11-5
• Does the item’s condition potentially affect the safety of passengers, crew, or service personnel?
• Could the item have a negative impact on emergency or abnormal procedures?
• Does the item create an additional workload for the crew at critical times of flight or flight preparation?
• Does the flightcrew need to evaluate the deferred NEF item on a flight-by-flight basis?
11.9 NEF Deferral Process. See Figure 11-2 for a flowchart that includes the following elements in sequence. The flowchart is a guide for developing an NEF deferral process.
The process may be modified to facilitate inclusion in an operator’s overall MEL deferral program with the intent of the elements outlined in the flowchart below being addressed.
11.9.1 Documentation. For an inoperative, damaged, or missing item to be considered for inclusion in an NEF program, the discrepancy will be documented in the aircraft logbook (or other approved location) per the operator’s discrepancy reporting system. This action is completed by the flightcrew, company maintenance personnel, or personnel authorized and approved to perform such functions as outlined in the operator’s maintenance program.
11.9.2 Current NEF Items. If the inoperative, damaged, or missing item is already on the NEF item list (if used), the established procedures for NEF deferral of the item will be followed.
11.9.3 MMEL, CDL, or MEL Items. An MMEL, CDL, or MEL item may not be deferred in accordance with the operator’s NEF program. The operator must follow the deferral procedures for inoperative, damaged, or missing items listed in the MMEL, MEL, or CDL, as per § 91.213(a)(5).
11.9.4 S ubcomponents of MMEL, CDL, or MEL Items. If the inoperative, damaged, or missing item is a subcomponent of, and supports the primary function of, a system identified in the MMEL/MEL/CDL, where no previous relief was authorized, the subcomponent may not be deferred in accordance with the operator’s NEF program.
11.9.5 Required by Certification or Operational Rules. If the item is required by any applicab le certification or operational rules, the item may not be deferred in accordance with the operator’s NEF program.
11.9.6 Safety- of-Flight Issues. If it is evident from a maintenance or operational perspective that an item could have an adverse effect on safety of flight; or if there is a safety of flight issue with an inoperative, damaged, or missing item, that item may not be deferred.
11.9.7 Source (Underlying Cause). I f the presence of a safety-of-flight issue is unknown, not present, or not applicable, ascertain whether the source (underlying cause) for the inoperative, damaged, or missing item can be identified and further evaluated. If the source (underlying cause):
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11.9.7.1 Cannot be identified, that item may not be deferred in accordance with the operator’s NEF program and must be repaired prior to flight.
11.9.7.2 Can be identified, determine whether that source (underlying cause) affects an equivalent level of safety (ELOS). If the source (underlying cause) is not applicable, evaluate the effect of the item on an ELOS.
11.9.8 Effects on ELOS. If the item has no impact on safety of flight, that item may be deferred in accordance with the operator’s NEF program.
11.9.9 I solated with Applicable Maintenance Procedures . If the item can be isolated and reevaluated using applicable maintenance procedures and a determination made that there is no safety of flight concern, it may be deferred in accordance with the operator’s NEF program.
11.9.10 D efer i n Accordance with the Operator’s NEF Program.
11.9.11 Update the NEF Item List, as Required.
Figure 11-2. NEF Item Selection Criteria Elements Flowchart
1. Documentation: Discrepancy Noted in Logbook Defer in Accordance With → YES 2. Current NEF Item?
the Operator's NEF Program NO Follow MMEL/CDL/MEL YES 3. MMEL/CDL/MEL Procedures Item?
NO May NOT be Deferred in Accordance With NEF YES 4. MMEL, CDL, MEL Program Jtem Subcomponent?
NO May NOT be Deferred in 5. Required Accordance With NEF YES for Cert or Op Program Rules?
NO Repair the Item YES 6. Safety-of-Flight Prior to Flight Issue?
• NO, Unknown or N/A
7. ID Source Repair the Item NO (Underlying Prior to Flight Cause)?
YES or N/A Defer in
8. Effects an Accordance Repair the Item YES Equivalent Level of With the Prior to Flight Safety? Operator's NEF Program Uncertain
9. Isolated (1) YES, Repair the Item • NO w/ Applicable Reevaluate Prior to Flight Maintenance Procedures
(2) YES, Passed
• Reevaluation
10. Defer in Accordance With the → 11. Update NEF List as Required Operator's NEF Program 11-7
12-1 CHAPTER 12. CONFIGURATION DEVIATION LIST (CDL)
12.1 Purpose of the CDL. The CDL is a list of externally exposed nonstructural aircraft parts that may be missing and is tailored for each model aircraft. The CDL evolved over several years from what was commonly known as a “missing parts list,” which was a list of nonstructural external parts of an aircraft that were found missing after flight. The missing parts list is known today as the CDL. A CDL allows continued operation with missing externally exposed nonstructural parts by defining restrictions, limitations, or performance penalties, while the aircraft remains airworthy.
12.2 Development. The aircraft manufacturer develops a CDL during the initial certification process. This is not a requirement for aircraft certification. The manufacturer makes the decision to develop or not to develop a CDL. The responsible Aircraft Certification Service office has final approval of all FAA-approved CDLs and all requests for revisions to an FAA-approved CDL.
12.2.1 Which Aircraft Has a CDL. A CDL is developed for most U.S.-built transport category 14 CFR part 25 aircraft and many part 23 aircraft by aircraft manufacturers during the initial certification process. However, they are not a required element for aircraft certification. The manufacturer makes the decision to develop or not to develop a CDL. If deemed necessary, the aircraft manufacturer develops a proposed CDL and coordinates submission with the responsible Aircraft Certification Service office and the AED. The responsible Aircraft Certification Service office and the AED review, evaluate, and may conduct or oversee any required testing and data collection necessary to approve proposed CDL items. Approval of a CDL is by the responsible Aircraft Certification Service office or through an OEM Organization Designation Authorization (ODA) program.
12.2.2 U. S. -Manufactured Aircraft. For U.S.-manufactured aircraft, an FAA-approved CDL is either:
• Incorporated into the limitations section of the AFM,
• Published as an appendix to the AFM, or
• Published as a supplement to the AFM.
12.2.3 Aircraft Manufactured Outside the United States. The CDL may be a standalone document that is part of the SRM or another manufacturer’s document.
12.3 CDL Versus MEL. An MEL and a CDL are separate documents. An MEL is approved by the responsible Flight Standards office. A CDL is approved by the responsible Aircraft Certification Service office, or through an OEM’s ODA program. An MEL and a CDL may be kept in the same binder but will be clearly partitioned as two separate “standalone” documents. If an operator desires an amendment to the CDL, the request should be made to the responsible Aircraft Certification Service office, or directly to the aircraft manufacturer.
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12.4 CDL Management Program. Operators will ensure they comply with all penalties, limitations, and restrictions associated with a CDL. An operator may develop procedures more restrictive than the CDL. An operator is not required to have a CDL management program. If an operator chooses to develop a CDL management program, they are not required to submit it to the FAA, and the FAA is not required to review it.
Advisory Circular Feedback Form If you find an error in this AC, have recommendations for improving it, or have suggestions for new items/subjects to be added, you may let us know by contacting the General Aviation and Commercial Division at 9-AFS-800-Correspondence@faa.gov or the Flight Standards Directives Management Officer at 9-AWA-AFB-120-Directives@faa.gov.
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