How to use the CS-MMEL method for passenger

reduction calculation with one exit inoperative under

MMEL?

ATA: 52-10 FIN: Ref: 52.10.00040

A/C Type: A318 A/C Serie: Topic: First Issue 04-NOV-
A319 Date: 2015
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Part Number: Last 10-DEC-
Publication 2015
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Supplier:
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Articles: 52.00.00002 Documentation:

Purpose of this Article:

The purpose of this article is to provide explanations on the CS-MMEL methodology
for the calculation of the passenger reduction with one cabin exit inoperative.

Flight Operations and Training

First Issue Date: 04-NOV-2015
Last Publication Date: 10-DEC-2015

Applicability
A319/A319/A320/A321/A330/A340/A350/A380

Background
Beginning of 2014, the EASA published the Certification Specifications and Guidance
Material for Master Minimum Equipment List (CS-MMEL).

The CS-MMEL contains an appendix that gives the dispatch conditions for the
equipment/functions required by the EASA operational rules. This appendix replaces
 the former JAA TGL n°26 that is not endorsed anymore further to the disappearance
of the JAA.

As part of this appendix, the EASA has defined dispatch conditions in the case a
passenger exit is inoperative and dispatched under MEL. These dispatch conditions
are accompanied by an EASA calculation method for passenger reduction.

This calculation method differs from the previous method promoted in the JAA TGL
26 and published by the UK Civil Aviation Authorities (CAA): FODCOM 8/99.

Compared to the FODCOM 8/99, the CS-MMEL method introduces:

- A new calculation methodology, and
- Additional restrictions to compensate for the limited evacuation capability of the
aircraft when one exit is inoperative.

The purpose of this article is to provide explanations on the CS-MMEL methodology

that applies to all Airbus aircraft and to support operators should this method be
required to be applied by National Authorities for their MEL.
The principle is the same for any Airbus aircraft.

Calculation

For illustration purposes, the calculation will be applied to the following cabin
configuration of an A330-300:

Nbr of seats in Zone A 42

Nbr of seats in Zone B 136
Nbr of seats in Zone C 129
Total nbr of seats 307

Exit Type Rating

1L(R) A 110
2L(R) A 110
3L(R) I 45
4L(R) A 110

In order to define the number of seats to be blocked (if any) when one exit is
inoperative under MMEL, the CS-MMEL calculation method proposes to do 3
successive calculations that define the maximum number of seats that can be used in
the aircraft:
1) Initial Aeroplane Capacity
2) Individual Zone Capacity
3) Sequential Zone Capacity

Note: These 3 capacities do not depend on the cabin layout but depends on the
maximum certified configuration of the specific aircraft type.

Then the aircraft capacity with one exit inoperative must be calculated in order to be
fully compliant with all 3 above-mentioned capacities.

Note: For the purpose of passenger reduction calculation, when one exit is
inoperative (e.g. Exit 1R), the exit exactly opposite to this exit (i.e. Exit 1L) is to be
considered inoperative also.

1) Initial Aeroplane Capacity

The initial aeroplane capacity corresponds to the maximum number of passenger
that could embark based on the demonstrated capability in the frame of
certification.

On Airbus aircraft, this capacity is the most limiting number between the rating of
the remaining operative passenger exits capacity and the rating of the remaining
slide/life rafts:
o The rating of the remaining operative passenger exits, which, itself is the
most limiting of:
 The sum of the rating of the remaining operative passenger exits,
or
 The maximum number of passengers as defined in the Type
Certificate Data Sheet (TCDS) reduced by the rating of the
inoperative exit.

Note: The TCDS can be found on the EASA website

(www.easa.europa.eu)

Note: The rating of the passenger exit pairs is defined by the EASA
regulation and depends on the type of exits installed.
Airbus aircraft are fitted with the following types of exit pairs:
Passenger Exit Type (pair) Rating
Type A (A330/A340/A350/A380) 110
Type C (A318/A319/A320/A321/A350) 55
Type C (A320 Maxpax) 65
Type I (A319/A320/A321/A330/A340) 45
Type III (A318/A319/A320) 35
Adjacent type III (A319/A320) 65

Additional Restriction: On A318/A319/A320/A321 aircraft, the CS-MMEL

method introduces an additional restriction that considers that when an
exit is inoperative and only one of the operative pair is a type C (rating
55/65) or bigger, this pair of exit is to be considered as a type I (rating 45).
Exemple: On an A320, When door 1 is inoperative, the
only remaining doors are 2A & 2B (adjacent type III) and
door 3 (type C). As a consequence, for the purpose of
passenger reduction calculation, the door 3 is to be
considered with a rating of 45 instead of 55.

