- Select valid AHRS;
- Set invalid AHRS to OFF.
In case of 2nd AHRS or ISIS failure, join VFR
if possible.
NOTE
Depending on the TAWS Version installed
with AHRS 2 failed, refer to item 34.34 and
Flight Manual SUP.31.
15. Magnetic Aircraft Sensor C 2 1 (O) One may be inoperative for VMC flight.
(MAS)
On RCU:
- Select DG mode on the heading receiving
the failed MAS,
- Adjust the DG value by comparison to the
valid heading source.
Check heading with stand-by compass.
16. Reserved - - -

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17. Radio Altimeter

transmitter/receiver
(a) Single RA configuration C 1 - (O) May be inoperative provided that
applicable regulations do not require its use.
Switch off RA.
(b) Dual RA configuration C 2 - (O) One or both May be inoperative provided
that procedures and applicable regulations do
not require its use.
- In case of failure of one RA:
. switch off failed RA,
. reconfigure on “1” or “2” position on RA
control panel.
- In case of failure of both RA, switch off both
RA.
- For SAR operations, refer to RFM.
18. Reserved - - -
19. Air Data Computer (ADC) C 2 1 (O) May be inoperative for daytime VMC flight
provided that ISIS (item 34.9) is operative.
On RCU: Select valid ADC
In case of 2nd ADC or ISIS failure, join VFR if
possible.
20. VOR D - - As required by applicable regulations.
21. ILS D - - As required by applicable regulations.
22. DME D - - As required by applicable regulations.
23. ADF D - - As required by applicable regulations.
24. SSR Transponder Mode A/C D - - As required by applicable regulations.
25. Reserved - - -

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26. Global positioning System

(GPS) (if installed)
(a) Single GPS configuration C 1 - As required by applicable regulations.
(b) Dual GPS configuration C 2 0 One or both may be inoperative for VFR flight
provided that procedures do not require its
use.
NOTE
In case of one GPS loss:
- the following flag will be triggered on
MFD (FND format) GPS 1 or GPS 2 ,
- If GPS lost is GPS 2, degradation of
ADS-B out capability (the H/C position
is no longer transmitted by
transponder),
- the RNP4 or RNP2 (remote) capability is
lost.
In case of both GPS loss:
MFD (FND format) 1GPS2 ,
- the following AFCS upper modes will
not be available: APP, VAPP, GSPD,
TDN and HOV,
- HTAWS consequence: the FLTA
function and terrain display are lost,
- the H/C position is no longer
transmitted by ADS-B out function,
- degradation of ADS-B out function
since the H/C position is no longer
transmitted by transponder,
- the RNP capabilities are lost.

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26. Global positioning System

(GPS) (if installed) (Cont'd)
(b) Dual GPS configuration C 2 1 One may be inoperative for IFR flight
(Cont'd) provided that:
(a) procedures do not require its use,
(b) the missed approach procedure of the
intended RNP approach to be flown does
not require the remaining GPS,
(c) both navigation system appropriate for
the intended route are operative (refer to
ATA 34.20 and 34.21),
(d) VHF2 is operative (refer to ATA 34.27).
NOTE
In case of one GPS loss:
MFD (FND format) GPS 1 or GPS 2 ,
- If GPS lost is GPS 2, degradation of
ADS-B out capability (the H/C position
is no longer transmitted by
transponder),
- the RNP4 or RNP2 (remote) capability is
lost.
In case of both GPS loss:
MFD (FND format) 1GPS2 ,
- the following AFCS upper modes will
not be available: APP, VAPP, GSPD,
TDN and HOV,
- HTAWS consequence: the FLTA
function and terrain display are lost,
- degradation of ADS-B out function
since the H/C position is no longer
transmitted by transponder,
- the RNP capabilities are lost.
27. VHF navigation equipment D - - As required by applicable regulations.
(if installed)

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28. Standby Magnetic Compass B - - As required by applicable regulations.
29. SSR Transponder Mode S D - - As required by applicable regulations.

(if installed)
30. OAT Indicator C 2 0 May be inoperative provided that another air
temperature indicator is operative that is
convertible to OAT.
31. NR/ILS system D 1 0 May be inoperative provided that:
(a) if necessary, another approach system is
operational,
(b) ILS system is not required for the flight or
series of flight.
32. Tail Temperature Probes C 2 0 (O) One or both may be inoperative.
(Post MOD 07 26632 only) Operational Procedure:
Before setting electrical power ON, disengage
TAU1 and TAU2 breakers.
33. Tail Temperature Adaptor C 1 0 (O) May be inoperative.
Unit (TAU) Operational Procedure:
(Post MOD 07 26632 only)
Before setting electrical power ON, disengage
TAU1 and TAU2 breakers.
34. Terrain Awareness and A 1 0 (O) May be inoperative provided that:
Warning System (TAWS) - No more than 6 hours shall be flown over
(EGPWS if installed) water since the discovery of failure,
- A maximum of 24 hours have elapsed
since the discovery of failure,
- The aircraft shall not fly overwater at an
altitude less than 500 ft except for take-off
and landing,
- The aircraft shall not descend below 500 ft
on approach overwater unless the landing
site is clearly visible to the pilot,
- The visual warnings and cautions
associated with the defined inoperative
aural warnings and annunciations are
checked operative by the pilot prior to
departure.
Radio Altimeter visual information has to be
used.

