1-5 provide immediate relief for items required by a new regulatory requirement, policy change, or new technology.
1.7.19 Ite m. An item is an instrument, equipment, system, component, message, or function that is installed on or exhibited by the aircraft.
1.7.20 ATA iSpec 2200. A suite of data specifications and modules for the digital representation and exchange of technical data. The iSpec 2200 system incorporates previous ATA 100 and 2100 specs with improved structure and content of aircraft system and component nomenclature. This minimizes the cost and effort expended by operators and manufacturers in managing inventory.
1.7.21 Joint Aircraft System/Component (JASC) Code. The JASC code is a modified version of the ATA code developed by the FAA to address the need for an international standardization of aircraft system codes. It uses a four-digit format along with an abbreviated code title. For additional information, refer to the FAA Joint Aircraft System/Component Code Table and Definitions at https://avinfo.faa.gov/sdrx/documents/JASC_Code.pdf. (Also refer to i Spec 2200.)
1.7.22 Maintenance (M) Procedure. An (M) abbreviation indicates a requirement for a maintenance procedure that must be accomplished prior to operation with the listed item inoperative. Normally, these procedures are accomplished by maintenance personnel;
however, other personnel may be qualified and authorized to perform certain functions.
Procedures requiring specialized knowledge or skill, or requiring the use of tools or test equipment, should be accomplished by maintenance personnel. Appropriate procedures are required to be produced as a part of the aircraft operator’s manual or MEL. See (M) and (O) procedures in Chapter 3, Minimum Equipment List (MEL)—Content, paragraph 3.9.
1.7.23 Master Minimum Equipment List (MMEL).
1.7.23.1 An MMEL is a type-specific master list of aircraft items that may be inoperative under certain conditions while maintaining the aircraft’s airworthiness and an ALoS. All MMELs are developed and revised by the FOEB, receive concurrence from the FAA Safety Standards divisions (the Air Transportation Division, the Aircraft Maintenance Division, and the General Aviation and Commercial Division) and are approved by the AED manager.
An MMEL is the document on which an operator bases its MEL. All MMELs are located in the FAA DRS website.
1.7.23.2 The United States may enter a Bilateral Aviation Safety Agreement (BASA) with a foreign government when there is a need for technical cooperation with the foreign government’s Civil Aviation Authority (CAA), and if the foreign authority’s civil aviation safety oversight is substantially comparable to that of the FAA. BASAs are implemented through associated procedures. Refer to country-specific BASAs for MMEL considerations relating to foreign type-certificated aircraft validated under Implementation Procedures for
1-6 Ai rworthiness (IPA). The BASAs and associated IPAs may be found at http s://www.faa.gov/aircraft/air_cert/international/bilateral_agreements/. This information may be helpful for MMEL/MEL development and FAA TC or Supplemental Type Certificate (STC) application packages.
1.7.24 MMEL Policy Letters (PL ). PLs clarify FAA MMEL policy regarding specific kinds of equipment that may be deferred. While developing its MEL, an operator may need to refer to one or more aircraft or equipment-specific PLs with a GC designation, as these PLs may provide additional relief for items until the MMEL is revised. PLs are available under the “MELs and AED Guidance Documents” tab on DRS.
1.7.25 Make/Mod el/Series (M/M/S). M/M/S is a common abbreviation used when referring to a manufacturer’s particular model or type and series of given aircraft.
1.7.26 Managemen t Specification (MSpec). An MSpec is an authorization issued to part 91K operators by the FAA Administrator via a Letter of Authorization (LOA). An MSpec is equivalent to the OpSpec issued to part 121 or 135 operators.
Note: For the purposes of this AC , the term “OpSpec/MSpec” is used. (See “Operations Specification (OpSpec)” below.)
1.7.27 Minimum Equipment List (MEL). An MEL is an operator-speci fic, FAA-approved document that includes a list of items that may be inoperative during a flight. An MEL constitutes an approved change in the aircraft type design.