This additional restriction has no impact on the other Airbus aircraft.

o The rating of the remaining slide/life rafts, which, itself is the most limiting
of:
 The sum of the rated capacities of all rafts of the operative exits
pairs, or
 The sum of the overload capacities of all rafts considering that the
larger remaining rafts is also lost.

Note:
- The overload capacity of a slide corresponds to the maximum
number of passengers that could embark on a raft if an additional
slide is discovered unusable at the moment of the evacuation.
- The rated and overload capacities of the raft on Airbus aircraft are
detailed in the CCOM.

Example for A330-300 (most limiting figure in red):

TCDS extract
 Initial Aeroplane Capacity
Inoperative
Using rating for Using Raft Rated Using Raft Overload
Exit Using TCDS data
remaining exits capacities Capacities
1 265 265 240 214
2 265 265 260 234
3 330 330 370 370
4 265 265 240 214

In this example, we can see that the A330-300 is limited by its raft capacity when
cabin exit 1, 2, or 4 is inoperative.

As such, the initial aeroplane capacity depends on whether overwater flights are
to be conducted or not.
Initial Aeroplane Initial Aeroplane
Inoperative
Capacity (no Capacity ( overwater
Exit
overwater flights) flights)
1 265 214
2 265 234
3 330 330
4 265 214

Note: For the calculation of the initial aeroplane capacity, the CS-MMEL method (§
(1)(iv)) limits the initial capacity of the aeroplane to the number of operative doors
which are type III and above the waterline multiplied by 35. This applies unless a
higher ratio has been granted for type certification. All Airbus aircraft have been
certified using a higher ratio even for ditching. As such, this paragraph from the CS-
MMEL does not apply to Airbus aircraft.

2) Individual Zone Capacity

The 2nd calculation requested by the CS-MMEL relates to each individual cabin
zone.
A zone is a section of the aircraft bordered by:
o Two pairs of exits, or
o One pair of exit and the start or end of the cabin.

The EASA introduces also in the calculation the concept of dead-end zone.
A dead-end zone is a zone that is bordered by only one pair of exits, the other
border of the zone being the start or end of the cabin or an inoperative exit.

In below example, when door 1L is inoperative, the whole zone A is to be

considered as a dead-end zone.

The individual zone capacity is calculated using the rating of the operative exit
pair bordering the zone.

Note: This capacity does not depend on the cabin layout.

Additional Restrictions:
o Each zone adjacent to an inoperative exit is to be considered as a dead-
end zone, and only 75% of the rating of the pair of operative exits
bordering the zone must be considered (e.g. rating becomes 82 instead of
110 if only a type A exit borders the zone).

o The seat rows immediately adjacent to the inoperative exit (forward and aft
of the exit) have to be blocked. This requirement can be revisited for small
density zones such as business or first class.
 Example for A330-300:

Inoperative
Zone A capacity Zone B capacity Zone C capacity
Exit
1 82 (DEZ*) 155 155
2 82 (DEZ*) 33 (DEZ*) 155
3 220 82 (DEZ*) 82 (DEZ*)
4 220 155 33 (DEZ*)
*DEZ = Dead End Zone

3) Sequential Zone Capacity

This 3rd calculation requested by the CS-MMEL relates to a check of the

consecutive zones.

The sequential zone capacity is calculated using the rating of the operative exits
bordering, or included in the zone.

Note: At this level of the calculation, the CS-MMEL does not mandate the
consideration of the 75% restriction for the Dead End Zones.

Note: This capacity does not depend on the cabin layout.

Example for A330-300:

Inoperative
Zone A+B capacity Zone B+C capacity
Exit
1 155 265
2 155 155
3 220 220
4 265 155

4) Application to the cabin layout

After these three calculations have been performed, the Operator must apply passenger
reduction in order to remain compliant with the 3 limitations:
- Initial Aeroplane Capacity
- Initial Zone Capacities
- Sequential Zone Capacities.