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35. Airborne Collision Avoidance C 1 0 (M) May be inoperative provided local specific
System (ACAS 1) procedures do not require ACAS 1.
(If installed)
The system has to be deactivated using the
associated ACAS circuit breaker (PP3).
36. Flight Management System
(FMS) (If installed)
(a) FMS without radio control C - 0 One or more may be inoperative provided
function (single or Dual) procedures do not require their use.
(b) Dual FMS with radio C 2 1 (O) One may be inoperative for VFR flight
control function provided that operational procedures do not
require dual FMS use.
- Switch off the failed FMS.
- Reconfigure on valid FMS (if automatic
reconfiguration is not provided or
performed by the system).
NOTE
In case of FMS synchronization loss:
- if ANAV source is active, the navigation
source ANAV switches to ANAVX (X
being the active FMS),
MFD (FND format) FMS 1 or FMS 2 ,
- the FMS triggers the INDEPENDENT OP
alert message,
- refer to flight manual procedure.
In case of both FMS loss:
source ANAV switches to ANAV (fail
status),
MFD (FND format) 1FMS2 ,
- use conventional radio navigation
means and proceed to a suitable
airport,
- TCAS2 control is lost.

16-20 Page 8

NUMBERS
36. Flight Management System

(FMS) (If installed) (Cont'd)
(b) Dual FMS with radio or
control function (Cont'd)
C 2 1 (O) One may be inoperative for IFR flight
provided that:
(a) operational procedures do not require
dual FMS use,
(b) the missed approach procedure of the
intended RNP approach to be flown does
not require GPS,
(c) VHF2 is operative,
(d) the remaining FMS and backup radio
control box (CTL4000) are available,
(e) one VOR/ILS is operative.
- Switch off the failed FMS.
- Reconfigure on valid FMS (if automatic
reconfiguration is not provided or
performed by the system).
NOTE
In case of FMS synchronization loss:
source ANAV switches to ANAVX (X
being the active FMS),
MFD (FND format) FMS 1 or FMS 2 ,
- the FMS triggers the INDEPENDENT OP
alert message,
- refer to flight manual procedure.
In case of both FMS loss:
source ANAV switches to ANAV (fail
status),
MFD (FND format) 1FMS2 ,
- the RNP navigation capability is lost,
- use conventional radio navigation
means and proceed to a suitable
airport,
- TCAS2 control is lost.

16-20 Page 9

NUMBERS
42. Weather Radar System D 1 0 (O) May be inoperative for flight provided that
(if installed) applicable regulations do not require its use.
Switch the radar to STBY or OFF (If STBY is
unavailable).
46. DMAP (If installed) D 1 0 (O) May Be Inoperative.

Switch off if DMAP item is unavailable.
NOTE
When DMAP is inoperative, the following
functions are lost:
- display of maritime traffic (AIS),
- display of terrain map.
50. Automatic identification D - 0 May be inoperative provided that applicable

system (AIS) (If installed) operational procedures/regulations do not
require its use.

16-20 Page 10

NUMBERS
35. OXYGEN
1. Oxygen Systems C - - As required by applicable regulations.

(if installed)

15-15 Page 1

NUMBERS
45. CENTRALIZED
MAINTENANCE SYSTEM
1. M’ARMS Aircraft recording D - - As required by applicable regulations.
and monitoring system
(if installed)
NOTE
All helicopters equipped with M'ARMS with
bevel gear P/N 332A32-5101-00/05/10/15 and if
MOD45 monitoring feature is inoperative, refer
to following paragraphs.
1.1 MOD45 monitoring feature D 1 0 May be inoperative for operations which enable
(MOD45 FAIL display or NO emergency landing on ground within 10 minutes
DATA FROM HUMS display at Vy.
or no display on the M'ARMS
IHM).
1.2 MOD45 monitoring feature May be inoperative for operations which do not
(MOD45 FAIL display or NO enable emergency landing on ground within
DATA FROM HUMS display 10 minutes at Vy provided:
or no display on the M'ARMS
IHM).
(a) Helicopters already D 1 0 The total flight time, from the last inspection
performing ultrasonic performed in accordance with paragraph 3.B.3 of
checks. ASB No. EC225-04A009 to the next one foreseen
does not exceed the maximum flight time
authorised following this inspection defined
through ASB No. EC225-04A009 paragraph
1E.2.d.2.
(b) Helicopters not already D 1 0 The operations are performed in accordance with
performing ultrasonic ASB No. EC225-04A009 paragraph 1.E.2.d.2 at
checks. the latest 2 hours after the occurrence of the
failure.

15-15 Page 1

NUMBERS
52. DOORS
1. Door closing indication C 1 0 May be inoperative if crew can ensure by a visual

system check that the doors are correctly closed and
locked.
NOTE
For flights with sliding doors intentionally left
open, refer to Flight Manual Section 2.3.

15-15 Page 1

NUMBERS
56. WINDOWS
56-10. Cockpit windshields A 3 0 (M) One or all windshields may be cracked for 20
calendar days provided that:
a) heating network is switched off on each
windshield concerned,
b) there is no crack on the inner side of the
windshield,
c) no overheating and bubbling of the windshield
is observed.
d) the aircraft does not operate in icing
conditions,
e) the visibility is acceptable to the flight crew.
Check changes in the windshield damage before
and after each flight.

15-15 Page 1

NUMBERS
63. MAIN ROTOR DRIVE
1. Main rotor tachometer A 2 1 One may be inoperative provided that:

(a) the indicator on the pilot's side is operative,
and
(b) the aircraft does not takeoff for a flight or
series of flights, unless the purpose is to join
directly a base where repairs or
replacements can be made.
OPERATIONAL NOTE
In the unlikely event of failure of the second
Main rotor tachometer, fly smoothly with the
help of Aural (NR min/max) and visual (FLI)
cues, and do not use the rotor brake on the
ground at the end of the flight.
2. Rotor brake C 1 0 (O) (M) May be inoperative.
Rotor must not be started or stopped when wind
velocity exceeds 30 knots.
Rotor brake disk must be free and rotor braking
system must be made inoperative.
Refer to MMA, WC 05-53-00-283.
3. Rotor braking system position C 1 0 (O) (M) May be inoperative.
caution light
Rotor must not be started or stopped when wind
velocity exceeds 30 knots.
Rotor brake disk must be free and rotor braking
system must be made inoperative.
Refer to MMA, WC 05-53-00-283.