1.7.28 Moved. “Moved” in the “Remarks or Exceptions” column indicates the item was moved to a different chapter in the MMEL or an FAA-approved document.
1.7.29 Nonessential Equipment and Furnishings (NEF). NE Fs are those items installed on the aircraft as part of the original TC, STC, Engineering Order (EO), or other form of alteration that have no effect on the safe operation of flight, and would not be required by the applicable certification rules or operational rules. They are those items that, if inoperative, damaged, or missing, have no effect on the aircraft’s ability to be operated safely under all operational conditions. NEF items are not instrument and equipment items already identified in the MEL or CDL of the applicable aircraft. They do not include instrument and equipment items that are functionally required to meet the certification rule or for compliance with any operational rule. See Chapter 10 for additional information on an NEF program.
1.7.30 Note(s). No tes provide additional information for crewmember or maintenance consideration. Notes are used to identify applicable material which is intended to assist with compliance but do not relieve the aircraft operator of the responsibility for compliance with all applicable requirements. Additional notes may be amended, deleted, or added to the MEL by the aircraft operator, as appropriate. Notes are not a part of the provisos.
1.7.31 Number Installed. Th is column indicates the number (quantity) of items normally installed in the aircraft. This number represents the aircraft configuration(s) considered in
1-7 developing an MMEL. If the number is variable or impractical to determine
(e.g., optional equipment, fleet configuration differences, cockpit or cabin lighting items, cargo restraint components, flight data recorder (FDR) parameters), a number is not required and the dash “-” symbol is used instead. A dash or “N/A” (not applicable) may also be used for en route flight advisory service (EFAS) message relief.
1.7.32 Number Required for Dispatch. This column indicates the minimum number (quantity) of items required for operation, providing the conditions specified in the “Remarks or Exceptions” column are met. Where the MMEL shows a variable number “-” required for dispatch, the aircraft operator’s MEL may reflect the actual number required for dispatch or an alternate means of configuration control approved by the Administrator. An aircraft operator’s MEL may contain a “-” where the number required is based on the conditions of flight, such as adequate cockpit lighting or when operations are conducted under more than one set of operating rules.
1.7.33 O perations (O) Procedure. This symbol indicates a requirement for a specific operations procedure that must be accomplished in planning for or operating with the listed item inoperative. Normally, these procedures are accomplished by the flightcrew; however, other personnel may be qualified and authorized to perform certain functions. The satisfactory accomplishment of all procedures, regardless of who performs them, is the responsibility of the aircraft operator. Appropriate procedures are required to be produced as a part of the aircraft operator’s manual or MEL.
1.7.34 O perator. This AC uses the singular term “operator” for simplicity. Unless otherwise noted, the term “operator” when used in this AC applies to a program manager conducting part 91K operations or a certificate holder conducting operations under part 121, 125, or 135, as applicable.
1.7.35 O perations Specification (OpSpec) . An OpSpec is a document issued under 14 CFR part 119 to parts 121, 125, and 135 operators that contains the authorizations, limitations, and certain procedures under which each kind of operation, if applicable, is to be conducted; and certain other procedures under which each class and size of aircraft is to be operated.
1.7.36 P rincipal Inspector (PI). PIs are FAA personnel, within the operator’s responsible Flight Standards office, who are assigned primary responsibility for oversight of an operator’s safety of operations. PIs specialize in the three general areas of aircraft operations according to their qualifications: Avionics (PAI), Maintenance (PMI), and Operations (POI). PIs have FAA administrative authority to evaluate and approve an operator’s manuals, including the MEL.
1.7.37 P roviso. A proviso is used to stipulate conditions or limitations that must be complied with for operation with the listed item inoperative.
1.7.38 R emarks or Exceptions . The “Remarks or Exceptions” column includes the Maintenance (M) and Operations (O) indicators, a statement either prohibiting or permitting operation with a specific number of items inoperative, provisos, and appropriate notes.