At this stage of the calculation, the final passenger reduction depends on:
- The type of flight to be conducted (overwater or not) for the aircraft that are limited
by the raft capacity, and
- The specific cabin layout of the concerned aircraft, and
- The strategy chosen by each Operator. Indeed, several possibilities may exist to
remain compliant with the 3 criteria defined in the CS-MMEL.

Note: Airbus xls guidelines are based on a strategy that, as much as possible, gives priority
to the most forward seats (first and business seats) so the limitation are preferably applied to
the more aft seats.

Example for A330-300:

Overwater Flights Exit 1 Exit 2 Exit 3 Exit 4

inop inop inop inop
Zone A 42 42 42 42
Zone B 113 33 82 136
Zone C 59 122 82 19
Total Zone A+B+C 214 197 206 197
Pax Reduction in Zone A 0 0 0 0
Pax Reduction in Zone B 23 103 54 0
Pax Reduction in Zone C 70 7 47 110
Total Pax Reduction 93 110 101 110

Non-Overwater flights Exit 1 Exit 2 Exit 3 Exit 4

inop inop inop inop
Zone A 42 42 42 42
Zone B 113 33 82 136
Zone C 110 122 82 19
Total Zone A+B+C 265 197 206 197

Pax Reduction in Zone A 0 0 0 0

Pax Reduction in Zone B 23 103 54 0
Pax Reduction in Zone C 19 7 47 110
Total Pax Reduction 42 110 101 110

Details of the calculation for Exit 1L inoperative and for non-overwater flights:

Nbr of seats in Zone A 42

Nbr of seats in Zone B 136
Nbr of seats in Zone C 129
Total nbr of seats 307

o The initial aeroplane capacity limits the number of seats to a maximum of

265 passengers.
Initial Aeroplane Initial Aeroplane
Inoperative
Capacity (no Capacity ( overwater
Exit
overwater flights) flights)
1 265 214

To ensure compliance with the initial aeroplane capacity, a minimum of

307-265 = 42 seats need to be blocked at the end of the calculation.

o The initial zone capacities limit the seats available in each zone (A/B/C) to
82/155/155.
Inoperative
Zone A capacity Zone B capacity Zone C capacity
Exit
1 82 (DEZ*) 155 155
*DEZ = Dead End Zone

To ensure compliance with the initial zone capacities calculation:

 No seats need to be blocked in Zone A as the nominal capacity of
42 is below the initial zone A capacity of 82.
 No seats need to be blocked in Zone B as the nominal capacity of
136 is below the initial zone B capacity of 155.
 No seats need to be blocked in Zone C as the nominal capacity of
129 is below the initial zone B capacity of 155.
 o The sequential capacities limit the seats available in each adjacent zone
(A+B/B+C) to 155/265.

Inoperative
Zone A+B capacity Zone B+C capacity
Exit
1 155 265

To ensure compliance with the sequential zone capacities calculation:

 23 seats need to be blocked in Zones A+B as the nominal capacity
of 178 is above the limitation at 155 derived from the sequential
zone capacities calculation.
 No seats need to be blocked in Zone B+C as the nominal capacity
of 265 is equal to the sequential zone calculation of 265.

The consideration of the 3 above requirements shows that:

1) A total of 42 seats need to be blocked in the cabin

2) Amongst these 42 seats to be blocked, at least 23 must be located in Zone A

and/or B.

3) The localization of the remaining 19 seats to be blocked is to be decided at

Operators’ level.
In the Airbus excel guideline; these 19 seats would be the more aft of the aircraft.
Other localizations are possible.

MEL Customization

The individual Operator’s MEL does not need to show the whole calculation of the
Initial Aeroplane Capacity, the Initial Zone Capacity, and the Sequential Zone
Capacity.

The MEL should only include the final results of the calculation giving clear guidelines
to the crew on which seats/seat rows need to be blocked depending on:
- The type of operation to be conducted (overwater or not when relevant)
- The exit that is inoperative.

Note: The CS-MMEL also specifies that: “Passengers shall not be seated on seat
rows adjacent to the affected exit(s), unless for particular layout it has been shown
that the remaining evacuation capability remains acceptable without this restriction”.

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