15-15 Page 1
(1) SYSTEM AND (2) RECTIFICATION INTERVAL

SEQUENCE NUMBERS
4. MGB oil pressure indicator C 1 0 May be inoperative for flight provided that:
(a) the MGB auxiliary oil pressure caution light
(item 63.5) is operational,
(b) it is not reasonably practical to repair or
replace before commencement of the flight.
5. MGB auxiliary oil pressure B 1 0 May be inoperative provided that:
caution light (S/B.P)
(a) the MGB oil pressure indicator (item 63.4) is
operational,
(b) the MGB main oil pressure caution light (MP)
is operational.
6. MGB oil temperature B 1 0 May be inoperative provided that:
indicator
(a) the MGB oil pressure indicator (item 63.4) is
operational,
(b) the MGB auxiliary oil pressure caution light
(S/B.P) (item 63.5) is operational.

15-15 Page 2

NUMBERS
65. TAIL ROTOR DRIVE

1. IGB oil temperature indications A 1 0 (O) The IGB oil temperature monitoring and
alerting system may be inoperative for the return
flight to the base provided that:
(a) IGB.T is lit on VMS,
(b) the IGB.T monitoring system is confirmed
faulty. When the IGB/TGB temperature test
switch is activated (during 3 s), IGB.T lights
off then lights on when the switch is released
(IGB T test is not correct),
(c) there is no sign of IGB oil leakage on
cowlings and in the vicinity of the IGB,
(d) the IGB oil level prior to flight is above the
minimum authorized level,
(e) the chip detector line test is correct (refer to
FLM section 4.3 §1).
- Limit duration of flight to 2 hours.
- Avoid to extended hover flight.
2. TGB oil temperature indications A 1 0 (O) The TGB oil temperature monitoring and
alerting system may be inoperative for the return
flight to the base provided that:
(a) TGB.T is lit on VMS,
(b) the TGB.T monitoring system is confirmed
faulty. When the IGB/TGB temperature test
switch is activated (during 3 s), TGB.T lights
off then lights on when the switch is released
(TGB T test is not correct),
(c) there is no sign of TGB oil leakage on
cowlings and in the vicinity of the TGB,
(d) the TGB oil level prior to flight is above the
minimum authorized level,
(e) the chip detector line test is correct (refer to
FLM section 4.3 §1).
- Limit duration of flight to 2 hours.
- Avoid to extended hover flight.

16-18 Page 1

NUMBERS
77. ENGINE INSTRUMENTS
1. Triple tachometer indicators A 2 1 One may be inoperative provided that:

(a) the indicator on the pilot's side is
operative, and
(b) the aircraft does not takeoff for a flight or
series of flights, unless the purpose is to
join directly a base where repairs or
replacements can be made.

15-15 Page 1
LIST OF EFFECTIVE PAGES - EASA

(1) AIRWORTHINESS EFFECTIVITY:
• Without indication .............. Applicable to all aircraft.
• A ...................................... Specific to EASA.
(2) VARIANT OF STANDARD DEFINITION EFFECTIVITY:
• Without indication .............. Applicable to all aircraft.
• XXX.................................... Specific to aircraft equipped with XXX.
ATA PAGES DATE CODE (1) (2)
00.00.00.P1 1 to 1 15-15
00.00.00.P5 1 to 3 17-05 A
00.00.00.P6 1 to 1 16-18
00.10.00 1 to 7 15-15
10.00.00 1 to 1 15-15
18.00.00 1 to 1 15-15
21.00.00 1 to 4 15-15
22.00.00 1 to 4 15-15
23.00.00 1 to 1 15-15
24.00.00 1 to 2 15-15
25.00.00 1 to 3 15-15
26.00.00 1 to 4 17-05
28.00.00 1 to 5 15-15
29.00.00 1 to 1 15-15
30.00.00 1 to 2 15-15
31.00.00 1 to 1 15-15
32.00.00 1 to 2 15-15
33.00.00 1 to 2 15-15
34.00.00 1 to 10 16-20
35.00.00 1 to 1 15-15
45.00.00 1 to 1 15-15
46.00.00 1 to 1 16-20
52.00.00 1 to 1 15-15
56.00.00 1 to 1 15-15
63.00.00 1 to 2 15-15
65.00.00 1 to 1 16-18
77.00.00 1 to 1 15-15

A 17-05 Page 1
LOG OF NORMAL REVISIONS - EASA
NORMAL REVISION 0 Issue 2 date code 08-26 JAA accepted on September 18, 2008
NORMAL REVISION 1 Issue 2 date code 08-29 EASA accepted on May 12, 2010
EASA OEB process to take into account the last
Title NORMAL REVISION 2 Issue 1 date code 07-28 DGAC MMEL
DGAC approved on September 05, 2008
Revised
All
information
Deleted
None
information
NORMAL REVISION 2 Issue 2 date code 12-30 EASA accepted on August 31, 2012
Incorporation of possible IPS failure, and possible cracks on windshields.

Title
Correction of conditions for AHRS, ISIS and ADC items.
Revised ATA 00.00.00.P6, ATA.21.00.00 item 14, ATA.30.00.00 items 3, 4 and 9,
information ATA.34.00.00 items 9, 14 and 19, ATA.56.00.00 and ATA.63.00.00
Deleted
ATA 65
information
NORMAL REVISION 3 Issue 2 date code 13-24 EASA accepted on July 30, 2013
Title Update the ATA.45 to introduce the M'ARMs MOD45 monitoring.