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1.7.39 Responsible Aircraft Certification Service Office. The Aircraft Certification Service office performs aircraft certification duties and administers most type certification and continuous airworthiness program activities.
1.7.40 R esponsible Flight Standards Office. The Flight Standards office with oversight responsibility of an operator’s MEL and MEL management program. The term applies to a Certificate Management Office (CMO), Flight Standards District Office (FSDO), or an International Field Office (IFO).
1.7.41 S afety Assurance. Safety assurance is one of the four components of the Safety Management System (SMS), whereby an operator develops and maintains processes to monitor the safety performance of the organization.
1.7.42 S afety Management System (SMS) . SMS is the formal, top-down, organization-wide approach to managing safety risk and assuring the effectiveness of safety risk controls. It includes systematic procedures, practices, and policies for the management of safety risk.
An SMS program is required for part 121 operators in accordance with 14 CFR part 5.
Other operators may choose to implement SMS voluntarily.
1.7.43 S afety Risk Management (SRM) . SRM is a formal process of controlling safety risk by identifying hazards and analyzing and controlling risk. SRM is one of the four components of SMS, the others being safety policy, safety assurance, and safety promotion. SRM requires an accurate description of the application of the system, or subsystem, risk management principles, and processes.
1.7.44 S upplemental Type Certificate (STC) . An STC is issued by the FAA to a person who applies for a major change to a type design when the proposed change does not require an application for a new TC under § 21.19. The STC, which incorporates by reference the related TC, approves not only the modification, but also how that modification affects the original design.
1.7.45 T akeoff. For the purposes of MEL relief, takeoff is considered to be the point at which the pilot physically begins to apply power to initiate the takeoff from the runway or takeoff surface.
1.7.46 T riple Asterisk (***). The triple asterisk in the “Item” column indicates an item that may have been installed on some but not all aircraft covered by an MMEL. This item may be included in the aircraft operator’s MEL after the approving office has determined the item has been or will be imminently installed on one or more of the aircraft operator’s aircraft. This symbol, however, should not be carried forward into the aircraft operator’s MEL. It should be noted that neither this policy nor the use of this symbol provides authority to install or remove an item from an aircraft.
1.7.47 V ertical Bar (Change Bar) . A vertical bar indicates a change, addition, or deletion of content in the adjacent row(s) of text for the current revision of that page only.
1.8 Regulatory Requirements. Regulatory requirements for parts 91K, 121, 125, and 135 operations, in accordance with §§ 91.1115, 121.628, 125.201, and 135.179, as applicable,
1-9 indicate that no person may take off an aircraft with inoperable items unless there is an FAA-approved MEL for the aircraft and the operator fulfills certain other requirements.
For example, operators must:
1. Have authorization in OpSpec/MSpec D095, Minimum Equipment List (MEL) Authorization, to conduct operations using their approved MEL.
2. Provide the flightcrews with direct access, at all times prior to flight, to all of the information contained in the approved MEL through printed or other means approved by the Administrator in the OpSpec or MSpec.
1.9 OpSpec/MSpec D095 Requirements. An operator may request a D095 MEL authorization by submitting to the FAA a comprehensive MEL management program that addresses the management and repair of instruments and equipment listed in their FAA-approved MEL. The documents or manuals in the operator’s document system include a description of the program. For more information on the MEL management program, see Chapter 5, MEL Management Program Requirements. A D095 MEL authorization contains the following:
• A listing of authorized aircraft;
• A description of the maximum times between deferral and repair (repair categories);
• An MEL management program for managing the repair of the items listed in the FAA-approved MEL; and
• Conditions for continuing authorization–single extension.
1.10 Foreign Air Carriers and Foreign Operators of U.S.-Registered Aircraft Engaged in Common Carriage (14 CFR Part 129). Refer to AC 129-4, Maintenance Programs for U.S.-Registered Aircraft Operated Under 14 CFR Part 129, for information regarding their MELs.
1.11 AC Feedback Form. For your convenience, the AC Feedback Form is the last page of this AC. Note any deficiencies found, clarifications needed, or suggested improvements regarding the contents of this AC on the Feedback Form.
2-1 CHAPTER 2. MINIMUM EQUIPMENT LIST (MEL)—GENERAL
2.1 General. An MEL allows an operator to continue to operate an aircraft with inoperative items for a period of time, or to reposition it to a place where repairs can be made. It is important that repairs be accomplished at the earliest opportunity. An operator uses the MMEL applicable to an aircraft make/model/series (M/M/S) to develop its own MEL. An FAA-approved MEL may be more restrictive than the MMEL, but never less restrictive.
An operator’s MEL is approved by the Principal Operations Inspector (POI) at the operator’s responsible Flight Standards office. Per § 91.213, all changes to the MEL must be approved by the FAA prior to taking effect.
2.2 Categories of MEL Items. Three categories of items may be contained in an operator’s MEL: items specified in the MMEL, NEF items, and administrative control items (ACI).
2.2.1 MMEL Items. The MEL lists all of the MMEL items for which the operator desires relief, based on the operator’s specific aircraft configuration and type of operation.
2.2.2 N EF Program . The operator’s NEF program may be included in the MEL or a subset of the MEL, and consists of a list of NEF items; the process for evaluating each item in accordance with NEF requirements, reporting procedures, and repair or replacement policy and procedures. The NEF program may be appended to the MEL or it may exist separately within the operator’s manual system.
2.2.3 Ad m inistrative Control Items (ACI). An ACI is listed by the aircraft operator in the MEL for tracking and informational purposes. As an example, ACI may be used to track Extended Operations (ETOPS) accomplishment of required auxiliary power unit (APU) cold-soak, or in-flight verification starts. An ACI may be added to an aircraft operator’s MEL by approval of the POI, provided no relief is granted, or provided conditions and limitations are contained in an approved document (e.g., Structural Repair Manual or Airworthiness Directive (AD)). If relief other than that granted by an approved document is sought for an ACI, a request must be submitted to the Administrator. If the request results in review and approval by the Flight Operations Evaluation Board (FOEB), the item becomes an MMEL item rather than an ACI. Furthermore, with regards to ACIs:
1. The listing of an ACI in its MEL is subject to POI approval.
2. ACIs should either be listed in the MEL systems section under the appropriate Air Transport Association of America (ATA) number section or be listed in a separate chapter reserved for ACIs.
3. An ACI can list all of the conditions and limitations included in the operator’s approved or accepted manual, or could include a reference to all such manuals.
2.3 Limitations of MEL Deferrals. An operator’s MEL may not be less restrictive than the MMEL, the applicable requirements in 14 CFR, the operator’s operations specifications (OpSpecs)/management specifications (MSpecs), applicable AD, or the Airplane Flight Manual (AFM)/Rotorcraft Flight Manual (RFM) limitations and emergency procedures.
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2.4 Required Sections. As technology in aviation evolves, traditional pages may become digital sections or subsections of flowing text. As such, content may be presented and tracked differently in digital format compared to print. The following MMEL-based elements must be in an operator’s MEL, but may be presented according to the operator’s style and system output capabilities. The MMEL format outline contains eight sections, six of which must be in the operator’s MEL:
2.4.1 Table of Contents. The table of contents includes a sequential list of all the content in the MEL, by section, subsection, paragraph, or title, and includes the corresponding location identifier or page identification. The format may vary based on the operator’s manual system preferences.
2.4.2 L og of Revisions. The log of revisions contains the revision identification (usually a number) and the date of the revision. It may also contain a list of the revised pages, a block for the initials of the person posting the change, and additional enhancements for use by the operator. The format may vary based on the operator’s manual system preferences.
2.4.3 D efinitions . A list of definitions of terms used in MMELs and MELs is found in MMEL PL-25. For operator MELs, certain MMEL definitions may be edited or may be omitted if the element is not used in the operator’s MEL. MEL definitions will be tailored, as appropriate, including content and format, dependent upon the aircraft operator’s make/model (M/M) of aircraft, type of installed items, and specific operation.