Revised ATA 00.00.00.P1, ATA 00.00.00.P5, ATA.45.00.00.
information
Deleted
None
information
NORMAL REVISION 4 Issue 2 date code 13-25 EASA accepted on October 24, 2013
Title Introduce the ATA 46 for AMC.

Revised ATA 00.00.00.P1, ATA 00.00.00.P5, ATA 00.00.00.P6, ATA.46.00.00.
information
Deleted
None
information
NORMAL REVISION 5 Issue 2 date code 14-13 EASA approved on April 29, 2014
Title Update the ATA.45 to introduce the update of ASB N°EC225-04A009.

Revised ATA 00.00.00.P1, ATA 00.00.00.P5 and ATA.45.00.00.
information
Deleted
None
information

A 17-05 Page 2

A 17-05 Page 3

LOG OF NORMAL REVISIONS (CONT'D) - EASA
EASA approval N° 10055955

NORMAL REVISION 6 Issue 2 date code 15-15
on December 11, 2015.
Update the ATA 26 (Fire Protection) to introduce MOD 07.28004 (Electrical
activation of engine pneumatic fire detection) - ATA 25, NOTE becomes
MAINTENANCE procedure - ATA 63, incorporation of crosslink to the AMM
Title
Work card - Modifications of the preliminary notes - Harmonization of the title
of the columns with other MMEL - Addition of Rectification Interval according
to the EASA CS-MMEL.
Revised All ATA, ATA 25, ATA 26 and ATA 63.
information
Deleted
ATA 25 item 5 and ATA 33 items 1 and 2.
information
Approved on November 28, 2016 under
the authority of EASA DOA No.21J700.
Title Update to introduce ATA 65 for Tail rotor drive.
Revised ATA 00.00.00.P5, ATA 00.00.00.P6 and ATA 65.00.00.
information
Deleted
None.
information
on March 17, 2017.
Update of the ATA 34 (Navigation) and ATA 46 (Systems integration and
Title
display) to introduce software evolutions for step 2 avionic.
Revised ATA 00.00.00.P5, ATA 34.00.00 and ATA 46.00.00.
information
Deleted
None.
information
on July 7, 2017.
Update the ATA 26 (Fire Protection) to introduce MOD 07.28005 (MGB
Title
pneumatic fire detection activation).
Revised ATA 00.00.00.P5 and ATA 26.00.00.
information
Deleted
None.
information

A 17-05 Page 3
CONTENTS
DESIGNATION No. ATA.100
PRELIMINARY NOTES 00.10.00
PARKING, MOORING, STORAGE AND RETURN TO SERVICE 10.00.00
AVCS 18.00.00
AIR CONDITIONING 21.00.00
AUTOMATIC FLIGHT CONTROL 22.00.00
COMMUNICATIONS 23.00.00
ELECTRICAL POWER GENERATION 24.00.00
EQUIPMENT – FURNISHINGS 25.00.00
FIRE PROTECTION 26.00.00
FUEL 28.00.00
HYDRAULIC SYSTEM 29.00.00
ICE AND RAIN PROTECTION 30.00.00
INSTRUMENTS / RECORDING SYSTEMS 31.00.00
LANDING GEAR 32.00.00
LIGHTS 33.00.00
NAVIGATION 34.00.00
OXYGEN 35.00.00
CENTRALIZED MAINTENANCE SYSTEM 45.00.00
SYSTEMS - INTEGRATION AND DISPLAY 46.00.00
DOORS 52.00.00
WINDOWS 56.00.00
MAIN ROTOR DRIVE 63.00.00
TAIL ROTOR DRIVE 65.00.00
ENGINE INSTRUMENTS 77.00.00

16-18 Page 1
PRELIMINARY NOTES
1 PREAMBLE
1.1 Introduction
The following is applicable for operators under European air operations regulations.
Paragraph 1.c.2 of Annex I to Article 5 (Essential requirements for airworthiness) of
Regulation (EC) No. 216/2008 (the ‘Basic Regulations’) requires that all equipment installed
on an aircraft required for type certification or by operating rules shall be operative.
However, paragraph 2.a.3 of Annex IV to Article 8 (Essential requirements for air operations)
of the Basic Regulations also allows the use of a Minimum Equipment List (MEL) where
compliance with certain equipment requirements is not necessary in the interests of safety
under all operating conditions.
Experience has shown that with the various levels of redundancy designed into aircraft,
operation of every system or of all installed items may not be necessary when the remaining
operative equipment can provide an acceptable level of safety.
1.2 Purpose and limitations
This Master Minimum Equipment List (MMEL) is developed by Airbus Helicopters and
approved by EASA to optimize aircraft use and thereby provide more convenient and
economic air transportation for the public.
This MMEL includes those items related to airworthiness and IR-OPS and other items the
EASA finds may be inoperative and yet maintain an acceptable level of safety by appropriate
conditions and limitations; it does not contain obviously required items such as blades and
rotors.
In order to maintain an acceptable level of safety, the MMEL establishes limitations on the
duration of and conditions for operation with inoperative items.
Unless specifically allowed by this MMEL, an inoperative item may not be removed from the
aircraft.
1.3 Utilization
The MMEL is the basis for the development of an individual operator’s MELs which take into
consideration the operator’s particular aircraft equipment configuration and operational
conditions.
All items related to the airworthiness and the operational regulations of the aircraft not listed
on the MMEL shall be operative.
Airworthiness Directives supersede the content of this MMEL.
When an item is discovered to be inoperative, it is reported by making an entry in the
continuing airworthiness record system or the operator’s technical log, as applicable.
For failures occurring in flight, Flight Manual procedures are applicable until the completion of
flight (rotor stopped).
Following sufficient fault identification, the item is then either rectified or deferred in
accordance with the MEL or other approved means of compliance acceptable to the
appropriate authority and the Agency prior to further operation. MEL conditions and
limitations do not relieve the operator from determining that the aircraft is in a condition for
safe operation with items inoperative.

15-15 Page 1
Prior to operation with any item inoperative, acceptance by the crew is required in
accordance with the continuing airworthiness management procedures.
When developing the MEL, compliance with the stated intent of the preamble,
definitions and the conditions and limitations specified in this MMEL is required.
Multiple inoperative items
Operators are responsible for exercising the necessary operational checks to ensure that an
acceptable level of safety is maintained. The exposure to additional failures during continued
operation with inoperative systems or components must also be considered.
This MMEL takes into account multiple inoperative items. However, it is unlikely that all
possible combinations of this nature have been accounted for. Therefore, when operating
with multiple inoperative items, the inter-relationships between those items and the effect on
aircraft operation and crew workload shall be considered.
Rectification interval extension
This MMEL has been evaluated taking into account a one-time extension of the rectification
intervals of categories B, C and D.
2 DEFINITIONS AND EXPLANATORY NOTES

‘Rotorcraft Flight Manual’ means the document required for type certification and approved by
EASA.
‘Alternate procedures are established and used’ or similar statement, means that alternate
procedures (if applicable), to the affected process, must be drawn up by the operator.
‘Any in excess of those required by regulations’ means that the listed item is required by
applicable legislation (or the applicable airspace requirements) and must be operative, only
excess items may be inoperative.
When the item is not required, it may be inoperative for the time specified by its rectification
interval category.
‘As required by applicable regulations‘ means that the listed item of equipment is subject to
certain provisions (restrictive or permissive) expressed in the applicable legislation (European
air operations regulations, Single European Sky legislation or the applicable airspace
requirements).
When the equipment is not required, it may be inoperative for the time specified by its
rectification interval category.
‘Calendar Day’ means a 24-hour period from midnight to midnight based on either UTC or local
time, as selected by the operator. All calendar days are considered to run consecutively.

15-15 Page 2
‘Commencement of flight’ is the point when an aircraft begins to move under its own power for
the purpose of preparing for take-off.
‘Considered Inoperative’, as used in the dispatch conditions, means that the item must be
treated for dispatch, taxiing and flight purposes as though it were inoperative. The item shall not
be used or operated until the original deferred item is repaired.
Additional actions include:
- documenting the item on the dispatch release (if applicable), placarding, and
- complying with all remarks, exceptions, and related MMEL provisions, including any (M) and
(O) procedures and observing the rectification interval.
‘Daylight’ means the period between the beginning of morning civil twilight and the end of
evening civil twilight relevant to the local aeronautical airspace; or such other period, as may be
prescribed by the appropriate authority.
‘Day of discovery’ means the calendar day that a malfunction was recorded in the aircraft
maintenance record/log book.
‘Deactivated’ and ‘secured’ means that the specified item must be put into an acceptable
condition for safe flight.
‘Extended-overwater flight‘ means flight overwater at a distance from land as defined in
operating rules in CAT.IDE.H.300 or NCC.IDE.H.227, as applicable.
‘Flight’, for the purposes of this MMEL, means the period of time between the moment a
helicopter’s rotor starts turning, until the moment the helicopter finally comes to rest at the end
of the flight and rotor is stopped.
‘Item’ means component, instrument, equipment, system or function.
‘Icing Conditions’ means an atmospheric environment that may cause ice to form on the
aircraft or in the engine(s) as defined in the RFM.
‘If installed’ means that the item is either optional or is not required to be installed.
‘Inoperative’ means that the item does not accomplish its intended purpose or is not
consistently functioning within its approved operating limits or tolerances.
‘Is not used’ in the provisos, remarks or exceptions for an MMEL item may specify that another
item described in the MMEL ‘is not used’. In such cases, crew members should not activate,
actuate, or otherwise utilize that item under normal operations. It is not necessary for the
operators to accomplish the (M) procedures associated with the item.
However, operations-related provisions, (O) procedures and rectification interval must be
complied with. An additional placard must be affixed, to the extent practical, adjacent to the
control or indicator for the item that is not used, to inform crew members that an item is not to be
used under normal operations.
‘Intended Route’ corresponds to any point on the route including diversions to reach alternate
aerodromes required to be selected by the operational rules.

15-15 Page 3
‘It is not reasonably practical to repair or replace before commencement of the flight ’
The intention of this proviso is that the aircraft may be dispatched if there are inadequate
available spares or if there are no qualified and authorized personnel on base to perform the
task. The definition is not dependent on whether there is enough time available to complete the
task before the next flight. If the aircraft is at a maintenance base or any other airport but the
spare(s) or manpower is not available, then the aircraft may be dispatched. As soon as the
aircraft lands at an airport where the spares are available and there are qualified and authorized
personnel on base, the failure must be rectified.
‘(M)’ indicates a requirement for a specific maintenance procedure which must be
accomplished. Normally these procedures are accomplished by maintenance personnel using
Work cards from the Aircraft Maintenance Manual (AMM).
The simple maintenance procedures not involving an AMM work card are described directly in
column 5.
‘Master Minimum Equipment List’ means a document approved by EASA that establishes the
aircraft equipment allowed to be inoperative under conditions specified therein for a specific
type of aircraft.
‘Note’ provides additional information for flight crew or maintenance consideration.
‘–’ A dash indicates a variable number of the equipment items either installed (column (3)
"Number Installed") or required (column (4) "Number required for dispatch"), or not applicable.
‘Number Installed’ is the number of items normally installed in the aircraft. This number
represents the aircraft configuration considered in developing this MMEL. Should the number be
variable (e.g. passenger cabin items), or not applicable, a number is not required; a ‘–’ is then
inserted.
‘Number required for dispatch’ is the minimum number of items required for operation
provided the conditions specified are met. Should the number be variable (e.g. passenger cabin
items) or not applicable, a number is not required; a ‘-’ is then inserted.
‘(O)’ indicates a requirement for a specific operational procedure which must be accomplished
in planning for and/or operating with the listed item inoperative.
‘Placarding’: Each inoperative item must be placarded.
NOTE
To the extent practical, placards should be located adjacent to the control or indicator for
the item affected.