However, the intent of the definition must be the same and cannot be less restrictive than the MMEL.
2.4.4 P reamble . The standard MMEL preamble should be reproduced verbatim in each MEL, should not be modified, and should comply with the policy requirements included in FAA MMEL PLs. Operators conducting part 91K, 121, 125, or 135 operations should use the preamble included in MMEL PL-34, MMEL and MEL Preamble.
2.4.5 Control Page. The control page is meant for tracking the status of the MEL to ensure currency and applicability to a specific aircraft. It includes a revision record, which lists the date of each page of the operator’s MEL. It may also be used as a means of conveying FAA approval of the MEL. At a minimum, the control page will contain:
• The operator’s name;
• A listing of all pages in the MEL (including the date of each page’s revision);
• The MMEL revision number on which the MEL is based; and
• A signature block containing space for the signature of the POI (required only if this page is used as a means of conveying FAA approval of the MEL).
2.4.6 MMEL ATA or Joint Aircraft System/Component (JASC) Coded Sections. Each MEL contains the MMEL ATA or JASC coded sections, as appropriate to the operator’s and aircraft manufacturer’s nomenclature.
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2.5 Optional Sections.
2.5.1 C over Page. The cover page format and information ma y be the same as the MMEL at the operator’s discretion. If a cover page is used, the operator should include the MMEL revision on which the MEL is based. The operator may also include additional information in the control page at the operator’s discretion.
2.5.2 Highlights of Change Page. This page summarizes the changes made by the operator in each revision.
Note: T he operator may include additional information sections in addition to the ones listed.
3-1 CHAPTER 3. MINIMUM EQUIPMENT LIST (MEL)—CONTENT
3.1 MEL Contents. In addition to the required MEL format items, an operator’s MEL includes specific content based on the items installed on the operator’s aircraft. Except for those instances specified by policy, an operator’s MEL should incorporate the phraseology used in the MMEL to ensure clarity and standardization.
3.2 Air Transport Association of America (ATA) or Joint Aircraft System/Component (JASC) Coded Sections. The use of the term “coded sections” refers to either the JASC Code Table or the ATA Specification 100 code. The MEL ATA/JASC coded system sections include a list of individual items in the aircraft, together with requirements for operation when the items are inoperative. Each system sequence may be further broken down into individual item numbers along with repair interval categories.
3.2.1 System and Sequence Item Numbers. Operators should use the ATA or JASC system sequence numbering system. The ATA numbering system provides an industry-wide standard for numbering aircraft systems and is relevant for all aircraft. The alternate format for aircraft system coding is the JASC.
3.2.2 I ndividual Item Numbers.
1. Individual item numbers are not required to match ATA/JASC system and sequence item numbers. An operator may use its own numbering system to identify individual items within a given ATA/JASC code group, as appropriate.
2. A triple asterisk (***) below the system number in column 1 of an MMEL indicates that an item has been installed on some models of a particular aircraft make/model/series (M/M/S). Operators omit the triple asterisk symbol in their MEL and use a system sequence number when the item is installed on one or more of the operator’s aircraft.
3. An MMEL item that is not listed in an operator’s MEL is not subject to MEL relief and must be fully operative at takeoff in accordance with § 91.213.
4. An operator’s MEL limitations, conditions, and restrictions may never be less restrictive than the MMEL. However, an operator may add limitations or increase restrictions for a particular item if they are more restrictive that those required by the MMEL.
5. Operators typically list an MEL item exactly as it is in the MMEL. If an MMEL uses a generic term to describe a particular item, an operator may use different terminology, provided the operator’s terminology is recognizable and easily identified with the corresponding MMEL item.
6. If an MEL item contains multiple components, the operator may choose to list the components separately following the item in the MEL.