15-15 Page 4
‘Rectification intervals’: Inoperative items or components must be rectified at or prior to the

rectification intervals established (column (2)) by the following letter designators:
- Category A:
No standard interval is specified; however, items in this category shall be rectified in
accordance with the conditions stated in the MMEL.
a) Where a time period is specified in calendar days or flight days, the interval excludes the
day of discovery.
b) Where a time period is specified other than in calendar days or flight days, it shall start at
the point when the anomaly is recorded.
- Category B:
Items in this category shall be rectified within three (3) calendar days, excluding the day of
discovery.
- Category C:
Items in this category shall be rectified within ten (10) calendar days, excluding the day of
discovery.
- Category D:
Items in this category shall be rectified within one hundred and twenty (120) calendar days,
excluding the day of discovery.
‘Remarks or Exceptions’ include statements either prohibiting or allowing operation with a
specific number of items inoperative, provisos (conditions and limitations), notes, (M) and/or (O)
symbols, as appropriate for such operation.
‘Visible Moisture’ means atmospheric environment containing water in any form that can be
seen in natural or artificial light; for example, clouds, fog, rain, sleet, hail, or snow.
‘VFR’ means flight performed according to visual flight rules.
‘VMC’ means flight performed according to visual meteorological conditions.
‘IFR’ means flight performed according to instrument flight rules.
‘IMC’ means flight performed according to instrument meteorological conditions.

15-15 Page 5
3 PRESENTATION
IMPORTANT NOTE
A possible consequence of the equipment failure may be a caution message or a caution
light, raised by avionics. When practical, such consequences are included in the list of
items for information purposes only.

NUMBERS
DISPATCH CONDITIONS.
Different conditions may be required for
ATA-number-ref Equipment RI X Y
operations:
- when they have a cumulative effect; they
Consequences:
are indicated as follows:
(possibly and for information
(a), (b), (c) ….
purposes only)
- When they are exclusive, they are listed as
follows: - or - or - …
4 MMEL MANAGEMENT
4.1 Definitions
Variant of standard definition and Certification specificities
The "standard" MMEL corresponds to the definition of the basic version and constitutes the
reference for certification.
The "variant" MMEL corresponds to a Type design definition that includes modifications
modifying the standard TC.
Information concerning either a variant of standard definition or specific non-EASA
certification requirements may necessitate adapting the information of the EASA MMEL on
certain items within some ATA chapters. In these cases, specificities are covered by
SUPPLEMENTS for variants of standard definition and by APPENDIX for specific certification
requirements for foreign authorities
A SUPPLEMENT or APPENDIX is a MMEL covering any differences relative to the Standard
aircraft MMEL information, for each affected ATA, by supplementing or modifying standard
MMEL affected items only.
The SUPPLEMENT or APPENDIX is updated as a stand-alone document.
List of effective pages and applicability

The list of effective pages (P5) identifies, for each ATA, all the pages making up the MMEL.
The list of effective pages is supplemented by a log of Normal Revisions.

15-15 Page 6
4.2 Guidance in the use of supplements and appendices
4.2.1 Applicability
Supplements cover a variant of standard definition linked to design modifications.
Appendices cover specific certification requirements of foreign Authorities.
Supplements and appendices must be used in conjunction with the standard EASA MMEL.
The applicability (variant of standard definition or foreign Authority) is clearly mentioned in
the relevant Supplement or appendix.
In case of an appendix made due to specific certification requirements of a foreign
Authority, it is applicable for the aircraft which operate under this specific Certification
jurisdiction.
List of MMEL Supplements

The complete list of applicable Supplements is given in ATA 00.00.00.P2.
4.2.2 MMEL management with supplements and appendices
A supplement or an appendix defines the differences relative to the standard MMEL
recommended by EASA for the aircraft type, by identifying the differences at the latest
revision.
The information presented in the standard EASA MMEL remains applicable except where
superseded by an item in the supplement or in the appendix.
NOTE
Items within the supplement or appendix will use the same reference number as the
corresponding item in the standard EASA MMEL. Where an item in the supplement or
appendix does not appear in the standard MMEL, the number of this item will be
preceded by "S" (for Supplementary) and the sequential reference will commence
from "1" (e.g. S.1 would be the first specific item added in the affected ATA). Such
items will be placed at the end of the related ATA chapter.
A supplement or appendix must always be based upon a defined Normal Revision of the
EASA MMEL with the date-code clearly mentioned. Additional MMEL alleviation provided
by later issues of the standard EASA MMEL must not be used until this supplement or
appendix has been updated to confirm that issue as the base document.

15-15 Page 7

NUMBERS
10. PARKING, MOORING,

STORAGE AND RETURN TO
SERVICE
1. Equipment for making Sound

D - - As required by applicable regulations.
Signals (if installed)
2. Sea Anchor (if installed) D - - As required by applicable regulations.

15-15 Page 1

NUMBERS
18. AVCS
1. Accelerometer AFT C 2 0 (O) May be inoperative.