7. Operators may not list duplicate items or items that are listed individually elsewhere in the MMEL.
8. Individual components of an MMEL or MEL item may not be listed as NEF.
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3.3 Repair Categories. Each item listed in an MEL (excluding NEF items or administrative control items (ACI)) should include a repair category designator as depicted in the MMEL. Repair categories represent the maximum time interval during which an item may be inoperative. When an item becomes inoperative and the operator defers repair, the aircraft may not be operated beyond the specified period until repairs are made. The requirement to comply with repair categories are included in the operator’s Operations Specification (OpSpec)/Management Specification (MSpec) D095, Minimum Equipment List (MEL) Authorization. Maximum repair time intervals are delineated by repair categories “A,” “B,” “C,” and “D.” Operators may adopt repair intervals that are more restrictive than the MMEL, but may not use a repair category that is less restrictive than the MMEL. Unless exercising an extension as listed in Chapter 5, MEL Management Program Requirements, operators using an MEL should ensure that repairs of deferred inoperative items are accomplished prior to expiration of the repair intervals established by the following letter designators:
3.3.1 R epair Category A. This category item must be repaired within the interval specified in the “Remarks or Exceptions” column of the aircraft operator’s MEL. For repair intervals specified in consecutive calendar days or flight days, the day of discovery is excluded.
For all other time intervals (e.g., flights, flight legs, cycles, hours), the repair interval begins at the point when the item is deferred in accordance with the aircraft operator’s MEL.
3.3.2 R epair Category B. In accordance with § 91.213 and OpSpec/MSpec D095, this category item must be repaired within 3 consecutive calendar days (72 hours), excluding the day of discovery. For example, if it were recorded at 10 a.m. on January 26, the 3-day interval would begin on January 27 and end at 23:59:59 on January 29.
3.3.3 R epair Category C. In accordance with § 91.213 and OpSpec/MSpec D095, this category item must be repaired within 10 consecutive calendar days (240 hours), excluding the day of discovery. For example, if it were recorded at 10 a.m. on January 26, the 10-day interval would begin on January 27 and end at 23:59:59 on February 5.
3.3.4 R epair Category D. In accordance with § 91.213 and OpSpec/MSpec D095, this category item must be repaired within 120 consecutive calendar days (2,880 hours), excluding the day of discovery.
3.4 Number of Items Installed. The “Number Installed” column of an MEL lists the number (quantity) of the specified item installed on the aircraft. This number typically represents the aircraft configuration used to develop the aircraft MMEL.
3.4.1 Variable Number Installed. A dash (-) for number installed indicates a variable number of the installed item. Use of a “-” is common in fleet MELs where aircraft of the same make and model (M/M) have differing numbers of specific items. Additionally, operators may use a “-” if it is impractical to show the actual number of the specific items (e.g., light bulbs, light-emitting diodes (LED)) installed on the aircraft.
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3.4.2 Items Listed on the MMEL But Not Installed on the Aircraft. An operator’s MEL does not have to list items included in the MMEL but not installed on the operator’s aircraft.
For number continuity in an MEL, operators may choose to:
1. Omit the item from the MEL altogether and renumber the individual items within an ATA category as necessary to provide continuity. Individual item numbers in an MMEL are not necessarily ATA/JASC code numbers but could be sequential item numbers within an ATA/JASC category; or
2. List the item in the MEL and show the “Number Installed” as zero (0). In this case, the “Number Required for Dispatch” would also be zero (0), and the remark “Not Installed” would be noted under “Remarks or Exceptions.” In this case, the repair category designators are omitted.
3. Omit the item from the MEL, but not renumber the subsequent items to keep the same numbering as the MMEL. For example, jumping from 21-21-01 to 21-21-03, and omitting 21-21-02.
4. Other alternatives may be proposed by an operator to their FAA Certificate Management Team (CMT).
3.5 Number Required for Dispatch. The “Number Required for Dispatch” column of an MEL reflects the minimum number of items required, provided the conditions specified in the “Remarks or Exceptions” are met. The number of items required for dispatch may differ from what is required in the MMEL under the following conditions:
1. The item is listed in the MMEL as optional, is not installed on the operator’s aircraft, or is installed on the operator’s aircraft but is not required in all operations. In this case, a zero (0) may be shown as the number required for dispatch.
2. The “Number Required for Dispatch” is followed by a “-” in the MMEL.
3. Where the MMEL shows a dash “-” required for dispatch, the MEL should reflect the actual number required for dispatch. Fleet configuration differences and the dispatch requirements will be specified in the “Remarks or Exceptions” column.
4. The number required for dispatch in the MEL cannot be less restrictive than the MMEL.
3.6 Remarks or Exceptions. The “Remarks or Exceptions” column of the MMEL includes the Maintenance (M) and Operations (O) indicators, a statement permitting operation with a specific number of inoperative items and their associated provisos. To accommodate a variety of operators and operating rules, MMELs contain intentionally general “Remarks or Exceptions” for items required by 14 CFR for a particular type of operation, or for items that require specific procedures when inoperative. The MMEL may list a specific number of items that may be inoperative or may state “any in excess” of a number. “Remarks or Exceptions” in an operator’s MEL may not be general. Each operator’s MEL will expand the MMEL “Remarks or Exceptions” to include specific 14 CFR compliance requirements and detailed procedures for operating with the inoperative item(s). Listing the 14 CFR regulation (e.g., § 121.643) in the operator’s
3-4 MEL is optional so long as the compliance requirements are listed. MEL “Remarks or Exceptions” that list references to other manuals containing MEL procedures within the operator’s manual system is an acceptable alternative. The “Remarks or Exceptions” column may be blank or may include a statement permitting operation with a specific number of items inoperative. The statement may include provisos for such operations and appropriate notes. If the MMEL remarks are blank, the aircraft operator’s MEL may, at the operator’s discretion, incorporate the text, “May be inoperative.”
3.7 MEL Remarks and Exceptions Defined. The operator’s MEL will expand on MMEL general “Remarks or Exceptions” and will include specific procedures to enable compliance with applicable operating requirements. The following phrases are examples of MMEL general “Remarks or Exceptions”-specific conditions that should be expanded in the operator’s MEL “Remarks and Exceptions” when the particular item is inoperative.
The FAA may not approve an MEL that includes provisos with general statements such as:
• “May be inoperative provided procedures do not require its use.”
• “May be inoperative or missing if alternate procedures are established and used.”
• “May be inoperative unless required by 14 CFR” or “As required by 14 CFR.”
3.8 MEL Proviso Stipulations Should Be Specific. An operator’s MEL contains specific procedures, requirements, and conditions that apply when a particular item is inoperative.
The operator is responsible for ensuring that the MEL contains enough information to adequately and safely address operations with the item inoperative. The information is assessed by the FAA as part of the approval process.
3.9 (M) and (O) Procedures. The presence of (M) and (O) indicators in the MEL indicates that a specific procedure is required to be accomplished.
3.9.1 (M ) Procedures . This symbol indicates a requirement for a specific maintenance procedure that must be accomplished prior to operation with the listed item inoperative.
Normally, these procedures are accomplished by maintenance personnel. However, other personnel may be qualified and authorized to perform certain functions under 14 CFR part 43. Procedures requiring specialized knowledge or skill, or requiring the use of tools or test equipment, should be accomplished by maintenance personnel.
1. T he operator is responsible for ensuring that all (M) procedures are accomplished in accordance with the operator’s MEL program and applicable maintenance regulations.
2. As part of the review and approval process, the FAA may ask the operator to include additional instructions within the provisos to ensure that deferral procedures will continue to provide an Acceptable Level of Safety (ALoS).
3. The (M) procedures may be fully depicted in the operator’s MEL or in another manual. If a procedure is contained in another manual, the MEL should provide specific reference to the current version of that manual. MEL (M) procedures are