Set AFT command to OFF
2. Accelerometer FWD C 2 0 (O) May be inoperative.
Set FWD command to OFF
3. AVC Actuator FWD C 1 0 (O) May be inoperative.
Set FWD Command to OFF.
4. AVC Actuator LEFT C 1 0 (O) May be inoperative.
Set AFT command to OFF.
5. AVC Actuator RIGHT C 1 0 (O) May be inoperative.
Set AFT command to OFF.
6. AVC Controller C 1 0 (O) May be inoperative.
Set AFT & FWD commands to OFF.
7. AVC Power Amplifier C 1 0 (O) May be inoperative.
Set AFT & FWD commands to OFF.
8. COMFORT light on WCP C 1 0 May be inoperative.
9. Maintenance Box C 1 0 May be inoperative.
10. OHCP Command FWD/AFT C 1 0 May be inoperative.

15-15 Page 1

NUMBERS
21. AIR CONDITIONING
1. Main fan C 1 0 May be inoperative provided that the

(Main, Cockpit) ventilation is not required to ensure demisting
or deicing of the windshield,
or
C 1 0 May be inoperative provided that the electric
windshield deicing system (item 30.3) is
operational.
2. Reserved - - -
3. Recirculation actuator C 1 0 May be inoperative provided that the OAT is

(Cockpit & Cabin) above –20°C when the actuator is jammed in
outside air intake position,
or
C 1 0 May be inoperative provided that the OAT is
below +40°C when the actuator is jammed in
recirculation position (renew cockpit air by
means of the clear vision windows).
4. Distribution unit actuator C 1 0 May be jammed OFF or in any other position
(Cockpit) for flight provided that:
(a) the regulating valve and the P3 cut off
valve are operational,
(b) the position allows windshield demisting
or deicing,
or
the electric windshield deicers are
operational.
(c) the OAT is above –20°C when the
actuator is jammed in one of the following
positions:
. OFF,
. ventilation,
. ventilation + cold demisting

15-15 Page 1

NUMBERS
5. P3 distribution valve C 1 0 May be inoperative for VMC flight provided

(Cockpit) that it is jammed in the demisting/deicing
position,
or
C 1 0 May be inoperative for VMC flight provided
that the electric windshield deicers (item 30.3)
are operational.
6. Regulating valve (Cockpit) C 1 0 May be inoperative provided that:

(a) the P3 cutoff valve (item 21.7) is
operational,
(b) P3 air is not required to ensure windshield
demisting and deicing,
(c) the electric windshield deicers
(item 30.3) are operational,
(d) the cockpit heating and demisting
functions using P3 bleed air are shut off.
7. P3 cutoff valve C 1 0 (O) May be inoperative provided that:

(a) the cockpit and cabin regulating valves
(items 21.6 and 21.13) are operational,
(b) the P3 bleed air is not required to ensure
windshield demisting or deicing,
or
the electric windshield deicers (item 30.3)
are operational,
(c) the P3 heating and demisting functions
are shut off (function selector set to OFF)
during takeoff and landing phases,
(d) the OAT is above –20°C.
In the event of an engine failure, switch off P3
heating and demisting systems.

15-15 Page 2

NUMBERS
8. Automatic heating and C 1 0 May be inoperative for flight requiring use of

demisting regulation system hot air for windshield demisting or deicing,
(Cockpit & Cabin) provided that temperature regulation is
ensured manually.
9. Temperature probe C 3 0 From one to three probes may be inoperative

(Cockpit & Cabin) for flight requiring use of hot air for windshield
demisting or deicing provided that:
(a) temperature regulation is ensured
manually,
(b) the overheating detector (item 21.10) is
operational.
10. Overheating detector C 2 0 One or both may be inoperative provided that:

(Cockpit & Cabin)
(a) the three temperature probes (item 21.9)
are operational,
(b) the P3 cutoff valve (item 21.7) is
operational.
11. P3 leak detector C 2 0 One or both may be inoperative for VMC flight
(Cockpit & Cabin) provided that:
(a) P3 bleed air is not required for windshield
demisting or deicing,
(b) the electric windshield deicers (item 30.3)
are operational,
(c) the cockpit P3 heating and demisting
functions are shut off.
12. Cabin fan C 1 0 May be inoperative provided that cabin heating

system is not used.
13. Cabin regulating valve C 1 0 May be inoperative provided that:

(a) the P3 cutoff valve (item 21.7) is
operational,
(b) the electric windshield deicers
(item 30.3) are operational.

15-15 Page 3

NUMBERS
14. Cooling system
(1) Cockpit cooling D 1 0 May be inoperative.

(If installed)
(2) Cabin cooling D 1 0 May be inoperative.
(If installed)

15-15 Page 4

NUMBERS
22. AUTOMATIC FLIGHT

CONTROL
1. APM Auto Pilot Module B 2 1 (O) (M) One may be inoperative provided that:
- The flight is carried out in VMC,
- It is not reasonably practical to repair or
flight.
- Disengage the failed APM,
Maintenance Procedure:
If the AFCS preflight test cannot be started,
exchange APM1 and APM2, then run the
preflight test again:
2. Cross talk between the two B 2 1 (O) One may be inoperative

APM computers
- Maintain both APM ON,
- In case of APM2 failure, AFCS upper
mode will disengage. Re-engage them as
required.
3. Flight Control Panel (FCP) B 2 1 (O) (M) Copilot FCP may be inoperative
- Engage/Disengage modes by means of
the pilot FCP.
- Control set references by means of the
pilot FCP.
Maintenance Procedure:
If the inoperative FCP is on the pilot side,
exchange pilot and copilot FCP.

15-05 Page 1

NUMBERS
4. Cyclic trim and auto trim C 2 0 (O) One or both may be inoperative for flight
actuators provided that the corresponding AUTO TRIM
switch(es) are set to OFF.
The flight crew monitors the AFCS annunciator
and centers the control as necessary.
5. Yaw trim and auto trim C 1 0 (O) May be inoperative for flight provided that
actuators the AUTO TRIM switch is set to OFF.
The flight crew monitors the AFCS annunciator
and centers the control as necessary.
6. Collective trim actuator B 1 0 (O) One may be inoperative.
- Command AFCAU: COLL TR FEEL on
REL.
- The pilot controls the collective axis
manually. Adjust collective friction as
necessary.
7. Cyclic trim beep controls C 2 0 (O) One or both may be inoperative.
- In basic stabilization, modify set point
values by releasing the artificial feel loads
using the cyclic control grip.
- In higher modes, modify set point values
using the FCP pushbuttons.
8. Collective trim beep controls C 2 0 (O) One or both may be inoperative for flight.
Modify set point values using the FCP
pushbutton.

15-05 Page 2

NUMBERS
9. Cyclic stick trim feel release C 2 0 (O) One or both may be inoperative for
controls Daytime VMC flight.
- In hover flight: Use the “follow up trim
function” (automatic in hovering).
- In forward flight: Use the “beep trim
control”.
If the “beep trim control” is inoperative,
use the “cyclic trim feel release” of the
AFCAU during the anchoring point
modification. In this case, the cyclic
pitch must be controlled manually
during the action.
- Combined failure of “Pilot Cyclic stick
trim feel release control”, “Pilot Cyclic
trim beep control” and “Cyclic trim feel
release control of the AFCAU” is
forbidden.
10. Collective lever trim feel C 2 0 (O) One or both may be inoperative.
release controls
- Use the collective trim beep control.
If the collective trim beep control is
inoperative, use the collective trim feel
release of the AFCAU during anchoring
point modification. In this last case, the
collective pitch must be controlled
manually during the action.
- Combined failure of “Collective lever
trim feel release control”, “Collective
trim beep control” and “Collective trim
feel release control of the AFCAU” is
forbidden.

15-05 Page 3

NUMBERS
11. Cyclic SEMA B 2 0 (O) One or both may be inoperative for

flight.
- The AFCS is automatically reconfigured.
- Hands on controls for ILS approach.
12. Yaw SEMA C 1 0 (O) May be inoperative for flight.

- The AFCS is automatically reconfigured.
13. Flight Director C - - As required by applicable regulations.
14. Navigation Database(s) C - - As required by applicable regulations.

(If installed)

15-05 Page 4

EC 225 LP: Master Minimum Equipment List

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MASTER MINIMUM EQUIPMENT

EASA MMEL Section Manager Airbus Helicopters

APPROVED EC 225 LP 00.00.00.P1

(1) SYSTEM AND SEQUENCE (2) RECTIFICATION INTERVAL

(4) NUMBER REQUIRED FOR DISPATCH

ITEM (5) REMARKS OR EXCEPTIONS

1. Radio-communication D - - As required by applicable regulations.

B 1 0 May be inoperative provided that:

6. Audio Selector Panel D - - As required by applicable regulations.

7. Public Address System D - - As required by applicable regulations.

10. Flight Deck Door D - - As required by applicable regulations.

APPROVED EC 225 LP 23.00.00

(1) SYSTEM AND SEQUENCE (2) RECTIFICATION INTERVAL

(4) NUMBER REQUIRED FOR DISPATCH

ITEM (5) REMARKS OR EXCEPTIONS

24. ELECTRICAL POWER

5. Transformer-rectifier warning C 2 1 One may be inoperative provided that the

6. DC voltmeter B 1 0 May be inoperative provided that:

APPROVED EC 225 LP 24.00.00

(1) SYSTEM AND SEQUENCE (2) RECTIFICATION INTERVAL

(4) NUMBER REQUIRED FOR DISPATCH

ITEM (5) REMARKS OR EXCEPTIONS

7. DC bus power available C 2 1 One may be inoperative provided that:

8. Bus-tie indicator light C 1 0 (O) May be inoperative provided that :

9. Battery temperature indicator C 1 0 May be inoperative.

10. 26V transformer B 1 0 May be inoperative provided that RDR 1400

APPROVED EC 225 LP 24.00.00

(1) SYSTEM AND SEQUENCE (2) RECTIFICATION INTERVAL

(4) NUMBER REQUIRED FOR DISPATCH

ITEM (5) REMARKS OR EXCEPTIONS

2. Hoists Installation D - 0 May be inoperative provided that procedures do

APPROVED EC 225 LP 25.00.00

(1) SYSTEM AND SEQUENCE (2) RECTIFICATION INTERVAL

(4) NUMBER REQUIRED FOR DISPATCH

ITEM (5) REMARKS OR EXCEPTIONS

6. Cabin Crew Seats D - - (M) One may be inoperative provided that:

APPROVED EC 225 LP 25.00.00

APPROVED EC 225 LP 25.00.00

FOR INSTRUCTION ONLY

(1) SYSTEM AND SEQUENCE (2) RECTIFICATION INTERVAL

(4) NUMBER REQUIRED FOR DISPATCH

ITEM (5) REMARKS OR EXCEPTIONS

14. First Aid Kit D - - As required by applicable regulations.

APPROVED EC 225 LP 25.00.00

(1) SYSTEM AND SEQUENCE (2) RECTIFICATION INTERVAL

(4) NUMBER REQUIRED FOR DISPATCH

ITEM (5) REMARKS OR EXCEPTIONS

APPROVED EC 225 LP 28.00.00

(1) SYSTEM AND SEQUENCE (2) RECTIFICATION INTERVAL

(4) NUMBER REQUIRED FOR DISPATCH

ITEM (5) REMARKS OR EXCEPTIONS

Restrictions if fuel temperature is between -

APPROVED EC 225 LP 28.00.00

(1) SYSTEM AND SEQUENCE (2) RECTIFICATION INTERVAL

(4) NUMBER REQUIRED FOR DISPATCH

ITEM (5) REMARKS OR EXCEPTIONS

Restriction if fuel temperature is < -20°C: