DIREKTORAT JENDERAL PERHUBUNGAN UDARA

KEMENTERIAN PERHUBUNGAN

PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA

NOMOR : KP 523 TAHUN 2015

TENTANG

PETUNJUK TEKNIS BAGIAN 8900 - 4.4

[STAFFINSTRUCTION 8900 -4.4) TENTANGPROSEDUR UNTUK PEMBUATAN, EVALUASI DAN PENGESAHAN TERHADAP

MINIMUM EQUIPMENT LIST (MEL) DAN CONFIGURATION DEVIATION LIST (CDL)(PROCEDURES FOR THE DEVELOPMENT REVIEWAND APPROVAL OF A

MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION DEVIATION LIST (CDL))

Menimbang

Mengingat

DENGAN RAHMAT TUHAN YANG MAHA ESA

DIREKTUR JENDERAL PERHUBUNGAN UDARA,

a. bahwa setiap pesawat udara yang dioperasikan sesuaidengan CASR 91, 121, dan 135 harus dilengkapiMinimum Equipment List (MEL) dan ConfigurationDeviation List (CDL) yang disetujui oleh DirekturJenderal Perhubungan Udara;

bahwa berdasarkan pertimbangan sebagaimanadimaksud pada huruf a, perlu menetapkan PeraturanDirektur Jenderal Perhubungan Udara tentangPetunjuk Teknis Bagian 8900 - 4.4 (Staff Instruction8900 - 4.4 ) Tentang Prosedur Untuk Pembuatan,Evaluasi Dan Pengesahan Terhadap MinimumEquipment List (MEL) Dan Configuration Deviation List(CDL) (Procedures For The Development Review AndApproval Of A Minimum Equipment List (MEL) AndConfiguration Deviation List (CDL));

Undang-Undang Nomor 1 Tahun 2009 tentangPenerbangan (Lembaran Negara Republik IndonesiaTahun 2009 Nomor 1, Tambahan Lembaran NegaraRepublik Indonesia Nomor 4956);

Peraturan Presiden Nomor 7 Tahun 2015 tentangOrganisasi Kementerian Negara (Lembaran NegaraRepublik Indonesia Tahun 2015 Nomor 8);

3. Peraturan Presiden Nomor 40 Tahun 2015 tentangKementerian Perhubungan (Lembaran NegaraRepublik Indonesia Tahun 2015 Nomor 75);

4. Keputusan Menteri Perhubungan Nomor KM 18Tahun 2002 tentang Persyaratan-PersyaratanSertifikasi dan Operasi Bagi Perusahaan AngkutanUdara Niaga Untuk Penerbangan Komuter danCharter sebagaimana telah diubah terakhir denganPeraturan Menteri Perhubungan Nomor PM 34Tahun 2015;

5. Peraturan Menteri Perhubungan Nomor KM 60Tahun 2010 tentang Organisasi dan Tata KerjaKementerian Perhubungan sebagaimana telah diubahterakhir dengan Peraturan Menteri PerhubunganNomor PM 68 Tahun 2013;

6. Peraturan Menteri Perhubungan Nomor PM 94 Tahun2015 tentang Peraturan Keselamatan PenerbanganSipil Bagian 91 (Civil Aviation Safety RegulationsPart 91) Tentang Pengoperasian Pesawat Udara(General Operating and Flight Rules);

7. Peraturan Menteri Perhubungan Nomor PM 107Tahun 2015 tentang Perubahan Kedua atas PeraturanMenteri Perhubungan Nomor PM 28 Tahun 2014tentang Peraturan Keselamatan Penerbangan SipilBagian 121 (Civil Aviation Safety Regulation Part 121)Tentang Persyaratan-Persyaratan Sertifikasi danOperasi Bagi Perusahaan Angkutan Udara YangMelakukan Penerbangan Dalam Negeri, InternasionalDan Angkutan Udara Niaga Tidak Berjadwal(Certification And Operating Requirements: Domestic,Flag, And Supplemental Air Carriers):

MEMUTUSKAN

Menetapkan : PERATURAN DIREKTUR JENDERAL PERHUBUNGAN

UDARA TENTANG PETUNJUK TEKNIS BAGIAN 8900 - 4.4

(STAFF INSTRUCTION 8900 -4.4) TENTANG PROSEDURUNTUK PEMBUATAN, EVALUASI DAN PENGESAHAN

TERHADAP MINIMUM EQUIPMENT LIST (MEL) DANCONFIGURATION DEVIATION LIST (CDL) (PROCEDURESFOR THE DEVELOPMENT REVIEW AND APPROVAL OF A

MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATIONDEVIATIONLIST (CDL).

KER

Pasal 1

Memberlakukan Petunjuk Teknis Bagian 8900 - 4.4 (StaffInstruction 8900 - 4.4 ) Tentang Prosedur UntukPembuatan, Evaluasi Dan Pengesahan Terhadap MinimumEquipment List (MEL) Dan Configuration Deviation List(CDL) (Procedures For The Development Review AndApproval Of A Minimum Equipment List (MEL) AndConfiguration Deviation List (CDL) sebagaimana tercantumdalam Lampiran yang merupakan bagian tak terpisahkandari Peraturan ini.

Pasal 2

Petunjuk Teknis ini berlaku untuk pengoperasian pesawatudara dengan registrasi PK sesuai dengan CASR 91, CASR121, dan CASR 135.

Pasal 3

Pada saat Peraturan ini mulai berlaku, KeputusanDirektur Jenderal Perhubungan Udara Nomor :SKEP/237/VII/2001 tentang Petunjuk Pelaksanaan [StaffInstruction Nomor 120-05) Tentang Prosedur UntukPembuatan, Evaluasi dan Pengesahan Terhadap MinimumEqupment List (MEL) And Configuration Deviation List(CDL).

Pasal 4

Direktur Kelaikan Udara dan Pengoperasian PesawatUdara mengawasi pelaksanaan Peraturan ini.

Pasal 5

Peraturan ini mulai berlaku sejak tanggal ditetapkan.

Ditetapkan di : JakartaPada tanggal : 31 Agustus 2015

DIREKTUR JENDERAL PERHUBUNGAN UDARA

gan aslinyaM DAN HUMAS,

HARJO

Tk. I (IV/b)NIP. 19660508 199003 1 001

ttd.

SUPRASETYO

LAMPIRAN PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARANOMOR : RP 523 TAHUN 2015TANGGAL: 31 AGUSTUS 2015

Staff Instruction

SI 8900 - 4.4

Procedures for the Development Review andapproval of a Minimum Equipment list (MEL)and Configuration Deviation List (CDL)

Amendment : 0

Date :

REPUBLIC OF INDONESIA - MINISTRY OF TRANSPORTATIONDIRECTORATE GENERAL OF CIVIL AVIATIONJAKARTA - INDONESIA

SI 8900 - 4.4

AMENDMENT RECORD LIST

Amendment No. Issue Date Inserted By Insertion Date

Original issue

11

Amendment

No.

Original

SUMMARY OF AMENDMENTS

Source/s Subject/s

SI 8900 - 4.4

Approved

in

1. PURPOSE

2. REFERENCES

3. CANCELLATION

4. AMENDMENT

KEP

FOREWORD

This Staff Instruction (SI) has been prepared inaccordance with the Civil Aviation Safety Regulations(CASR) for the use and guidance of DGAC andIndustry personnel. It contains all the relevantinformation with respect to the philosophy,development and approval of the Minimum EquipmentList (MEL).

DGAC Inspectors/Engineers are expected to use goodjudgment in matters where specific guidance has notbeen given and be aware of the need for revision to thepresent information as new requirements evolve.

Distribution of this SI to all interested parties shouldbe accompanied by sufficient socialization to ensure athorough understanding is achieved by the industrybefore attempting to obtain DGAC approval for the useof a MEL.

This Staff Instruction should be used in accordance

with the applicable regulations.

SI 120-005 - Procedures for the Development Reviewand approval of a Minimum Equipment list (MEL) andConfiguration Deviation List (CDL), dated 25 July 2001is canceled.

:The amendment of this Staff Instruction shall be

approved by the Director General of Civil Aviation.

DIRECTOR GENERAL OF CIVIL AVIATION

;an aslinyaDAN HUMAS,

HARJO

ttd.

SUPRASETYO

:. I (IV/b)NIP. 19660508 199003 1 001

SI 8900 - 4.4

TABLE OF CONTENTS

AMENDMENT RECORD LIST ii

SUMMARY OF AMENDMENTS m

FOREWORD iv

TABLE OF CONTENTS v

ACRONYMS vii

CHAPTER 1 INTRODUCTION 1

1.1 BACKGROUND 1

1.2 GENERAL 1

1.3 APPLICABILITY 1

1.4 OPERATION INSPECTOR RESPONSIBILITIES 1

1.5 MAINTENANCE INSPECTOR RESPONSIBILITIES 1

1.6 DEFINITIONS 2

1.7 PURPOSE OF MEL 7

1.8 ITEMS LISTED ON THE MEL 8

1.9 TIMELY REPAIR OF ITEMS THAT ARE INOPERATIVE 9

1.10 TAKE-OFF WITH INOPERABLE INSTRUMENTS AND EQUIPMENT. ... 9

1.11 MULTIPLE ITEMS THAT ARE INOPERATIVE 12

1.12 RECORD KEEPING 12

1.13 ACCESS TO MEL 12

1.14 MMEL REMARKS OR EXCEPTIONS THAT MUST BE SPECIFICALLY

DEFINED IN AN MEL 12

1.15 CONFLICT WITH OTHER DGCA-APPROVED DOCUMENTS 16

1.16 STC MMEL RELIEF PROCESS 16

CHAPTER II - MINIMUM EQUIPMENT LISTS (MEL) AND CONFIGURATIONDEVIATION LISTS (CDL) 17

2.1. MINIMUM EQUIPMENT LISTS (MEL) 17

2.2. CONFIGURATION DEVIATION LISTS (CDL) 30

SI 8900 - 4.4

CHAPTER III - MASTER MINIMUM EQUIPMENT LIST (MMEL) 32

3.1. APPROVAL/ ACCEPTANCE AUTHORITY 32

3.2. MMEL PHILOSOPHY 32

3.3. DEVELOPMENT OF A MMEL 35

3.4. SOURCE MMELS POLICY 35

3.5. THIRD COUNTRY MMELS 36

3.6. TEMPORARY OR INTERIM MMEL REVISIONS 36

3.7. MMEL FORMAT 36

3.8. MMEL PAGE FORMAT (APPENDIX F) 37

3.9. OPERATING AND MAINTENANCE PROCEDURES 37

3.10. PROHIBITED ITEMS 37

3.11. REPAIR INTERVAL CATEGORIES 37

3.12. MMEL PROCEDURES 38

APPENDIX A - MMEL AND MEL DEFINITIONS App A-l

APPENDIX B - AIR TRANSPORT ASSOCIATION (ATA) 100 AIRCRAFT SYSTEMSPECIFICATIONS AppB-1

APPENDIX C - MMEL AND MEL PREAMBLE App C-l

APPENDIX D - EVALUATION AND APPROVAL OF MEL App D-l

APPENDIX E-MEL APPROVAL LETTER AppE-1

APPENDIX F- DGCA APPROVED MINIMUM EQUIPMENT LIST (MEL)... App F-1

APPENDIX G - MEL APPROVAL REGULATORY REFERENCES App G-l

VI

SI 8900 - 4.4

ACRONYMS

ACL Authorization, Conditions, and Limitations

AFM Aircraft Flight Manual

AMO Approved Maintenance Organization

ATA Air Transport Association

BBS (electronic) Bulletin Board System

CASR Civil Aviation Safety Regulation

CDL Configuration Deviation List

DDG/DDPGDispatch Deviation Guide/ Dispatch Deviation Procedures Guide

DGCA Director General of Civil Aviation

ETOPs Extended Operations

GC Global Change

IFR Instrument Flight Rules

IMC Instrument Meteorological Conditions

CMM Company Maintenance Manual

MEL Minimum Equipment List

MMEL Master Minimum Equipment List

OS Ops Spec or Operations Specification

VFR Visual Flight Rules

VMC Visual Meteorological Condition

vn

SI 8900 - 4.4

CHAPTER 1 - INTRODUCTION

1.1 BACKGROUND

Before any person may take off an aircraft with inoperable instruments orequipment, The Civil Aviation Safety Regulation (CASR) requires certificate

holders who conduct operations in accordance with CASR parts 91, 121, and135 to have a Directorate General of Civil Aviation (DGCA)-approved minimum

equipment list (MEL) applicable to that aircraft. An MEL describes the

conditions and limitations that apply when a certificate holder or program

manager operates an aircraft with certain instruments or equipment

inoperative. Certificate holders must base each MEL on the DGCA Master

Minimum Equipment List (MMEL) applicable to the aircraft make, model, and

series (M/M/S) or for aircraft that is manufacture in a foreign country mustbase on the Master Minimum Equipment List (MMEL) approved by state ofdesign. In addition, each MEL must be based on specific aircraftconfigurations, operational procedures, and conditions

1.2 GENERAL.

This staff instruction contains definitions and a general overview of the MEL.Chapter II and III contain detailed guidance regarding the MMEL and MEL

development and approval process.

1.3 APPLICABILITY.

This staff instruction applies to operations of PK-registered aircraft inaccordance with CASR parts 91, 121, and 135.

1.4 OPERATION INSPECTOR RESPONSIBILITIES.

The Operation Inspector is the primary DGCA official responsible for the overallprocess of evaluating and approving a certificate holder's MEL document. It isessential that the Operation Inspector work with the Maintenance Inspector,and other inspector as part of the evaluation and approval process. Should theOperation Inspector require additional technical information related to aspecific MMEL or MEL item, he or she should consult the subdirectorate ofengineering.

1.5 MAINTENANCE INSPECTOR RESPONSIBILITIES.

The Maintenance Inspector is the primary DGCA official responsible to evaluateand approve a certificate holder's MEL Management Program as prescribed inACL D95, Minimum Equipment List (MEL) Authorization. It is essential thatthe Maintenance Inspector work together with, the Operation Inspector, as wellas other inspectors as part of the evaluation and approval process. Should any

SI 8900 - 4.4

of the Inspectors require additional technical information related to a specificMEL item, he or she should consult the Subdirectorate Engineering.

1.6 DEFINITIONS.

Definitions are used throughout this chapter and referenced in each MMEL.Appendix A of this straff instruction contain MMEL and MEL definitions.The definitions contained in appendix A define specific items related to anMMEL or MEL. Not all of the MMEL definitions are required to be contained ina certificate holder's MEL as some are related to formatting, specific aircrafttypes, and specific types of operation.

A. Administrative Control Item (ACI) An ACI is listed by the certificate

holder in the MEL for tracking and informational purposes. An ACI may

be added to a certificate holder's MEL by approval of the OperationInspector provided no relief is granted, or provided conditions andlimitations are contained in an approved document (e.g., StructuralRepair Manual (SRM) or Airworthiness Directive (AD)). If relief other thanthat granted by an approved document is sought for an ACI, a request

must be submitted to the DGCA.

B. Airplane Flight Manual (AFM)/Rot orcraft Flight Manual (RFM) TheDGCA-approved AFM/RFM is the document approved by the DGCA

during type certification. The approved flight manual for the specificaircraft is listed on the applicable Type Certificate Data Sheet (TCDS).

The approved flight manual is the source document for operational

limitations and performance parameters for an aircraft. The term

"approved flight manual" can apply to either an AFM or an RFM. The

DGCA requires an approved flight manual for aircraft type certification.

C. Aircraft Maintenance Manual (AMM). The AMM is the source document

for aircraft maintenance procedures. The term AMM can apply to eitheran airplane or a rotorcraft manual.

D. Air Transport Association (ATA) 100. ATA Specification 100,

Manufacturer's Technical Data, is an international industry numbering

standard developed to identify systems and components on differentaircraft in the same format and manner.

E. "As Required by CASR." When the MMEL states, "As Required byCASR," the listed item is subject to certain provisions (restrictive orpermissive) expressed in the CASR operating rules. The number of items

required by the CASR must be operative. When the listed item is not

required by the CASR, it may be inoperative for the time specified byrepair category. Also the definition in this section comes directly fromAppendix A

F. Civil Aviation Safety Regulation (CASR). CASR is the operating rule inthe form of Ministry Decree.

SI 8900 - 4.4

G. Configuration Deviation List (CDL). Aircraft certified under theprovisions of CASR part 23 or 25, and intended for use under part 121or 135 may be approved for operations with missing secondary airframeand engine parts. The aircraft source document for such operations isthe CDL. The DGCA grants approval of the CDL under an amendment tothe type certificate (TC). For Indonesia-certificated aircraft, the CDL isincorporated into the limitations section of the approved flight manual asan appendix.

H. Day of Discovery. This is the calendar-day an equipment/instrumentmalfunction was recorded in the aircraft maintenance log and/or record.This day is excluded from the calendar-days or flight days specified inthe MMEL for the repair interval of an inoperative item of equipment.This provision is applicable to all MMEL items (i.e., categories A, B, C,and D).

I. Deactivated and Secured. When the MMEL refers to an item as

deactivated and secured, the specified component must be put into anacceptable condition for safe flight. An acceptable method of securingand deactivating will be established by the certificate holder.

J. Deleted. "Deleted" in the remarks column after a sequence item

indicates that the item was previously listed but is now required to be

operative if installed in the aircraft.

K. Departure. "Departure" as it applies to the use of an MEL means the

time the aircraft leaves the runway or takeoff surface.

L. Electronic Fault Alerting System. Refer to Appendix A for the currentdefinition and MMEL policy.

M. Extended Range Operations (ER). ER refers to extended operations

(ETOPS) of an airplane with operational approval to conduct ETOPS in

accordance with the applicable regulations.

N. Excess Items. Excess items are those items that have been installed that

are redundant to the requirements of the CASR.

O. Fleet MEL. Certificate holders may have a single MEL for multipleaircraft of the same make and various models if listed on the same

MMEL and authorized in Ops Spec/ACL D95. This is known as a fleet

MEL. Operation Inspectors may approve certificate holders to use a fleetMEL to reflect all of the equipment that can be applicable to specificaircraft fleet type. Certificate holders who use fleet MELs must list

equipment that is installed on any aircraft in a particular fleet. Certificateholders do not need to list aircraft identification numbers in a fleet MEL,

but they must identify each model and configuration difference whenappropriate. The aircraft manufacturer determines the configuration ofthe aircraft, the equipment installed, and the official parts listed duringinitial aircraft type certification at the time of manufacture. Anysubsequent installation or removal of equipment can only be

SI 8900 - 4.4

accomplished through a Supplemental TyPe Certificate (STC), anEngineering Order (EO), or other approved maintenance procedures. An

STC for additional installed equipment must document any applicableMEL relief. (Refer to paragraph 1.16 of this staff instruction.)

P. Flight-Day. A flight-day is a 24-hour period (from midnight to midnight)

either universal coordinated time (UTC) or local time, as established bythe certificate holder, during which at least one flight is initiated for the

affected aircraft.

Q. Icing Conditions. An atmospheric environment that may cause ice to

form on the aircraft (structural) or in the engine(s) (induction).

R. Inoperative. A system and/or component malfunction to the extent thatit does not accomplish its intended purpose and/or is not consistently

functioning normally within its approved operating limit(s) ortolerance(s).

S. Inoperative Components of an Inoperative System. Inoperative items,which are components of a system that is inoperative, are usuallyconsidered components directly associated with and having no otherfunction than to support that system (warning/caution systemsassociated with the inoperative system must be operative unless relief isspecifically authorized per the MMEL).

T. Note : Inoperative items must be placarded to inform and remind the

crewmembers and maintenance personnel of the equipment condition. Tothe extent practical, placards should be located adjacent to the control orindicator for the item affected; however, unless otherwise specified,placard wording and location will be determined by the certificate holder.

U. Master Minimum Equipment List (MMEL). A list of equipment that theDGCA has determined may be inoperative under certain operationalconditions and still provide an acceptable level of safety. The MMELcontains the conditions, limitations, and procedures required foroperating the aircraft with these items inoperative. The MMEL is used asa starting point in the development and review of an individual certificateholder's MEL.

V. Minimum Equipment List (MEL). An MEL is a DGCA-approveddocument developed by a certificate holder, which is derived from theMMEL for a particular M/M/S of aircraft. It a list of instruments andequipment that may be inoperative and is tailored to a certificate holder'sparticular aircraft and operating environment. A DGCA-approved MELconstitutes an approved change in the type design of an aircraft.

W. Nonessential Equipment and Furnishings (NEF). NEFs are those itemsinstalled on the aircraft as part of the original type certification, STC, orother form of alteration that have no effect on the safe operation of flightand would not be required by the applicable certification rules oroperational rules. They are those items that, if inoperative, damaged, or

SI 8900 - 4.4

missing, have no effect on the aircraft's ability to be operated safelyunder all operational conditions. NEF items are not items alreadyidentified in the MEL or CDL of the applicable aircraft. They do notinclude items that are functionally required to meet the certification ruleor for compliance with any operational rule.

X. Notes (in Column 4 of the MMEL). Notes provide additional informationfor crewmember or maintenance consideration. Notes are used to identify

applicable material, which is intended to assist with compliance, but do

not relieve the certificate holder of the responsibility for compliance withall applicable requirements. Notes are not a part of the provisos.

Y. Operative. An operative system and/or component will accomplish its

intended purpose and is consistently functioning normally within its

design operating limit(s) and tolerance(s). When an MMEL item specifies

that an item of equipment must be operative, it does not mean that itsoperational status must be verified (unless specified in the provisions); itis to be considered operative unless reported or known to bemalfunctioning. When an MMEL item specifies that an item of equipmentmust be verified operative, it means that it must be checked and

confirmed operative at the interval(s) specified for that MMEL item. Whenan MMEL item specifies that an item of equipment must be verified butno interval is specified, verification is required only at the time of

deferral.

Z. Repair Intervals. All users of an MEL approved under parts 91, 121 and135 must effect repairs of inoperative systems or components, deferred inaccordance with the MEL, at or prior to the repair times established bythe following letter designators:

1) Category A. This category items must be repaired within the timeinterval specified in the remarks column of the certificate holder'sapproved MEL.

2) Category B. This category item must be repaired within 3 consecutivecalendar-days (72 hours), excluding the day the malfunction wasrecorded in the aircraft maintenance record/logbook. For example, ifit were recorded at 10 a.m. on January 26th, the 3-day interval wouldbegin at midnight the 26th and end at midnight the 29th.

3) Category C. This category item must be repaired within 10consecutive calendar-days (240 hours), excluding the day themalfunction was recorded in the aircraft maintenance record/logbook.For example, if it were recorded at 10 a.m. on January 26th, the10-day interval would begin at midnight the 26th and end at midnightFebruary 5th.

4) Category D. This category item must be repaired within 120consecutive calendar-days (2880 hours), excluding the day themalfunction was recorded in the aircraft maintenance log and/orrecord.

SI 8900 - 4.4

AA. ("-") Symbol (Column 2 and/or Column 3). Indicates that a variablenumber (quantity) of the item may be installed. This is common when afleet MEL is used since aircraft of the same make and model may have

differing numbers of specific items installed.

BB. (***) Symbol (Column 1). Indicates an item which is not required byregulation but which may have been installed on some models of aircraftcovered by this MMEL. This item may be included on the certificateholder's MEL after the approving office has determined that the item hasbeen installed on one or more of the certificate holder's aircraft. Thesymbol, however, must not be carried forward into the certificate holder'sMEL. It should be noted that neither this policy nor the use of thissymbol provides authority to install or remove an item from an aircraft.

CC. (M) Symbol. This symbol indicates a requirement for a specificmaintenance procedure which must be accomplished prior to operationwith the listed item inoperative. Normally, these procedures areaccomplished by maintenance personnel; however, other personnel maybe qualified and authorized to perform certain functions. Proceduresrequiring specialized knowledge or skill, or requiring the use of tools ortest equipment, should be accomplished by maintenance personnel. Thesatisfactory accomplishment of all maintenance procedures, regardless ofwho performs them, is the responsibility of the certificate holder.Appropriate procedures are required to be published as part of thecertificate holder's manual or MEL.

DD. (O) Symbol. This symbol indicates a requirement for a specificoperations procedure which must be accomplished in planning forand/or operating with the listed item inoperative. Normally, theseprocedures are accomplished by the flight-crew; however, otherpersonnel may be qualified and authorized to perform certain functions.The satisfactory accomplishment of all procedures, regardless of whoperforms them, is the responsibility of the certificate holder. Appropriateprocedures are required to be published as a part of the certificateholder's manual or MEL.

EE. System Definitions. System definitions are based on the ATASpecification Number 100 and are numbered sequentially.

1) Item (Column 1). This column depicts the equipment, system,component, or function listed in the "Item" column.

2) Number Installed (Column 2). This column depicts the number

(quantity) of items normally installed in the aircraft. This number

represents the aircraft configuration considered in developing thisMMEL. Should the number be a variable (e.g., passenger cabin items),a number is not required and the "-* symbol is used.

3) Number Required for Dispatch (Column 3). This column depicts the

minimum number (quantity) of items required for operation provided

the conditions specified in column 4 are met.

4) Where the MMEL shows a variable number required for dispatch, the

MEL must reflect the actual number required for dispatch or an

alternate means of configuration control approved by the DGCA.

SI 8900 - 4.4

5) Remarks or Exceptions (Column 4). This column includes a statementeither prohibiting or permitting operation with a specific number ofitems inoperative, provisos (conditions and limitations) for suchoperation, and appropriate notes.

FF. Vertical Bar (Change Bar). Indicates a change, addition, or deletion inthe adjacent text for the current revision of that page only. The changebar is dropped at the next revision of that page.

GG. Takeoff. The act of beginning a flight in which an aircraft is acceleratedfrom a state of rest to that of flight. For the purposes of MEL relief, thistranslates to the point at which the pilot physically begins to apply powerto initiate the takeoff from the runway or takeoff surface.

HH. Visual Flight Rules (VFR). VFR is as defined in part 91. This precludesa pilot from filing an Instrument Flight Rules (IFR) flight plan.

II. Visual Meteorological Conditions (VMC).Visual MeteorologicalConditions (VMC) means the atmospheric environment is such thatwould allow a flight to proceed under the VFRs applicable to the flight.This does not preclude operating under IFRs.

JJ. Visible Moisture. An atmospheric environment containing water in anyform that can be seen in natural or artificial light; for example, clouds,mist, rain, sleet, hail, or snow.

1.7 PURPOSE OF MEL.

Part 23, Section 23.1301, and part 25, Section 25.1301, state, in part, that

each item of installed equipment must function properly. Therefore, an aircraftis not airworthy if any of its installed equipment is missing or inoperativebecause it does not conform to its type design. A DGCA-approved MEL

constitutes an approved change in the type design on an aircraft and allows acertificate holder to operate an aircraft with certain instruments and equipment

inoperative.

A. CASR Parts.

1) Part 91. Section 91. 213(a)(2) states, in pertinent part, "The minimum

equipment list, as authorized by the letter of authorization in the form

of Authorizations, Conditions, and Limitations (ACL), constitutes an

approved change to the type design without requiring recertification.''

2) Part 121. Section 121.628(a)(2) states, in pertinent part, "An approved

Minimum Equipment List, as authorized by the operations

specifications, constitutes an approved change to the type design

without requiring recertification."

3) Part 135. Section 135. 157 (a)(2) states, in pertinent part, " An

Operation specification authorizing operation in accordance with an

approved Minimum Equipment List has been issued by DGCA"

SI 8900 - 4.4

4) Experience. Experience and history have shown that the redundancydesigned into modern aircraft provides for an acceptable level of safetywhen certain instruments and equipment become inoperative.Certificate holders conducting operations in accordance with parts 91,121, and 135 may continue to operate an airplane with certaininoperative instruments and equipment provided:

• The certificate holder has an DGCA-approved MEL Management

Program;

• The certificate holder has an DGCA-approved MEL for each aircraftthe they operate; and

• The certificate holder adheres to the applicable conditions and

limitations set forth in each DGCA-approved MEL and MEL

Management Program.

B. DGCA With Oversight Responsibility. DGCA will approve an MELManagement Program by issuing Ops Spec/ACL paragraph D95.

Operation Inspector and Airworthiness inspector will approve the actualMEL in accordance with Appendix E.

C. Operations. In accordance with section 135.157(a)(2) and 121.628(a)(2),

an approved MEL, authorized in a certificate holder's Ops Spec,

constitutes an approved change to the type design without requiring

recertification. DGCAs approve a certificate holder's MEL by issuing OpsSpec/ACL D95.

1.8 ITEMS LISTED ON THE MEL.

The certificate holder's MEL may contain three categories of items:

• MMEL items,

• NEFs, and

• ACIs.

A. MMEL Items. The MEL will list all of the MMEL items for which the

certificate holder seeks relief and that are appropriate for its operation.The certificate holder, at its discretion, may choose not to list certainitems in its MEL, and thus may be more restrictive than the MMEL. Atno time may a certificate holder's MEL be less restrictive than the MMEL.

B. ACIs. An ACI is an item that is not part of an MMEL. However, a

certificate holder may list an ACI in their MEL for tracking andinformational purposes. For example, an ACI may be used to trackETOPS accomplishment of the required auxiliary power unit (APU)cold-soak or in-flight verification starts. A certificate holder may add anACI to their MEL with the approval of the Operation Inspector. OperationInspectors may authorize the listing of an ACI in an MEL, provided norelief is granted or any conditions or limitations associated with the ACIare contained in an approved document (e.g., SRM, AD, etc.). Refer toAppendix C for a preamble description of an ACI.

8

SI 8900 - 4.4

1.9 TIMELY REPAIR OF ITEMS THAT ARE INOPERATIVE.

The intent of an mel is to permit a certificate holder to continue to operatean aircraft for a limited period of time with certain instruments and

equipment inoperative until repairs can be made.

A. Repair Interval. Certificate holders must make repairs within the timeperiod specified by the MEL. Although the MEL might permitmultiple days of operation with certain inoperative equipment, certificateholders must repair the affected item as soon as possible.

B. Day of Discovery. The Day of Discovery is defined in paragraph 1.6 of thisstaff instruction and in Appendix A. Certificate holders must establish a

reference time at which the calendar day begins and ends 24 hours later;for example, 0000-2359 UTC.

C. Continuing Authorizations (Extensions). A certificate holder who has theauthorization to use an DGCA-approved MEL also has the authority touse a continuing authorization to approve a single extension to themaximum repair interval for category B or C items (3 days and 10 days

respectively), provided the certificate holder notifies DGCA within24 hours of the certificate holder's exercise of extension authority. A

certificate holder may not continue to extend the maximum repair

interval for a particular category B or C item unless the authorization to

apply additional time extensions has been granted in its DGCA-approved

MEL Management Program. A certificate holder is not authorized to

extend the maximum repair time for category A and D items, as specified

in the approved MEL. Misuse of the continuing authorization may result

in an amendment of the certificate holder's Ops Specs/ACL by removing

the certificate holder's authority to use an MEL.

1.10 TAKE-OFF WITH INOPERABLE INSTRUMENTS AND EQUIPMENT.

CASR prohibits any person from taking off an airplane with inoperableinstruments or equipment unless an approved MEL exists for that airplaneand the procedures relating to its use are followed. Takeoff is defined as

when an aircraft is accelerated from a state of rest to that of flight. For thepurposes of MEL relief, this translates to the point at which the pilotphysically begins to apply power to initiate the takeoff from the runway ortakeoff surface.

A. Responsibility for Airworthy Aircraft—Part 121. Section 121.605

prohibits anyone from dispatching or releasing an aircraft unless it'sAirworthy. Therefore, not only is the certificate holder (the air carrier)responsible for operating its aircraft in an Airworthy condition, but so arethe pilot in command (PIC) and the dispatcher (domestic and flag) orperson authorized to exercise operational control and issue flight releases

(supplemental). Due to this regulatory responsibility, OperationInspectors must ensure that certificate holders have a method of

ensuring that all MEL information is made available to the PIC and

SI 8900 - 4.4

dispatcher (or person designated to exercise operational control) prior toan aircraft's departure.

1) Dispatch or Flight Release. It is a common practice for certificateholders to use a dispatch or flight release to relay MEL information.Dispatch and flight releases are legal documents that specify theprovisions, conditions, and limitations under which a flight may beconducted. Therefore, Operation Inspectors, and MaintenanceInspectors should require all certificate holders to includeinformation regarding inoperative instruments and equipment andthe applicable conditions and limitations contained in the MEL, inthe dispatch or flight release, and any subsequent amendments aspart of their MEL Management Program.

NOTE: If an MEL item is applied to an aircraft after adispatch or flight release has been issued, OperationInspectors must ensure that the certificate holder haspolicies and procedures in place that require the

dispatcher, person authorized to exercise operationalcontrol, and/or the PIC to amend the release. The

individual who first becomes aware of the MEL should be

the one to initiate the amendment.

2) Verification of Airworthiness by Dispatchers and Persons Authorizedto Exercise Operational Control. Certificate holders must have ameans whereby dispatchers and other persons authorized to

exercise operational control can verify the airworthiness of anaircraft. Unlike PICs and maintenance personnel, dispatchers and

persons authorized to exercise operational control are not typically

located in an area where the aircraft is located. This means it is

usually impossible for these individuals to verify the airworthiness of

an aircraft by reviewing the actual aircraft maintenance logbook or

airworthiness release. In addition, the only way these individuals

can be aware of inoperable instruments and equipment is if aperson who has actual access to the aircraft and the maintenance

logbook advises them. Therefore, certificate holders must provide analternate means for these individuals to fulfill their regulatoryresponsibility to ensure an aircraft is not dispatched or released

unless it is Airworthy. This is often accomplished through the use of

a Maintenance Control Organization whose responsibility it is to

provide MEL information and verification that an aircraft is

Airworthy to the dispatcher or person authorized to exerciseoperational control before the aircraft is entered into service and

departs.

B. Instrument and Equipment Failures that Occur After an Aircraft

Leaves the Gate or Ramp Area (Pushes Back or Taxis)—Certificate

holders other than Part 121.Certificate holders must have a means to

address instrument and equipment failures that occur after an aircraft

leaves the gate or ramp area (but prior to takeoff) in their MEL

10

SI 8900 - 4.4

Management Programs. DGCA's must ensure that each each certificateholder's MEL Management Program contains a means to ensure an

aircraft does not take off with inoperable instruments or equipment.

C. Instrument and Equipment Failures that Occur After an Aircraft

Leaves the Gate or Ramp Area (Pushes Back or Taxis)—Part 121.

Certificate holders conducting part 121 operations must have policiesand procedures that address instrument and equipment failures thatoccur after the time an aircraft leaves the gate or ramp area (but prior to

takeoff) in their MEL Management Program. Operation Inspectors mustensure that each certificate holder's MEL Management Program has

procedures for the PIC to communicate with the dispatch (or operationalcontrol for supplemental operations) and maintenance organizationsprior to takeoff to review each situation and determine whether the flight

should:

1) Return for Repairs. If for any reason (e.g., weather, route of flight,aircraft weight, item not listed in MEL) an inoperative item

(instrument or equipment) would prevent a flight from operating withsafety, the aircraft would have to return to the gate or ramp area for

repairs.

2) Return to Accomplish (M) Procedures and (O) Procedures. PICs,

dispatchers, or persons authorized to exercise operational control may

determine that an inoperative item may be deferred and the

appropriate (M) and/or (O) procedures accomplished, in accordance

with the certificate holder's approved MEL and MEL Management

Program, or

3) Flightcrew Accomplishment of Certain MEL Procedures. OperationInspectors may approve procedures that permit flightcrew members to

accomplish certain MEL deferrals in coordination with the certificate

holder's dispatch and maintenance organizations without returning to

the gate or ramp area. Operation Inspectors must coordinate with theMaintenance Inspector to approve such procedures. OperationInspectors must not approve these types of procedures unless they

contain enough detail to ensure that all of the applicable (M) and/or(O) procedures are accomplished by qualified persons, and that thecertificate holder has a means to ensure that they satisfy all of theconditions and limitations associated with each MEL. DGCA's

(Operation Inspector, and Maintenance Inspector) will ensure thatcertificate holders document these procedures in theirDGCA-approved MEL Management Program.

Coordination between flight-crew members and the maintenanceorganization must not involve directed troubleshooting or other formsof system fault diagnosis beyond what is specifically authorized in thecertificate holder's MEL Management Program procedures. Unlessotherwise authorized, troubleshooting or fault diagnosis necessary todetermine suitable MEL relief must be performed by qualifiedmaintenance personnel.

11

SI 8900 - 4.4

If the conditions and limitations contained in an MEL affect theaircraft performance or flight operation (e.g., fuel penalties orrestrictions to flight level), the dispatcher or person authorized toexercise operational control will have to recalculate (compute) a newflight plan and issue a new or amended dispatch or flight release.

1.11 MULTIPLE ITEMS THAT ARE INOPERATIVE.

MEL specific conditions and limitations are designed to address the failureof one particular type of equipment system or component. If an aircraft hasmultiple inoperative items, any certificate holder or person operating thataircraft must consider the interrelationships between the inoperative itemsand the effect on the aircraft operation and crewmember workload,including consideration of possible additional instrument or equipmentfailure occurring en route. The MMEL preambles contain guidance onmultiple inoperative items.

1.12 RECORDKEEPING.

When an item of equipment becomes inoperative, the certificate holder mustreport it by making an entry in the aircraft maintenance record, asprescribed by parts 91, 121, and 135 require:

• All mechanical irregularities occurring during flight time are entered inthe maintenance log of the airplane.

• Records identifying the inoperable instruments and equipment and theinformation that provides for the operation of the airplane with certaininstruments and equipment in an inoperable condition must be availableto the pilot.

1.13 ACCESS TO MEL.

The CASRs require that the MEL be carried aboard the aircraft or that theflight-crew has direct access to the MEL information prior to flight. Othermeans of direct access require approval through Ops Specs/ACL.

1.14MMEL REMARKS OR EXCEPTIONS THAT MUST BE SPECIFICALLY

DEFINED IN AN MEL.

A. General Remarks or Exceptions. Some systems (ATA chapters) listed inan MMEL contain general "Remarks or Exceptions." These "Remarks orExceptions" are located in column 4 of an MMEL (Refer to Appendix A).Some examples are listed below:

1) "May be inoperative provided procedures do not require its use."

12

SI 8900 - 4.4

2) "May be inoperative or missing if alternate procedures are establishedand used."

3) "May be inoperative unless required by CASR" or "As required byCASR." This statement in particular is clearly prohibited. Statementsof this nature must be replaced with the appropriate CASR

requirement. See Figure 1.1, MMEL General Remarks or Exceptionsas Denned in an MEL, as an example.

B. Purpose of the General MMEL "Remarks or Exceptions. "MMEL

"Remarks or Exceptions" are purposely included in MMELs to

accommodate a variety of entities, including certificate holders who

conduct operations under a variety of operating rules. Therefore, the

policy must be broad enough to cover a wide range of operations. The

DGCA's intent, however, is that each certificate holder's MEL contains

the necessary procedures and/or identifies the appropriate CASR

requirements for their particular type of operation. Operation Inspectorsmust not approve MELs that contain a re-statement of the general MMEL

"Remarks or Exceptions" as described in subparagraph 1.14 A., withoutfurther definition and elaboration. See Figure 1.1 as an example.

C. MEL Remarks or Exceptions May Contain Manual References. In lieu

of including a complete written procedure in the MEL "Remark orException" column, a certificate holder may make a reference to the

manual chapter and/or section that contains the specific procedure. Forexample, a remark or exception containing Operations (O) procedurescould reference the section and paragraph of the Flight OperationsManual (FOM) or AFM that contains the specific procedure required tocomply with the MEL. For remarks and exceptions containingMaintenance (M) procedures, a certificate holder could include languagethat instructs maintenance personnel to perform a particular task orcheck in accordance with a specific chapter, section, task, or paragraphof the AMM. See Figure 1.2, MEL Remarks or Exceptions ContainingReferences to Manuals. The referenced procedures will be current to thelatest revision of the referenced manual.

NOTE : If a certificate holder includes a reference to a manual

containing an MEL procedure as opposed to including theactual procedure in the MEL itself, the specific manual chapter,section, and/or task containing the procedure as referenced inthe MEL is subject to DGCA review and ultimately becomes theapproved procedure to meet the requirements of the MEL. Thisapproval applies only to the MEL procedures and does notconstitute approval of the manual containing the MELprocedures. Each certificate holder must have procedures intheir MEL management program to submit any changes toapproved MEL procedures to the DGCA to ensure the

procedures continue to meet the intent of the MEL.

Figure 1.1. MMEL GENERAL REMARKS OR EXCEPTIONS

13

SI 8900 - 4.4

AS DEFINED IN AN MEL

NOTE : This figure is not meant to be an actual depiction of acertificate holder's MEL. This example is only meant to

demonstrate the difference between an MMEL general remark or

exception versus a specific MEL remark or exception.

MMEL General Remark /Exception

34 NAVIGATION Remarks or Exceptions

15. Thunderstorm

Detection

Equipment /

Weather Radar

C 1 0 (O) As required by CASR.

MEL Specific Remark/Exception

34 NAVIGATION Remarks or Exceptions

15. Thunderstorm

Detection

Equipment /

Weather Radar

C 1 0 (O) In order to ensure

compliance with 135.315,

dispatch to flight under day VFR

and no reported or forecasted

thunderstorm or hazardous

weather expected along the

planned route including arrival

airport.

14

SI 8900 - 4.4

MMEL General Remark/Exception

23 COMMUNICATIONS Remarks or Exceptions

43-01 Flight Deck To

Ground Interphone

System

B 1 0 (0) May be inoperativeprovided alternate procedures

are established and used.

MEL Specific Remark/Exception

23 COMMUNICATIONS Remarks and Exceptions

43-01 Flight Deck To

Ground Interphone

System

B 1 0 (O) May be inoperative

provided the followingprocedures are followed:

1. Verify to ground crew

personnel before main cabin

door is closed that ECAM

message NW STRG DISC is

displayed.

2. Use company hand signals

as required (see Ramp

Operations Manual Chapter 1

a complete list of company

hand signals).

Figure 1.2. MEL REMARKS OR EXCEPTIONS CONTAINING

REFERENCES TO MANUALS

MEL Specific Remark/Exception

23 COMMUNICATIONS Remarks and Exceptions

43-01 Flight Deck To

Ground InterphoneSystem

B 1 0 (O) May be inoperativeprovided the flight-crew followsthe procedures contained in

COM chapter 3, section 2.

15

SI 8900 - 4.4

MEL Specific Remark/Exception

26 Fire Protection Remarks and Exceptions

26-05 APU Fire

Extinguisher

Discharge Discs

C 2 0 (M) Discs may be missingprovided bottle integrity isverified by weighing thebottle once each flight day.

(Ref. AMM 26-22-11)

NOTE: Anytime a certificate holder includes a reference to aparticular manual chapter and/or section in theirDGCA-approved MEL, that chapter and/or section of thereferenced manual is also required to be approved by the DGCA.This is true even if the manual itself is only required to be

accepted by the DGCA.

NOTE: Prior to approving an MEL, DGCAjOperation Inspector,and Maintenance Inspector) must research the appropriateregulations to ensure that the certificate holder's MEL containsthe appropriate regulatory requirements for MMEL items thatcontain a statement such as, "As Required by CASR."

1.15 CONFLICT WITH OTHER DGCA-APPROVED DOCUMENTS.

An MEL may not conflict with other DGCA-approved documents, such as theAFM limitations or ADs. The certificate holder's MEL may be more restrictivethan the MMEL, but under no circumstances may the certificate holder's MELbe less restrictive.

1.16 STC MMEL RELIEF PROCESS.

A. Inoperative Systems / Components. Relief for inoperativesystems/components installed by STC, other than what is provided inAFM supplements, may only be granted through the DGCA process,which requires coordination and approval by the DGCA. Relief forinoperative instruments and/or equipment installed by STC must first bepublished in an MMEL before it can be adopted into a certificate holder'sMEL. It is theDGCA's goal to provide appropriate MMEL relief uponcertification of the STC.

B. Certification of an STC. The certificate holder involved in the

certification of an STC should submit a request to the DGCA for MMELrelief early in the certification process to allow MMEL evaluationconcurrent with the certification process.

16

SI 8900 - 4.4

CHAPTER H - MINIMUM EQUIPMENT LISTS (MEL) AND CONFIGURATIONDEVIATION LISTS (CDL)

2.1. MINIMUM EQUIPMENT LISTS (MEL)

2.1.1. GENERAL.

This section contains specific direction, guidance, and procedures to be usedby inspectors when evaluating and approving MELs. The operator's MEL isdeveloped by the operator from the appropriate Master Minimum EquipmentList (MMEL), then approved by the DGCA. The DGCA approval process for anMEL follows the general process for approval or acceptance described inChapter III of this Staff Instruction. This chapter contains an expansion of theDGCA approval process for the MEL.

2.1.2. MEL ACCEPTABILITY.

The general criteria for MEL acceptability are as follows:

A. Equally or More Restrictive. The operator's MEL must not be less

restrictive than the MMEL, CASR, the Operations

Specifications/Authorization, Condition and Limitation (Ops Specs/ACL),the Approved Flight Manual (AFM) limitations, certification maintenanceprocedures, or Airworthiness Directives (AD).

B. Appropriate. The MEL must be appropriate to the individual aircraftmake and model.

C. Specific. The operator's operations ("O") and maintenance ("M")

procedures must be specific to the aircraft and the operations conducted.

D. Applicability. An MEL should be applicable for the regulation under

which the operator is certificated.

2.1.3. INITIAL PHASE OF MEL APPROVAL.

In this phase of the MEL approval process, the operator should consult withthe operations inspector regarding requirements for either developing an MELor for revising an existing MEL. The Operation Inspector will consult with andseek the participation of the Maintenance Inspector during the entire approvalprocess.

A. Operator Familiarization. In phase one of the MEL approval process,

the Operation Inspector should determine the scope of the task, based onthe operator's experience with MELs. Operation Inspector should adaptthe discussion to fit the operator's needs and experience, and shouldprovide advice and guidance to the operator as necessary. OperationInspector must clearly explain to the operator that MEL documentpreparation is solely the operator's responsibility.

17

SI 8900 - 4.4

B. Required Document Submittal. Operation Inspector should advise theoperator that, for an MEL to be approved, they must submit the followingdocuments:

- The Application Letter;

- The proposed MEL or MEL changes;- Necessary "O* and "M" procedures, which may be based on the

aircraft manufacturer's recommended procedures, Supplemental TyPeCertificate (STC) modifier's procedures, or equivalent operatorprocedures;

- A description of the MEL management program and its procedures asrequired by ACL D95, unless an MEL management program is alreadyin place; and

- Any required guidance material developed by the operator, such astraining material, guidance, and deferral procedures for bothmaintenance and operations personnel.

NOTE: Several manufacturers have produced manuals ofrecommended procedures for operating with inoperativeequipment. The Boeing dispatch deviation guide (DDG), areexamples of these manuals. CASR parts 23 and 27manufacturers normally do not publish proceduresmanuals. When a manufacturer's recommended proceduresexist, operators may use them or may develop alternateprocedures. When contract services are used to develop theoperator's MEL along with acceptable "O" and "M"procedures, the inspectors should review the "O" and "M"procedures in light of the type of operations being conductedand should ensure the acceptability of the procedures. Theinspectors should ensure that the developed MELprocedures can be adequately implemented by the operator.

C. Materials Provided to the Operator. The DGCA should provide theoperator with one of the following:- A computer disk containing the appropriate MMEL (computer disk to

be provided by the operator); or- A hard copy of the MMEL document and appropriate guidance

material (as a last resort).

D. Document Form. The operator may submit MEL draft documents to theDGCA either on hard copy (printed on paper) or on softcopy, as mutuallyagreed upon between the operator and the Operation Inspector. Theoperator and the Operation Inspector should discuss the techniques thatwill be used for revising and editing the proposed document. It isimportant that the operator understand that when the process iscomplete, the final proposed MEL must be submitted on paper unlessotherwise approved by the DGCA.

E. MEL Format. The MMEL format has been standardized to facilitate the

development, revision, and approval of both master and operator

18

SI 8900 - 4.4

documents. While the master document contains eight total sections, six

of these sections are considered basic for MEL development and should

be included in each operator's MEL. Refer to this staff instruction for a

detailed list of each MMEL section and whether or not it should be

included in the operator's MEL.Note: Other MMEL format may be used to facilitate the development,revision, and approval after reviewed and accepted by inspector.

F. Generic Single-Engine MMELs. This MMEL is applicable to all singleengine airplanes and helicopters for which a specific MMEL has not beenissued. When an operator is approved to use this generic MMEL, and aspecific MMEL for the individual aircraft type is subsequently issued, theoperator's MEL must be revised within the specified time frame to

conform to the specific MMEL.

NOTE : A generic MMEL for single-engine aircraft will providedby DGCA

G. Required Document Submittal. Inspectors should advise the operatorthat for an MEL to be approved, the following documents must besubmitted:

1) The application letter

2) Current equipment list for each make, model, series aircraft that is tobe included in the MEL or revisions.

3) The proposed MEL or MEL changes.

4) Necessary aO" and "M" procedures, which may be based on theaircraft manufacturer's recommended procedures, STC modifier'sprocedures, or equivalent operator procedures.

5) For part 121 purposes, a document or the portions of itssection 121.133 required manuals for each group of personnel(section 121.135(b)) that includes its comprehensive program formanaging the repair of items listed in the proposed or revised MEL, asappropriate.

6) For part 121 purposes, any other parts of its manual that includesduties, responsibilities, authority, policies, procedures, instructions,or information for crewmembers, ground, maintenance, andmanagement personnel with regard to handling of MEL items coveringsections 121.133, 121.563, 121.701, and 121.709.

7) For part 121 purposes, a description in its section 121.367 requiredinspection program and its program covering MEL items that ensuresthat:

a) The maintenance performed by it, or by other persons, isperformed in accordance with the requirements of their manual.

b) Competent personnel are provided for the proper performance ofthat maintenance.

19

SI 8900 - 4.4

c) Each aircraft released to service is airworthy and has been properlymaintained for their operation.

2.1.4. FINAL PHASE OF MEL APPROVAL PROCESS.

The final phase begins when the operator formally submits the proposed MELor MEL changes to the Operation Inspector. The Operations Inspector shouldinitially review the operator's submittal to verify that it is complete, containsthe required elements, as listed in paragraph 2.4 B 6) of this staff instructionand using MEL evaluation checklist (Appendix D), and is detailed enough topermit a thorough evaluation of the MEL.

A. Unacceptable Submittal. If the Operation Inspector finds the proposedMEL package to be incomplete or unacceptable at this time or at anyother juncture in the approval process, the Operation Inspector shouldcontact the operator. If a mutually acceptable correction cannot beimmediately agreed upon, the entire package must be immediatelyreturned to the operator, or its representative, along with an explanationof the problems found within the documents.

B. Acceptable Submittal. If the Operation Inspector finds the proposedMEL package to be complete and to contain the required information inan acceptable format, the detailed analysis begins. During this analysis,the Operation Inspector should coordinate with the Maintenance

inspector to perform a detailed examination of the proposed MELdocument and other supporting documents and procedures. If theoperator does not currently have an MEL program, its MEL managementprogram must also be reviewed for acceptability. Inspectors shouldexamine the technical content and quality of the proposed MELdocument and other supporting documents and procedures as follows.

1) Timely Review. Operation Inspectors should promptly address alldeficiencies and notify the operator of any discrepancies oroutstanding issues. The Operation Inspector and the operator mayinformally coordinate by telephone to clarify minor discrepancies ormisunderstandings.

2) Reference Material. Inspectors should use the MMEL as the primaryreference document when reviewing and approving the MEL. Inaddition, inspectors should use the following references:

Related CASR,

Appropriate Staff Instruction and advisory circulars (AC),- AFM,

Operator's Ops Specs/ACL, andOperator's manuals.

3) Document Deficiencies. Refer to paragraph 2.4 A of this staffinstruction.

20

SI 8900 - 4.4

4) Change in Schedule. If certain MMEL items must be addressed within

a specific time frame, the Operation Inspector should notify theoperator of this requirement as soon as possible. If the operator isunable to meet these schedule requirements, the Operation Inspectorshould negotiate a new schedule with the operator.

5) MEL Evaluation. Inspectors should compare the operator's MELchanges against the corresponding items in the current MMEL for thespecific aircraft type. In addition, inspectors should verify that theoperator's MEL contains the following required items:

a) Cover Page (Optional). The MEL cover page contains the operator'sname and the make and model of the aircraft to which the MEL

applies.

b) Table of Contents (Required). The table of contents contains a listof all of the pages in the MEL by title and the corresponding pageidentification (usually a page number).

c) Record of Revisions (Required). The log contains the revisionidentification (usually a number) and date of the revision. It mayalso contain a list of the revised pages, a block for the initials of theperson posting the change, and additional enhancements for use

by the operator.

d) Preamble and Definitions (Required). The standard preamble anddefinitions section stated in Appendix A and C, must be

reproduced word-for-word in each MEL without modification.

e) List of Effective Pages (Required). The list of effective pages is usedfor keeping track of the status of the MEL and includes a record of

the revision status or the date of each page of the operator's MEL.It may also be used as a means of conveying DGCA approval of theMEL.

1. Minimum Contents. At a minimum, the list of effective pagesmust contain the following:

• The operator's name;

• A listing of all of the pages in the MEL (including the date ofeach page and its number or revision number);

• The MMEL revision number on which the MEL is based; and.

• A signature block containing space for signature of theOperation Inspector and Maintenance Inspector.

2. Optional Contents. The operator may include additionalinformation on the control page to provide flexibility andadditional approval functions.

3. Highlights of Change Page (Optional). This page contains asynopsis of the changes made by the operator in each revision.

21

SI 8900 - 4.4

f) Additional Items. The operator may include additional informationsections in excess of the six DGCA sections.

6) Individual Air Transport Association (ATA) System Page Evaluation.These pages contain a list of individual items of equipment in theaircraft together with provisions for the operation of the aircraft whenthe items are inoperative. The reviewing inspector should examine theindividual ATA system pages, ensuring that the MEL is at least asrestrictive as the MMEL and that operator's procedures are adequateand appropriate. The inspector should also examine the material

contained on these pages for conflict with CASR, with the AFMemergency procedures and limitations, and with the operator's OpsSpecs/ACL. The following elements are included:

a) The ATA Numbering System. Operators should use the standardATA numbering system, similar to the manner used in the MMEL,

for numbering individual pages in this section. An example of thisnumbering system would be the communications page; the firstpage would be 23-1; the second page would be 23-2.

b) Individual Items of Equipment. The MMEL contains listed items ofinstalled equipment that may be inoperative

1. MMEL Items Not Listed on the Operator's MEL. If items listed

on the MMEL are not listed on the MEL there is no relief.

2. MMEL Items Listed on the Operator's MEL. Each piece ofequipment that is installed on the aircraft and that is contained

in the MMEL, for which the operator seeks relief and that isappropriate for its operation, should be listed on theappropriate page of the operator's MEL within the associated

ATA system. The operator may be more restrictive than

permitted by the MMEL by not listing certain items in its MEL.Each item title on the operator's MEL will generally be enteredexactly as it is shown on the MMEL. Exceptions include thefollowing:

a. When the MMEL uses a generic term to address equipmentthat serves a similar function but various operators usedifferent names for that equipment; or

b. When the MMEL lists functions rather than individual piecesof equipment within that category (Examples include"Navigation Equipment" or "Communications Equipment." Insuch cases, the MEL must contain a list of the individual

equipment or systems within that category that are actuallyinstalled on the aircraft, such as "VHF Communications

Transceivers." When items of this type consist of severalcomponents of a system, the item may be listed as acomplete system, such as "VOR Navigation System,"consisting of a VOR navigation receiver and its associated

22

SI 8900 - 4.4

indicator. The inspector should ensure that the operator hasnot listed inappropriate items or items that are listedindividually elsewhere in the MMEL. However, the OperationInspector is authorized to approve generic MMEL relief fornavigation or communication equipment that is appropriatesuch as instrument landing system (ILS), VHF Omnidirectional range station (VOR), very high frequency (VHF),high frequency (HF) and global positioning system (GPS).)

3. Items Listed on the MMEL but Not Installed on the Operator's

Aircraft. The Operation Inspector may follow several acceptablemethods of dealing with an item of equipment being listed onthe MMEL but not installed on the operator's aircraft. Onemethod is to simply omit the item from the MEL altogether,renumbering individual items within an ATA category as

necessary to provide proper continuity. (It should be noted thatindividual item numbers on a page are not necessarily ATA codenumbers, but are simply sequential item numbers within anATA category.) Another method is to list the item as shown onthe MMEL, and to show the Number Installed as zero. In this

case, the "Number Required for Dispatch" would also be zero,and the remark "Not Installed" may be noted under "Remarks

and Exceptions"; repair category designators should be omitted.

4. Triple Asterisk Symbol (***). The triple asterisk symbol is usedin an MMEL to indicate that an item is not installed on some

models of the aircraft. Operators should not produce or use this

symbol in the MEL.

5. Repair Category. Each item of equipment listed in the operator's

MEL, except for Administrative Control Items and Passenger

Convenience Items, must include the repair category designator

for that item as shown on the MMEL. These designators,

categorized as "A," "B," "C," or "D," indicate the maximum time

that an item may remain inoperative before repair is made. The

actual repair categories corresponding to these letters are

provided in the "Notes and Definitions" section of the MMEL.

The operator may choose to adopt a more restrictive repaircategory than the one shown on the MMEL, but may not relax

the requirement. Components or subsystems of items

categorized in the MMEL, such as items of communications or

navigation equipment that are not listed individually in theMMEL, must retain the repair category shown on the MMEL

when listed as separate items on the MEL.

6. Passenger Convenience Items. Passenger convenience items

relate to the convenience, comfort, and entertainment of

passengers and must never affect the airworthiness of the

aircraft. These items do not carry a specific repair category;

23

SI 8900 - 4.4

however, the operator should make repairs to convenience itemswithin a reasonable time frame. Normally, the operator liststhese items individually in ATA chapters 25 and 38. Passengerconvenience items may be included elsewhere in the MEL ifclearly identified as passenger convenience items. OperationInspectors should review the proposed MEL to decide which

passenger convenience items are components of an itemappearing in the MMEL. When listing passenger convenienceitems on the MEL, the operator must list each item for which

the operator wishes relief. The operator may make a list ofpassenger convenience items that, once it is acceptable to theOperation Inspector, is held at the DGCA. Passengerconvenience items also apply to cargo airplanes, as appropriate.

7. Administrative Control Items. "Administrative control item"

means an item listed by the operator in the MEL for trackingand informational purposes. It may be added to an operator'sMEL by approval of the Operation Inspector, provided no reliefis granted, or provided conditions and limitations are contained

in an approved document (such as Structural Repair Manual orAD). If relief other than that granted by an approved documentis sought for an administrative control item, the operator mustsubmit a request to the DGCA. If the request results in reviewand approval by the DGCA, the item becomes an MMEL item

rather than an administrative control item. Examples of itemsthat could be considered administrative control items are

cockpit procedure cards, medical kits, and life vests. These

items should appear in the appropriate ATA chapter and wouldnot have a repair category. When the operator chooses thiscourse of action, the Operation Inspector must examine eachproposed administrative control item on the operator's proposedMEL to ensure that the following conditions are met:

• No item is included as an administrative control item if it is

included elsewhere in the MMEL;

• Administrative items are not included as a subsystem ofitems listed in the MMEL; and

• Administrative items are not granted relief in the MELunless the release conditions or limitations are contained in

another approved document.

8. Number of Items Installed. The MEL will normally contain theactual number of items of particular equipment installed on theaircraft. This number may be either greater or less than thenumber shown on the MMEL. The MMEL shows the number of

items installed as the number of those items normally installedon a particular aircraft type. Individual aircraft operated by anoperator may have a different number of items. Frequently theMMEL shows a dash in the "Number Installed" column. This

dash indicates that a variable quantity of these items is

24

SI 8900 - 4.4

generally installed on the aircraft. If the operator has an MELfor a single aircraft or identical aircraft, the actual number ofthese items on the particular aircraft must be listed in the MEL.If the operator has an MEL for multiple aircraft, and theequipment is not installed on all aircraft or there is a variable

quantity between aircraft, and the operator's MEL will notreference specific aircraft identifications; the "Number Installed"

column may contain a dash.

9. Number of Items Required for Dispatch. Normally, the numberof items required for dispatch is determined by the DGCA andmay be modified in the MEL in only two cases:

• When the item is not installed on the aircraft, in which case

a zero may be shown as the number required for dispatch;and

• When the item is shown in the MMEL as being a variablenumber required for dispatch.

NOTE: In this case of the second bullet above, the

reviewing inspector should ascertain that the

operator has made a determination as to the

number required for dispatch. There can be severalfactors that establish this number. In some cases, itis determined by a reference to specificrequirements listed in the "Remarks or Exceptions"column of the MMEL. An example would be cabinlights. In this case, the MMEL may show a variablenumber installed while the "Remarks or Exceptions"column might state that 50 percent of those itemsbe operable. The number required for dispatchwould therefore be 50 percent of the number oflights determined to be actually installed on theindividual aircraft. Another case where the MMEL

may show a variable number required for dispatchis when the "Remarks or Exceptions" column of theMMEL contains the statement, "As Required byCASR." In this case, the number is the minimum

quantity of these items that must be installed for

operations under the least restrictive regulationunder which the operator conducts operations. Forexample, part 135 requires two communications

transmitters for operating a small airplane as acommuter operator under instrument flight rules

(IFR). Only one transmitter is required by part 135for on-demand charter operations, and none arerequired for visual flight rules (VFR) operationswhen operating outside of controlled airspace. Ifnone are required, the minimum number of

transmitters required for dispatch could be zero.

25

SI 8900 - 4.4

10. "Remarks or Exceptions." Certain items demand specific

relief developed by the operator as authorized through OpsSpecs/ACL, area of operation, and CASR. "As required by

CASR" is an example of this type of relief.

11. Other Items. Other items in which relief has been specificallywritten to reflect actions or restrictions to the operation may be

changed only when the DGCA makes a change to the MMEL.Generally they contain "O" and "M" procedures in which the

operator develops its company procedures to comply with theMEL.

12. Equipment Required for Emergency Procedures. DGCA shalldetermine that, in the development of MMELs, relief is not

provided to instrument or equipment systems or componentsthat are required to accomplish emergency procedures. DGCAshall review each current MMEL for which he has responsibilityand amend any proviso that states "As Required By CASR" toinclude an added provision that would effectively assure that"no relief is provided to an inoperative system or component if

powered by an emergency bus or equivalent and required toaccomplish an emergency procedure."

7) Evaluation of Associated Documentation. The inspector shouldevaluate the supporting documentation submitted by the operator toensure that it is complete and appropriate.

a) The Operator's Manual. Inspectors should evaluate the operator'smanual to ensure that it contains adequate guidance for theoperator's personnel in conducting operations using the MEL.Generally, if the operator does not presently have an MEL program,the applicable portions of its manual and other guidance materialshould be submitted at the time the MEL is submitted for initial

review. When evaluating the operator's manual, inspectors shoulduse the guidance in b) below.

b) Documentation Procedures. The procedures for documentinginoperative equipment and any required maintenance releaseprocedures should be clear. At a minimum, provisions forrecording the following items should be developed:

• An identification of the item of equipment involved;• A description of the nature of the malfunction;

• An identification of the person making the entry; and• The MEL item number for the equipment involved.

8) Crew Notification. The operator should establish procedures foradvising the pilot in command (PIC) of inoperative items and requiredprocedures such as affixing placards, alternate operating procedures,

26

SI 8900 - 4.4

and instructions for the isolation of malfunctions. The PIC and the

operator are both responsible for ensuring that flights are not

dispatched or released until all of the requirements of the "O"procedures and "M" procedures have been met.

9) Flight Restrictions. The operator should establish procedures toensure that dispatch or other operational control personnel, as well asthe flight-crew, are notified of any flight restrictions required whenoperating with an item of equipment that is inoperative. Theserestrictions may involve maximum altitudes, limitations for the use of

ground facilities, weight limitations, or a number of other factors.

10) Training Program Material. Inspectors should ensure that theoperator's flight and ground personnel training programs containadequate instruction for MEL use.

11) MEL Management Program. The Operation Inspector shouldcoordinate closely with both the Maintenance Inspector and theoperator on the MEL management program. Operators must developan MEL management program as a comprehensive means ofcontrolling the repair of items listed in the approved MEL. Operatorsmust include a description of the program in their maintenancemanual or other documents. The MEL management plan mustinclude the following:

• A method for tracking the date and time of deferral and repair;• The procedures for controlling extensions to maximum repair

categories;

• A plan for coordinating parts, maintenance personnel, andaircraft at a specific time and place for repair;

• A review of items deferred due to unavailability of parts; and• The specific duties and responsibilities of the managers of the

MEL management program, listed by job title.

2.1.5. TERMS AND CONDITIONS OF RELIEF.

This section contains the terms and conditions of relief granted to an operatorfor operating the aircraft with items of installed equipment that are inoperative.The operator must state the terms and conditions under which operations maybe conducted with inoperative items for the operator's particular organizationand aircraft. The reviewing inspector must address the following elements ofthis section:

A. Standard Phraseology. When reviewing the MEL, inspectors shouldensure that the operator generally uses the phraseology used in theMMEL to ensure clarity and standardization. In some cases modifiedphraseology is appropriate for the operator's specific installation. TheOperation Inspector should refer questions about non-MMELphraseology to the DGCA for resolution.

27

SI 8900 - 4.4

B. "As Required by CASR." The general term, "As Required by CASR,"applies to ATA chapters 23 (Communications), 31 (Instruments),33 (Lights), and 34 (Navigation Equipment). When this term appears inthe "Remarks or Exceptions" section of an MMEL, the operator's MELmust contain the specific conditions that apply. The operator usuallymust research the applicable regulations in detail to develop theappropriate provisions that apply to that operator's particular operations.An example of a typical distance measuring equipment (DME) remarkcould read, "Not required for flights below FL 240."

NOTE: The operator's MEL must clearly establish theactual requirement for its operation when the MMELstipulates "As Required by CASR." It is not acceptable forthe MEL to simply refer to the regulation.

C. "O" and "M" Procedures.

1) "O" and "M" procedures must contain descriptions of the individualsteps necessary to accomplish each process. For example, if theMMEL contains an "M" symbol with a provision that a valve must beclosed, the operator must include the appropriate procedures to closethe valve as part of the operator's manual or MEL. The reviewinginspector must ensure that the procedure addresses the following:

• How the procedure is accomplished;

• The order of accomplishing the elements of the procedure; and• The actions necessary to complete the procedure.

2) Inspectors should consult the Guidelines for "O" and "M" Procedures

of the MMEL when evaluating these procedures. The section about theGuidelines for "O" and "M" Procedures does not have to be contained

within the operator's MEL. If the "O" and "M" procedures are notcontained within the MEL, the MEL should include a reference to the

location of the procedures.

NOTE: While inspectors should ensure that the

procedures are detailed and explicit, it is not necessarythat the operator repeat obvious requirements of the MELitem, of CASR, or of other established standards.

3) "O" Procedures. The "(O)" symbol indicates a requirement for a specificoperations procedure that must be accomplished in planning forand/or operating with the listed item inoperative. Normally, theseprocedures are accomplished by the flight-crew; however, otherpersonnel may be qualified and authorized to perform certainfunctions. The satisfactory accomplishment of all procedures,regardless of who performs them, is the responsibility of the operator.Appropriate procedures are required to be published as a part of theoperator's manual or MEL.

4) "M" Procedures. The "(M)" symbol indicates a requirement for aspecific maintenance procedure which must be accomplished prior to

28

SI 8900 - 4.4

operation with the listed item inoperative. Normally these proceduresare accomplished by maintenance personnel; however, otherpersonnel may be qualified and authorized to perform certainfunctions. Procedures requiring specialized knowledge or skill, orrequiring the use of tools or test equipment should be accomplishedby maintenance personnel. The satisfactory accomplishment of allmaintenance procedures, regardless of who performs them, is theresponsibility of the operator. Appropriate procedures are required tobe published as part of the operator's manual or MEL.

5) Provisos. The "Remarks and Exceptions" section of the MMELgenerally contains provisos that include specific conditions underwhich an item of equipment may be inoperative. These provisos mustbe carried over either verbatim into the operator's MEL or by using

equivalent terminology. Provisos are distinct from "O" and "M"procedures. A procedure is an action that must be performed. Aproviso is a condition that must exist. For a proviso that operationsmust be conducted under VFR, an operation under an IFR flight plan

is not permitted, regardless of the weather conditions. When referenceis made to visual meteorological conditions (VMC), operations may be

conducted under an IFR flight plan, but only in VMC.

6) Operation Inspector Review of "M" and "O" Procedures. Each

Operation Inspector should review the MEL provisions with their

assigned certificate holders. At the discretion of the operator, the

operator may include additional (M) and (O) symbols for a specific

item in the MEL based on their needs. These additional (M) and (O)

symbols are based on a determination made by the operator for

dealing with an inoperative item and are in addition to those required

by the MMEL. Any additional (M) and (O) symbols added to the

operator's MEL will not alter in any way the definitions of the (M) and(O) symbols as shown in Appendix A of this staff instruction.

2.1.6. DEMONSTRATION PHASE.

A demonstration phase is normally not required for an MEL approval. When anoperator is developing an MEL in conjunction with original certification forinitial issuance of an operating certificate or Air Operator Certificate, or wheninstituting service with a new aircraft type, a demonstration of the operator'sability to use an MEL may be conducted during any required aircraft provingtests.

2.1.7. APPROVAL OF THE OPERATOR'S MEL.

After the Operation Inspector is satisfied that the MEL is in full compliancewith all applicable requirements, the Operation Inspector and Maintenance

29

SI 8900 - 4.4

Inspector shall sign the MEL control page or the individual MEL pages tosignify approval.

NOTE:

• For MEL initial approval the Operation Inspector andMaintenance Inspector will provide DGCA Approval letter.

• If the operator has not previously been authorized tooperate under an MEL, the Maintenance Inspector shouldissue Ops Spec/ACL D 95 concurrently.

2.2. CONFIGURATION DEVIATION LISTS (CDL)

2.2.1. GENERAL

This section contains information for DGCA inspectors concerning thedevelopment and approval processes of configuration deviation lists (CDL).Aircraft certificated under the provisions of CASR Part 25 may be approved foroperations with missing secondary airframe and engine parts.

Approval for operating with these parts missing would be authorized by theappropriate aircraft directorate, under an amendment to the type certificate.Evaluation and approval of CDLs are functions of the Sub Directorate ofEngineering (SDE), Directorate of Airworthiness and Aircraft Operations(DAAO).

2.2.2. DEVELOPMENT AND APPROVAL OF A CDL

An aircraft manufacturer develops a proposed CDL for a specific aircraft typeand submits it to the responsible DAAO for approval by SDE. For R.O.I-certificated airplanes, the CDL, once approved, is incorporated into thelimitations section of the airplane flight manual (AFM) as an appendix. Formanufacturers outside the Republic of Indonesia, the CDL may be a standalone document and part of the Structure Repair Manual, or anothermanufacturer's document and accepted by DGCA. Some operators may chooseto attach a copy of the CDL to their MEL for easy and ready reference byflightcrews.

2.2.3. OPERATOR PROCEDURES

Operators should establish a standard procedure for advising its flightcrewmembers and concerned maintenance personnel of an airplane's statuswhen a flight is to depart with a missing part on the CDL and/or inoperativeequipment on the MEL along with the conditions and limitations that apply.

Service experience has demonstrated that the operator's MEL procedures arecapable of addressing aircraft operations with MEL status and limitations.These same MEL procedures may also be used for addressing an aircraft's CDLstatus and limitations. This includes operator procedures to provide the flight

30

SI 8900 - 4.4

crew with further elaboration of the item by application in the airplane flight

log and dispatch papers. Regardless of the operator's procedures, this policy

does not alleviate the operator from informing all applicable personnel of the

associated limitations as contained in the CDL appendix to the AFM.

2.2.4. USE OF THE CDL

Operators must follow the CDL limitations when operating with a configurationdeviation. Operators are required to observe the following:

• The limitations in the CDL when operating with certain equipmentmissing (except as noted in the appendix to the approved flightmanual);

• The flight operations, restrictions, or limitations that are associated

with each missing airframe and engine part; and

• Any placard(s) required by the CDL describing associated limitations,which must be affixed in the cockpit in clear view of thepilot-in-command (PIC) and other appropriate crewmembers.

2.2.5. OPERATIONAL CONTROL

The principal operations inspector (POI) must ensure that the operator hasdeveloped appropriate procedures for the PIC and, if appropriate, proceduresfor notifying dispatch of the CDL missing parts by an appropriate notation inthe aircraft logbook or other acceptable means.

31

SI 8900 - 4.4

CHAPTER III - MASTER MINIMUM EQUIPMENT LIST (MMEL)

3.1. APPROVAL / ACCEPTANCE AUTHORITY

The DGCA has the responsibility for :

A. Approval of MMELs for aircraft which indonesia hold responsibility asstate of design.

B. Acceptance of MMELs approved by the the state of design.

3.2. MMEL PHILOSOPHY

This chapter provides an insight into the criteria that govern the determinationof an acceptable MMEL item and the methods of justification to be used in thedevelopment of a MMEL.

A. Level of Safety: The MMEL identifies the equipment which may beinoperative while maintaining the level of safety of the aircraft typedictated by the minimum standards specified for the design in the typebasis and operation by the State of manufacture.

It should be noted that although the airworthiness standards, requirethat aircraft be designed with certain systems and components, theMMEL will permit the operation, for short periods, of that aircraft withsuch items of equipment inoperative if the required level of safety can bemaintained.

To establish the equipment for any given operating condition, theauthority must consider various factors relating to safe operation whensuch equipment is inoperative. These include the consequence to theaircraft and its occupants of further failures, change in crew workloadand/or degradation in crew efficiency and degradation in crew capabilityto cope with adverse environmental conditions.

B. Maintaining the Level of Safety

1) The authority will base its decision, as to whether a particularproposal for a MMEL is to be approved, on the criterion that the levelof safety required by the standards specified for the design andoperation of the aircraft type can be maintained. This finding will bebased on the substantiated ability to maintain the required level ofsafety with an item of equipment inoperative.

2) This substantiation will be achieved by one or more of the followingmeans:

a) the adjustment of operating limitations;

b) transfer of the function to an operating component;

c) reference to other instruments or components performing therequired function or providing the required information;

d) change in operating procedures; and/or

32

SI 8900 - 4.4

e) change in maintenance procedures.

3) Example of Justification of a MMEL Item

a) To illustrate this, consider a MMEL proposal requesting that anaircraft be permitted to dispatch with the differential pressure

indicator on the cockpit pressurization control panel inoperative.

b) The standards specified for the design and operation of theaircraft type requires that pressurized cabins must have

instruments at the pilot or flight engineer station to show the

pressure differential between the cabin air pressure and

atmospheric pressure.

c) In order to meet the criteria, the MMEL proposal would have to

stipulate that the following conditions be met:

i. the cabin altimeter must be operative; and

ii. a chart showing the relationship between the aircraft andcabin altitude for the normal operating pressure differential(e.g. 8 PSI) must be available to the crew in flight.

d). Consequently, the flight crew, with reference to the aircraft's

altimeter, the cabin altimeter and the specified chart, would beable to determine that the appropriate cabin pressure differentialwas being maintained during flight.

e). Providing that dispatching with the cabin pressure differentialindicator inoperative did not seriously impact crew workloadand/or efficiency and was acceptable in terms of further failures,this MMEL item would be acceptable.

f). This acceptability is based on the evaluation of the foregoingfactors showing that the level of safety dictated by the minimumstandards specified for the design and operation of the aircrafttype, would be maintained.

g). The continued reliability of an aircraft system and the probabilityof total system failure, following the dispatch of an aircraft withinoperative equipment, must be considered for some MMELitems.

C. Methods of Justification of MMEL Items. The assessment of an

acceptable level of safety for a MMEL item often involves more than one

of the following methods of justification:

1) the equipment may be considered optional;

2) the equipment may be considered redundant;

3) a quantitative safety analysis; and/or

4) a qualitative analysis.

33

SI 8900 - 4.4

D. Optional Equipment. When aircraft are approved with optionalequipment on board which is over and above the required equipment,there is no necessity for such equipment to be operative if it is in excessof that required for safe operations for a particular flight condition orroute of flight. Inclusion in the MMEL can be accepted on this basis.

E. Redundant Items. If the purpose or function of the considered

component/system can be carried out by some other items of equipment,then it may be accepted on a redundancy basis with the provision thatthe alternative equipment can be confirmed to be operative.

Redundancy cannot be claimed as justification for inclusion of an item ifthe two (or more) sources of the function or information are required bythe aircraft type certification basis. In this case, another means ofjustification such as the safety analysis method must be used.

F. Quantitative Safety Analysis

1) The increasing dependency of modern aircraft on the safe operation of

their complex systems has resulted in the development of structured

techniques to achieve the necessary level of safety. This level ofsafety is based upon the principle that the hazard resulting from anevent should be inversely proportional to the probability of itsoccurrence. Compliance is usually demonstrated by conducting a

system safety assessment.

2) The safety assessment establishes the major, hazardous orcatastrophic situations or failure conditions which the system is

capable of producing and the allowable probability of occurrence.

For those systems whose failure is critical, i.e., results in hazardous

or catastrophic situations, a numerical probability analysis is usuallyrequired to demonstrate compliance with the allowable probability ofoccurrence.

For non-critical components/systems, the safety assessment may begreatly simplified. The risk of any specific failure condition is a

function of failure rate, the number of such systems and the time ofexposure to risk.

3) When items of equipment from systems performing criticalfunctions, are included in the MMEL, account shall be taken of their

inoperability in the safety assessment. The additional risk resultingfrom occasional flights with such equipment inoperative should beestablished and should be compatible with the allowable probabilityof occurrence established during the certification process.

4) If the item cannot be justified by the previous means or criteria,then a safety analysis must be carried out involving a quantitativeanalysis of the likely risk of the worst effects that can result from

additional failures, events and/or environmental conditionsoccurring during a flight with the particular inoperative item in

34

SI 8900 - 4.4

question. It must be shown that, bearing in mind the reducedexposure time when operating under a MMEL, the probability of aparticular hazard has not been increased beyond the levels dictatedby the minimum standards specified for the design and operation ofthe aircraft type.

G. Qualitative Safety Analysis. If an item is to be acceptable for inclusionin a MMEL, a qualitative analysis must be used to consider the impactthat the proposed inoperative item has on all other aspects of theaircraft's operation. The qualitative analysis must consider the impact oncrew workload, the impact of multiple MMEL items, and the complexityof maintenance and/or operational procedures. It may reflect experiencewith previous MMEL approvals.

NOTE: A previous MMEL approval of the same item onanother aircraft type does not in itself imply that therequired level of safety has been met. Factors which mustbe considered are similarity of system operation andsimilarity of the aircraft operational role.

3.3. DEVELOPMENT OF A MMEL

Aircraft manufacturers must produce a MMEL if they wish their aircraft to beoperated with specified equipment inoperative. Where possible, the approvalprocess for such a MMEL will take place concurrently with the typecertification process, but the development of an approved MMEL is not acondition of aircraft type certification.

A. MMEL Source. The development and approval of a MMEL is heavilydependent on the aircraft manufacturer as the primary source ofinformation on any new aircraft and its systems. An authority will notnormally undertake either the origination or production of MMELs. Thedrafting of a MMEL is the manufacturer's responsibility.

B. MMEL Justification. The MMEL must be supported by appropriateengineering justification and special procedures where applicable. Theengineering justification may include a quantitative and/or qualitativesafety analysis, a rationale showing system redundancy, AFM limitationsor any other technical justification supporting the prescribed level ofsafety.

3.4. SOURCE MMELS POLICY

DGCA shall accept MMELs approved by the regulatory authority of the countryof manufacture, as published. Operators are to incorporate source MMELamendments as soon as they are available. DGCA is to be informedimmediately of the amendment. The amendment to an operator MEL is to besubmitted to the Authority for approval prior to usage.

35

SI 8900 - 4.4

3.5. THIRD COUNTRY MMELS.

DGCA normally will not accept a MMEL produced by a third country (anexample would be a U.S. MMEL for a European aircraft). However, exceptionsmay be made, particularly for older aircraft, if no other source is available.

Such MMELs should be submitted through and be supported by the aircraftmanufacturer with appropriate engineering justification.

3.6. TEMPORARY OR INTERIM MMEL REVISIONS.

Manufacturers may issue temporary or interim revisions to their MMELs whichmay not be incorporated into the permanent revision for some time. Temporaryor interim MMEL revisions may be incorporated into an operator's MEL, uponreceipt and after necessary approval of DGCA.

3.7. MMEL FORMAT

A. Each MMEL should contain a cover/approval page, a Log of Revisions, aReason for Changes page, a List of Effective Pages, a Table of Contents,the MMEL Preamble (see Appendix C), an explanation of the symbolsused in the MMEL and a definition of any terms having special meaningin the context of the MMEL (see Appendix A).

Each item of equipment listed in the MMEL shall be described andidentified in accordance with the Air Transport Association (ATA)specification 100 code systems (see Appendix B).

The number of each item of equipment installed and the numberrequired to be operative for dispatch shall be stated in the appropriatecolumns.

B. Any conditions associated with inoperative equipment, required tomaintain a level of safety, shall be included in the "Remarks orExceptions" column.

C. When practicable, the switch, lever, gauge or indicator of a particularitem of equipment, should be identified. Source MMELs may indicate arequirement to placard inoperative equipment by use of an asterisk (*) incolumn 4 to inform crew members of its condition.

D. For operator MELs, a definition shall be added which shall state that

each inoperative item must be placarded to inform and remind thecrewmembers and maintenance personnel of the equipment condition.

36

SI 8900 - 4.4

3.8. MMEL PAGE FORMAT (APPENDIX F)

A. MMELs will be published in the "four column format" where columns 1to 4 will contain respectively the name of the item and category, numberinstalled, number required for dispatch and remarks or exceptions.

B. Each MMEL/MEL will be preceded by an acceptable preamble. Anexample is given in Appendix C.

3.9. OPERATING AND MAINTENANCE PROCEDURES

Any inoperative item of equipment in the MMEL which would require anoperational or maintenance procedure to ensure the required level of safetyshall be so identified by an appropriate symbol in the "Remarks or Exceptions"column of the MMEL. This will normally be "O" for an operational procedureand "M" for a maintenance procedure. (O) (M) means both operational andmaintenance procedures are required. Details of such procedures must bemade available for review during the MMEL acceptance process as they formpart of the justification supporting inclusion of an item in the MMEL. Whereapplicable, the limitations, procedures and remarks for individual MMEL itemsshould cover at least day, night, VMC, IMC, ETOPS, icing, rain, and CategoryII/III.

3.10. PROHIBITED ITEMS

A. The MMEL shall not include any item of equipment which, if inoperative,is likely to significantly affect the take-off, landing or climb performanceof the aircraft or associated landing speeds presented in the approvedAFM (Aircraft Flight Manual) unless the AFM specifies the effect and theMMEL draws attention to this fact.

B. No item shall be included in the MMEL which conflicts with the

limitations or invalidates the emergency procedures of the AFM or of anairworthiness directive unless the AFM or directive provide otherwise.

C. The MMEL shall not include any part or structural component of theaircraft which is the subject of the Configuration Deviation List (CDL).

3.11. REPAIR INTERVAL CATEGORIES

A. The maximum time an aircraft may be operated between the discovery ofan inoperative item and its repair will be specified in the MMEL.Passenger convenience items such as reading lights may have nospecified repair interval (no category).

B. The category of all other inoperative items will be determined accordingto the time intervals specified in Appendix A. MMEL and MEL DefinitionNo. 22.

C. The category of each item in the MMEL is to be inserted in column 1adjacent to column 2.

37

SI 8900 - 4.4

3.12. MMEL PROCEDURES

A. General. This section details the procedure that is followed in theorganization, approval and publication of the MMEL.

B. Draft MMEL

1) The draft MMEL is to be originated by the manufacturer and shouldbe submitted to Authority as early as possible in the type certificationprocess. Inputs from the aircraft operator should be made to theoriginator and, if supported by the manufacturer, should be includedin the submission to Authority.

2) The draft MMEL must be accompanied by appropriate engineeringjustification.

3) Applicable operating and maintenance procedures must be suppliedin sufficient detail to permit an understanding of each associatedMMEL item. Approval of the procedures themselves will not be a partof the MMEL approval process, but rather, the MEL approval process.

4) For large aircraft, these procedures are normally contained in amanufacturer's document such as a Dispatch Deviation ProcedureGuide (DDPG), or a Dispatch Deviation Guide (DDG). For smalleraircraft, where these documents are not available from the

manufacturer, the operator is responsible for developing their ownprocedures and having them approved.

C. Draft MMEL Review. A review of the draft MMEL will be undertaken priorto approval. Following review by the appropriate specialists and decisionson individual MMEL items the changes required to the draft MMEL will bepassed back to the originator.

D. Approval and Publication. The originator will incorporate the requiredchanges for approval by the Authority. The originator will then publishthe final version of the revision or temporary revision and return hardcopies or an acceptable electronic copy to the Authority. The originatormay also distribute hard copies of the MMEL on request.

E. Revisions to MMELs.Once a MMEL approval is issued, requests forrevisions may be initiated by the operator or aircraft manufacturer. Inany event, the manufacturer's participation is usually required insupport of this revision activity.

1) Approval of Revisions. All proposed revisions, together withengineering justification and sufficient details of applicable operatingand maintenance procedures to permit understanding of each itemshall be submitted to the Authority.

38

SI 8900 - 4.4

2) Approval Process. Requests for revisions to a MMEL will be reviewed bythe Authority. Once the required changes have been approved, they willbe passed back to the originator for inclusion in the MMEL.

3) MMEL Revision Status. The manufacturer or operator may determine thecurrent approved revision status of any MMEL from the Authority.

DIRECTOR GENERAL OF CIVIL AVIATION

ttd.

SUPRASETYO

KEPAL

NIP. 19

39

SI 8900 - 4.4

APPENDIX A - MMEL AND MEL DEFINITIONS

PURPOSE :

To provide a list of definitions for use in MMELs and MELs

POLICY STATEMENT:

The following definitions will be used in MMELs. For MELs, certain MMEL

definitions may be edited and/or not required. MEL definitions, includingformat issues, will be tailored, as appropriate, dependent upon the aircraftoperator's make/model of aircraft, type of installed instrument and equipmentitems, and specific operation. However, the intent of the definition must be thesame and cannot be less restrictive than the MMEL.

Note 1: For MEL development, Table A may be used to identify theapplicable CASRs for MMEL items that use terms such as "As

required by CASR" or "Any in excess of those required by CASRmay be inoperative". Table A is not a complete list of CASRs and is

not to be included in the aircraft operator's MEL.

Note 2: See Table B for MEL definition requirements. Table B is not

required to be included in the aircraft operator's MEL.

Note 3: A revision of Appendix A does not require a revision of theoperator's MEL.

1. Administrative Control Item (ACI). An ACI is listed by the aircraftoperator in the MEL for tracking and informational purposes. As anexample, ACI may be used to track ETOPS accomplishment of required APUcold-soak, or in-flight verification starts. An ACI may be added to anaircraft operator's MEL by approval of the POI provided no relief is granted,or provided conditions and limitations are contained in an approveddocument (e.g., Structural Repair Manual (SRM) or AirworthinessDirective (AD)). If relief other than that granted by an approved document issought for an ACI, a request must be submitted to the DGCA. If the requestresults in review and approval by the DGCA, the item becomes an MMELitem rather than an ACI.

2. ATA System Page. The ATA system page is divided into four (4) columnsand contains: item and repair category; number installed; number requiredfor dispatch; and remarks or exceptions. Standard ATA categories are used.Items are numbered sequentially.

A. Item. This column depicts the equipment, system, component, orfunction listed in the "Item" column.

B. Repair Category. See definition #22.

C. Number Installed. This column depicts the number (quantity) ofinstrument and equipment items normally installed in the aircraft. This

AA-1

SI 8900 - 4.4

number represents the aircraft configuration considered in developingthis MMEL. Should the number be a variable (e.g., fleet configurationdifferences, cockpit lighting items, cabin lighting items, cargo restraintcomponents) a number is not required and the "-" symbol is used.

D- Number Required for Dispatch. This column depicts the minimumnumber (quantity) of instrument and equipment items required foroperation provided the conditions specified in the "Remarks orExceptions" column are met. Where the MMEL shows a variable number

required for dispatch, the MEL must reflect the actual number requiredfor dispatch or an alternate means of configuration control approved bythe Director.

E. Remarks or Exceptions. This column may include a statement(s)either prohibiting or permitting operation with a specific number ofinstrument and equipment items inoperative, provisos (conditions andlimitations) for such operation, and appropriate notes.

F. Provisos. Provisos are indicated by a number or a lower case letter in"Remarks or Exceptions". Provisos are conditions or limitations thatmust be complied with for operation with the listed instrument orequipment item inoperative.

G. Notes. Notes provide additional information for crewmember ormaintenance consideration. Notes are used to identify applicablematerial, which is intended to assist with compliance, but do not relievethe aircraft operator of the responsibility for compliance with allapplicable requirements. Additional notes may be amended, deleted, oradded to the MEL by the aircraft operator, as appropriate. Notes are nota part of the provisos.

H. Vertical Bar (change bar). A vertical bar indicates a change, addition,or deletion in the adjacent text for the current revision of that page only.All change bars applicable to the previous revision of the MMEL areremoved prior to the release of the next revision.

3. Airplane Flight Manual (AFM), Rotorcraft Flight Manual (RFM). The

DGCA-approved AFM/RFM is the document approved by the responsibleDGCA during type certification. The approved flight manual for the specificaircraft is listed on the applicable Type Certificate Data Sheet (TCDS). Theapproved flight manual is the source document for operational limitationsand performance parameters for an aircraft. The term "approved flightmanual" can apply to either an AFM or an RFM. The DGCA requires anapproved flight manual for aircraft type certification.

4. As Required by CASR. When the MMEL states, "As Required by CASR,"the listed instrument or equipment item is subject to certain provisions(restrictive or permissive) expressed in the CASR operating rules. Thenumber of items required by CASR must be operative. When the listed itemis not required by CASR, it may be inoperative for the time specified byrepair category.

AA-2

SI 8900 - 4.4

5. Considered Inoperative. The phrase, "Considered Inoperative", as used in

the provisos, means that an instrument and equipment item must be

treated for dispatch, taxi and flight purposes as though it were inoperative.

The item will not be used or operated until the original deferred item isrepaired. 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 repair category.

6. Continuing Authorization - Single Extension. An aircraft operator who

has the authorization to use an DGCA-approved MEL may also have theauthority to use a continuing authorization to approve a single (one-time)

extension to the repair interval for category B or C items in accordance with

Authorization, Conditions, and Limitations (ACL) D95. Continuing

Authorization - Single Extension is not authorized for repair category A andD items.

7. Dash (-). Indicates a variable number (quantity) of the instrument and

equipment items may be installed or required for dispatch. This is common

when a fleet MEL is used since aircraft of the same make and model mayhave differing numbers of specific instrument and/or equipment itemsinstalled.

8. Day of Discovery. This is the calendar-day an equipment/instrument

malfunction was recorded in the aircraft maintenance record/logbook.This day is excluded from the calendar-days or flight-days specified in theMMEL for the repair interval of an inoperative instrument and/orequipment item. This provision is applicable to all MMEL items;

i.e., categories A, B, C, and D.

9. Deactivated and/or Secured. When the MMEL refers to an instrument

and/or equipment item as deactivated and/or secured, the specifiedcomponent must be put into an acceptable condition for safe flight. Anacceptable method of deactivating and/or securing will be established bythe aircraft operator.

10. Deleted. "Deleted" in the remarks column after a sequence item indicatesthat the item was previously listed but is now required to be operative ifinstalled in the aircraft.

11. Extended Range Operations (ER). ER refers to extended range operations(ETOPS) of an airplane with operational approval to conduct ETOPS inaccordance with the applicable regulations.

12. Excess Items. Excess items are those instrument and equipment itemsthat have been installed that are redundant to the requirements of theCASR.

13. Flight Day. A Flight-day is a 24-hour period (from midnight to midnight)either universal coordinated time (UTC) or local time, as established by theaircraft operator, during which at least one flight is initiated for the affectedaircraft.

AA-3

SI 8900 - 4.4

14.Heavy Maintenance Visit (HMV). HMV is a scheduled C-check/D-checkor airworthiness maintenance program inspection where the aircraft isscheduled to be out of service for 4 or more days.

15. Icing Conditions. An atmospheric environment that may cause ice to formon the aircraft (structural) or in the engine(s) (induction).

16. Inoperative. A system and/or component malfunction to the extent that itdoes not accomplish its intended purpose and/or is not consistentlyfunctioning normally within its approved operating limit(s) and/ortolerance(s).

17-Inoperative Components of an Inoperative System. Inoperativeinstrument and equipment items, which are components of a system that isinoperative, are usually considered components directly associated with andhaving no other function than to support that system (warning/cautionsystems associated with the inoperative system must be operative unlessrelief is specifically authorized per the MMEL).

18. Is Not Used. The phrase "Is Not Used" in the provisos, remarks orexceptions for an MMEL instrument or equipment item may specify thatanother item in the MMEL "is not used". In such cases, crewmembers mustnot activate, actuate, or otherwise utilize that item under normaloperations. It is not necessary for aircraft operators to accomplish the (M)procedure(s) associated with the item. However, operational requirementsmust be complied with, and an additional placard must be affixed, to theextent practical, adjacent to the control or indicator for the item that is notused. This informs crewmembers that an instrument or equipment item isnot to be used under normal operations

19. Nonessential Equipment and Furnishings (NEF). NEFs are those itemsinstalled on the aircraft as part of the original type certification (TC), STC,engineering order, or other form of alteration that have no effect on the safeoperation of flight and would not be required by the applicable certificationrules or operational rules. They are those items that, if inoperative,damaged, or missing, have no effect on the aircraft's ability to be operatedsafely under all operational conditions. NEF items are not instrument andequipment items already identified in the MEL or CDL of the applicableaircraft. They do not include instrument and equipment items that arefunctionally required to meet the certification rule or for compliance withany operational rule.

20. Operative. An operative system and/or component will accomplish itsintended purpose and is consistently functioning normally within its designoperating limit(s) and tolerance(s). When an MMEL item specifies that anitem of equipment must be operative, it does not mean that it's operationalstatus must be verified; it's to be considered operative unless reported orknown to be malfunctioning. When an MMEL item specifies that an item ofequipment must be verified operative, it means that it must be checked andconfirmed operative at the interval(s) specified for that MMEL item. Whenan MMEL item specifies that an item of equipment must be verified but nointerval is specified, verification is required only at the time of deferral.

AA-4

SI 8900 - 4.4

Other terminology sometimes used interchangeably with "operative" withinthe MMEL is "operates normally", "fully operative", and "consideredoperative". The aircraft operator's MEL may incorporate standardizedterminology of the aircraft operator's choice to specify that an item ofequipment must be operative, provided the aircraft operator's MELdefinitions indicate that the selected "operative" terminology means that therequired item of equipment will accomplish its intended purpose and isconsistently functioning normally within its design operating limit(s) andtolerance(s).

21. Placarding. Each inoperative instrument or equipment item must beplacarded to inform and remind the crewmembers and maintenance

personnel of the item condition. To the extent practical, placards should belocated adjacent to the control or indicator for the item affected; however,unless otherwise specified (i.e. AFM), placard wording and location will be

determined by the aircraft operator.

22. Repair Category. All users of an MEL approved under parts 121 and 135

must effect repairs of inoperative instrument and equipment items, deferred

in accordance with the MEL, at or prior to the repair times established bythe following letter designators.

A. Repair Category A. This category item must be repaired within the time

interval specified in the "Remarks or Exceptions" column of the aircraftoperator's approved MEL. For time intervals specified in "calendar days"

or "flight days", the day the malfunction was recorded in the aircraft

maintenance record/logbook is excluded. For all other time intervals

(i.e., flights, flight legs, cycles, hors, etc.), repair tracking begins at the

point when the malfunction is deferred in accordance with the operator's

approved MEL.

B. Repair Category B. This category item must be repaired within 3consecutive calendar-days (72 hours) excluding the day the malfunctionwas recorded in the aircraft maintenance record /logbook. For example,if it were recorded at 10 a.m. on January 26th, the 3-day interval wouldbegin at midnight the 26th and end at midnight the 29th.

C. Repair Category C. This category item must be repaired within 10

consecutive calendar-days (240 hours) excluding the day the malfunctionwas recorded in the aircraft maintenance record/logbook. For example,if it were recorded at 10 a.m. on January 26th, the 10-day interval wouldbegin at midnight the 26th and end at midnight February 5th.

D. Repair Category D. This category item must be repaired within 120consecutive calendar-days (2880 hours) excluding the day themalfunction was recorded in the aircraft maintenance record/logbook.

AA-5

SI 8900 - 4.4

23. Takeoff. Takeoff is the act of beginning a flight in which an aircraft isaccelerated from a state of rest to that of flight. For the purposes of MELrelief, this translates to the point at which the pilot physically begins toapply power to initiate the takeoff from the runway or takeoff surface.

24. Triple Asterisk I***). Indicates an item which is not required by regulationbut which may have been installed on some models of aircraft covered bythis MMEL. This item may be included on the aircraft operator's MEL afterthe DGCA has determined that the item has been installed on one or more

of the aircraft operator's aircraft. The symbol, however, must not be carriedforward into the aircraft operator's MEL. It should be noted that neitherthis policy nor the use of this symbol provides authority to install or removean item from an aircraft.

25.Visible Moisture. An atmospheric environment containing water, in anyform, that can be seen in natural or artificial light; for example, clouds, fog,rain, sleet, hail, or snow.

26.Visual Flight Rules (VFR). VFR is as defined in CASR Part 91. This

precludes a pilot from filing an Instrument Flight Rules (IFR) flight plan.

27.Visual Meteorological Conditions fVMC). VMC means the atmospheric

environment is such that would allow a flight to proceed under the visual

flight rules applicable to the flight. This does not preclude operating underInstrument Flight Rules.

28. (M). This symbol indicates a requirement for a specific maintenanceprocedure which 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 andauthorized to perform certain functions. Procedures requiring specialized

knowledge or skill, or requiring the use of tools or test equipment, should beaccomplished by maintenance personnel. The satisfactory accomplishment

of all maintenance procedures, regardless of who performs them, is the

responsibility of the aircraft operator. Appropriate procedures are required

to be produced as part of the aircraft operator's manual or MEL.

29.(0). This symbol indicates a requirement for a specific operations

procedure which must be accomplished in planning for and/or operatingwith the listed item inoperative. Normally, these procedures are

accomplished by the flight crew; however, other personnel may be qualifiedand authorized to perform certain functions. The satisfactoryaccomplishment of all procedures, regardless of who performs them, is the

responsibility of the aircraft operator. Appropriate procedures are requiredto be produced as a part of the aircraft operator's manual or MEL.

30. Electronic Fault Alerting System. New generation aircraft display systemfault indications to the flight crew by use of computerized display systems.Aircraft manufacturers incorporate individual design philosophies whendetermining the data that is represented.

AA-6

Table A

Applicable Sections in CASR Parts 91, 121, 135

SI 8900 - 4.4

ATA CH. # ITEM CASR REFERENCES

ATA 23

Cockpit Voice

Recorder (CVR)System

91.609,

121.344a

135.327

Flight Deck

Headsets/ Headph

ones

91.511

121.318, 121.349, 121.344a

135.327, 135.165

High Frequency

(HF)

Communication

Systems

91.511

121.345, 121.347, 121.349, 121.351

135.309, 135.311

Passenger

Address System121.318

Satellite

Communication

System

121.99, 121.122, 121.345, 121.347,

121.349, 121.351

135.309, 135.311

VHF and UHF

Communications

Systems

91.126, 91.127, 91.129, 91.130,

91.131,91.135,91.205,91.511

121.345, 121.347, 121.349, 121.351

135.309, 135.311

ATA 25Crash Ax/Crow

Bar

91.513

121.309

135.349

Emergency

Locator

Transmitter (ELT)

91.205,91.207

121.353, 121.339

ATA 25

(cont'd)

Emergency

Medical

Equipment (AED,

EMK, FAK)

91.513

121.803,

135.349

Extended

Overwater

Equipment(Emergency,

Flotation,

Survival)

91.205, 91.509

121.339, 121.340

135.351

Flashlight

Stowage/ Charger

Assemblies

(Including

Flashlights)

121.310

135.349

Flight Attendant

Seat Assembly

(Single or DualPosition)

91.533

121.391

135.391, 135.393

AA-7

SI 8900 - 4.4

ATA CH. # ITEM CASR REFERENCES

Megaphones91.513

121.309

Observer Seat

Aircraft operated under Part 91 are

not required to have an observer seat135.75

ATA 26Portable Fire

Extinguishers

91.513, 91.525

121.309

135.461

ATA 31 Clocks 91.205

Flight Data

Recorder (FDR)System

91.609, App E

121.343, 121.344, 121.344a

135.329

ATA 33

Passenger Notice

System (Lighted

Information

Signs)

91.517

Wing Icing

Detection Lights

91.527

121.341

ATA 34 ADF Systems91.205

121.347, 121.351

Altitude AlertingSystem

91.219, App G

ATC

Transponder/Aut

omatic Altitude

Reporting

Systems

91.130, 91.131, 91.135, 91.215, AppG (RVSM)

ATA 34

(cont'd)Distance

Measuring

Equipment (DME)

91.205

121.349

Flight

Management

Computer System

(FMCS)

91.205

121.347, 121.349, 121.351

135.399, 135.311

Ground Proximity

Warning System

(GPWS)

91.223

121.354, 121.358

135.319

Instrument

Landing System

(ILS)

121.347, 121.349

135.309, 135.311

Long RangeNavigation

Systems (GPS,

INS, Loran,

Omega)

121.351, 121.355

AA-8

SI 8900 - 4.4

ATA CH. # ITEM CASR REFERENCES

Marker Beacon

System

Part 91 App. A (Cat II Operations)121.349

135.311

Standby Attitude

Indicator

91.205,91.507

121.305

135.303

Thunderstorm

Detection135.173

Traffic Collision

and Avoidance

System (TCAS)

91.221, App G(RVSM)

121.356

135.322

VOR Navigation

Systems

91.131,91.205,91.511

121.345, 121.347, 121.349, 121.351

135.309, 135.311

Weather Radar

System

121.357,

121.358

135.315

ATA 35

Oxygen System

(Chemical or

Gaseous)

91.211

121.329, 121.331, 121.333, 121.574

135.343

Portable Oxygen

Dispensing Units

(Or Equivalent)

(Bottle and Mask)

121.329, 121.333

ATA 35

(cont'd)

Protective

Breathing

Equipment (PBE)

121.337

AA-9

SI 8900 - 4.4

Table B

MEL Definition Requirements

NOTE: This definition is not required to be in an aircraft operator's

MEL

Definition Requirement Notes*

1. Administrative Control

Item (ACI)Optional*

Definition is required only ifMEL contains ACI.

See Policy Statement

2. Air Transport

Association (ATA)

System Page

Required See Policy Statement

2A. Item Required See Policy Statement

2B. Repair Category Required*

Required for part 121 and 135;

not required for part 91 and137;

See definition #22.

(1) Repair Category

ARequired*

Required for part 121 and 135;not required for part 91 and 137

(2) Repair Category

BRequired*

Required for part 121 and 135;

not required for part 91 and 137

(3) Repair Category

CRequired*

Required for part 121 and 135;

not required for part 91 and 137

(4) Repair Category

DRequired*

Required for part 121 and 135;

not required for part 91 and 137

2C. Number Installed Required See Policy Statement

2D. Number Required

for DispatchRequired See Policy Statement

2E. Remarks or

ExceptionsRequired See Policy Statement

2F. Provisos Required*

Must be carried over either

verbatim from the MMEL into

the MEL or by using equivalent

terminology.

See Policy Statement

2G. Notes Required

2H. Vertical Bar Required* Alternate means of compliancemay be used if approved by the

AA-10

SI 8900 - 4.4

Definition Requirement Notes*

(change bar) DGCA.

See Policy Statement

3. Airplane Flight Manual(AFM) or RotorcraftFlight Manual (RFM)

Required*The appropriate document (AFMor RFM) must be indicated.

4. As required by CASR Not Used*

This term is not used in MELs.

MELs must contain the

appropriate regulatoryrequirement and proceduressupporting it.

5. Considered Inoperative Required

6. Continuing

AuthorizationRequired

7. Dash (-) Optional*Definition is required only if the(-) is used in the MEL.

8. Day of Discovery Required

9. Deactivated and/orSecured

Required

10.

eletedOptional

11. Extended RangeOperations (ER)

Required*For aircraft operated underETOPS rules.

12. Excess Items Optional*

Definition is required only ifused in the MEL.

See Policy Statement

13.

light DayRequired See Policy Statement

14. Heavy Maintenance

Visit (HMV)Optional*

Required only if used in theMEL. The definition should

indicate the type of maintenanceprogram the airplane is under.

See Policy Statement

15. Icing Conditions Required

16. Inoperative Required

17. Inoperative

Components of an

Inoperative System

Required

AA- 11

SI 8900 - 4.4

Definition Requirement Notes*

18.1s Not Used Required

19. Nonessential

Equipment and

Furnishings (NEF)

Required

20. Operative Required* The aircraft operator's MEL mayincorporate standardized

terminology of their choice, to

specify that an item of

equipment must be operative,provided their MEL definitions

indicate that the selected

"operative" terminology means

that the required item of

equipment will accomplish its

intended purpose and is

consistently functioning

normally within its design

operating limit(s) and

tolerance(s).

21. Placarding Required

22. Repair Category (see 2B

above)

23. Takeoff Required

24.Triple Asterisk (***) Not used See Policy Statement

25. Visible Moisture Required

26. Visual Flight Rules(VFR)

Required

27. Visual MeteorologicalConditions (VMC)

Required

28. (M) Required*Unless otherwise authorized by

the DGCA

29. (O) Required*Unless otherwise authorized bythe DGCA

30.

lectronic Fault AlertingSystem - General

Optional*

When preparing the MEL

document, aircraft operators areto select the proper Definition

No. 30 for their aircraft, if

appropriate.

* See Note

AA-12

SI 8900 - 4.4

APPENDIX B - ATR TRANSPORT ASSOCIATION (ATA) 100 AIRCRAFTSYSTEM SPECIFICATIONS

Note: This list is not comprehensive and does not include subsystems. It isintended only to give a general overview ofthe ATA 100 groupings.

Group:

Airframe

Group : Power

Plant

Group :Structure

1. General 23V Digital

Voice

34C TCAS 70 Standard

Practices

Engine

16 Sound

2 Power Off 24 Electrics 34D Doppler,

TANS

71 Powerplant 45 Active

Schematics

3 Minimum

Equipment

Requireme

nt

25 Equipment

&

Furnishing

s

34E EFIS,EI

S

Ctrl/Sel,

IDS

72T Engine

Turbine

51 Structures

4 Flight 26 Fire 34F FMC,

PMS

72R Engine

Reciprocating

52 Doors

5 Operationa

1

Spec./

Time

27 Flight

Controls

34G Ground

Proximit

y

Warning

System

73 Engine Fuel

& Control

53 Motion

Hardware

6 Dimension

s

27E EFCS (Fly

by Wire)

34H Windshe

ar

74 Engine

Ignition53

A

Motion

Performance

7 Lifting and

Shoring

27F Flaps/Slat

s

341 IRS,

INS,

AHRS

75 Engine Bleed

Air

54 Nacelles/ Pylo

ns

8 Levelling

and

Shoring

28 Fuel 34N GPS,

Long

Range

Nav

Systems

76 Engine

Controls

55 Stabilizrs

9 Towing

and taxiing29 Hydraulics 34T TMS 77 Engine

Indicating56 Wiindows

10 Parking

and

Mooring

30 Ice and

Rain

34W Weather

Radar

78 Engine

Exhaust

57 Wings

11 Placards 31 EIS

Warning,

ECAM,

EICAS

35 Oxygen 79 Engine Oil 60 Standard

Practices

Propellers

12 Servicing 31A DEFDAU

(MD90)36 Pneuma

tics

80 Engine

Starting

62 Rotors

AB-1

SI 8900 - 4.4

ADAS

(MD11)16 Sound 31R AIDS 37 Oxygen 81 Turbines 63 Rotor drive

20 Standard

Practices

Airframe

31W CAWS,

MAWEA,W

ES

38 Waiter /Waste

82 Engine Water

Injection

64 Tail Rotor

21 Air

Conditionin

g

and

Pressurizati

on

32 Landing

Gear &

Brakes

39 Electrica

1 Panels

& Parts

83 Accessory

Gearboxes

65 Tail Rotor

Drive

22 Autoflight 33 Lighting 45 BITE,

CMC

85 Visual 66 Floding

Blades/

Pylons23 Communice

tions

34 Navigation 49 APU 91 Charts 67 Rotors, Flight

Drive

23

A

ACARS 34A Flight

Instrument

s

97 facilities 85 Visual

99 IOS 97 Hardware

99 Instructor

Facilities

AB-2

SI 8900 - 4.4

APPENDIX C - MMEL AND MEL PREAMBLE

PREAMBLE

The following is applicable for authorized certificate holders operating underCASR Parts 121, and 135: CASR require that all equipment installed on anaircraft in compliance with the Airworthiness Standards and the OperatingRules must be operative. However, the Rules also permit the publication of aMinimum Equipment List (MEL) where compliance with certain equipmentrequirements is not necessary in the interests of safety under all operatingconditions. Experience has shown that with the various levels of redundancydesigned into aircraft, operation of every system or installed component maynot be necessary when the remaining operative equipment can provide anacceptable level of safety.

The DGCA approved MMELs for aircraft which indonesia holds responsibilityas state of design, and MMELs accepted which have been approved by a foreignstate of design includes; those items of equipment related to airworthiness,operating regulations and other items of equipment which the DGCA finds maybe inoperative and yet maintain an acceptable level of safety. The acceptablelevel of safety may be achived by appropriate conditions and limitations; it doesnot contain obviously required items such as wings, flaps, and rudders.

The MMEL is the basis for development of individual operator MELs which takeinto consideration the operator's particular aircraft equipment configurationand operational conditions. Operator MELs, for administrative control, mayinclude items not contained in the MMEL; however, relief for administrative

control items must be approved by the DGCA. An operator's MEL may differ informat from the MMEL, but cannot be less restrictive than the MMEL. Theindividual operator's MEL, when approved and authorized, permits operation ofthe aircraft with inoperative equipment. Equipment not required by theoperation being conducted and equipment in excess of CASR requirements areincluded in the MEL with appropriate conditions and limitations. The MELmust not deviate from the Aircraft Flight Manual Limitations, EmergencyProcedures or with Airworthiness Directives. It is important to remember thatall equipment related to the airworthiness and the operating regulations of theaircraft not listed on the MMEL must be operative.

Suitable conditions and limitations in the form of placards, maintenanceprocedures, crew operating procedures and other restrictions as necessary arespecified in the MEL to ensure that an acceptable level of safety is maintained.

The MEL is intended to permit operation with inoperative items of equipmentfor a period of time until repairs can be accomplished. It is important thatrepairs be accomplished at the earliest opportunity. In order to maintain anacceptable level of safety and reliability the MMEL establishes limitations onthe duration of and conditions for operation with inoperative equipment.

AC-1

SI 8900 - 4.4

The MEL provides for release of the aircraft for flight with inoperativeequipment. When an item of equipment is discovered to be inoperative, it isreported by making an entry in the Aircraft Maintenance Record/Logbook asprescribed by CASR. The item is then either repaired or may be deferred perthe MEL or other approved means acceptable to the DGCA prior to furtheroperation. MEL conditions and limitations do not relieve the operator fromdetermining that the aircraft is in condition for safe operation with items ofequipment inoperative. When these requirements are met, a MaintenanceRelease, Aircraft Maintenance Record/Logbook entry, or other approveddocumentation is issued as prescribed by CASR. Such documentation isrequired prior to operation with any item of equipment inoperative.

Operators are responsible for exercising the necessary operational control toensure that an acceptable level of safety is maintained. When operating withmultiple inoperative items, the interrelationships between those items and theeffect on aircraft operation and crew workload will be considered. Operatorsare to establish a controlled and sound repair program including the parts,personnel, facilities, procedures and schedules to ensure timely repair.

WHEN USING THE MEL, COMPLIANCE WITH THE STATED INTENT OF THE

PREAMBLE, DEFINITIONS, AND THE CONDITIONS AND LIMITATIONSSPECIFIED IN THE MEL IS REQUIRED.

AC-2

SI 8900 - 4.4

APPENDIX D - EVALUATION AND APPROVAL OF MEL

(See Staff Instruction Form- 01, DAAO Form Manual, DAAO Form No. 120-015)

AD-1

APPENDIX E - MEL APPROVAL LETTER

SAMPLE PAGE

SI 8900 - 4.4

MINISTRY OF TRANSPORT

DIRECTORATE GENERAL OF CIVIL AVIATION

DIRECTORATE OF AIRWORTHINESS AND AIRCRAFT OPERATION

Karya Bid. 22nd Floor, Jl. Medan Merdeka Barat No. 8 Jakarta Pusat -

Indonesia

Phone : 62-21 3506664, 3506665 Facsimile : 62-21 3506663

MEL APPROVAL

DGCA Approval No.:

The Minimum Equipment List (Aircraft Type), Document No.: ..., RevisionNo.:...Date: .... has been reviewed and found to meet all applicablerequirements set forth in the Civil Aviation Safety Regulations (CASR). ThisMinimum Equipment List is approved for use by (Certificate holder) with theunderstanding that Director General of Civil Aviation (DGCA) may requirefurther revisions to this document as regulatory requirements or airworthinessstandard are amended.

Any change to this document shall be reported to the Directorate General of CivilAviation (DGCA) for Approval.

Jakarta, DD/MM/YY

Onbehalf of the Director of Airworthiness and Aircraft Operations

Deputy Director

AE-1

SI 8900 - 4.4

APPENDIX F - DGCA APPROVED MINIMUM EQUIPMENT LIST (MEL)

SAMPLE PAGE

(Company's Name) MINIMUM EQUIPMENT LIST PAGE:

24-38-1

Aircraft:

De HAVILLAND DHC-8

Series

Revision No.: 4

DATE: 01 Apr 95

ATA 1.

Systemand ITEM

Sequenc

e

2. NUMBER INSTALLED

2

•• ••:•::•'•::• ••••*

3. NUMBER REQUIRED

24. ELECTRICAL

POWER

24-38 BAT HOT

pCaution or

Warning Lights0

3. REMARKS OR

EXCEPTIONS

(O) May be inoperative providedthe associated BatteryTemperature Indicator operatesnormally.

PLACARDING

Placard appropriate BAT HOT caution/warning light(s) at annunciator panel inthe cockpit.

OPERATING PROCEDURES:

1. Apply DC power to aircraft DC electrical system.

2. At BATTERY TEMPERATURE monitor panel, check that the associated batterytemperature indication(s) (Main and/or Aux) reads approximately ambient(OAT) temperature.

NOTE: If aircraft has been recently operated and/or sitting in the hot sun, theindicated temperature may be higher. If the outside air temperature(OAT) is below 15°C, only the first green segment on indicator will beilluminated.

(Some text deleted from sample for brevity)

AF-1

SI 8900 - 4.4

MAINTENANCE PROCEDURES:

None required.

MAINTENANCE INSTRUCTIONS:

NOTE: Do not open BATT TEMP CAUT LTS 28 VDC R Ess Bus Circuit Breaker

at Right DC Circuit Breaker Panel.

AF-2

SI 8900 - 4.4

APPENDIX G - MEL APPROVAL REGULATORY REFERENCES

MEL Approval Regulatory References

Acquire copy from the aircraftmanufacturer

No

No_

No

No

No

No

Discontinue

Acquire AFM

Acquire

Acquire Manual

Include

Instructions

Establish list of

effective pages

Continued....

AG-1

MEL Approval Regulatory References Continued....

Yes y

No

No

No

No

No

No

No

SI 8900 - 4.4

Include table of

contents

Include notes and

definitions

Establish format

as suggested inManual

Discontinue

Rewrite to ensureprocedures are

included and

clearlyunderstandable

Rewrite to ensureprocedures are

included anddearly

understandable

All items must be

at least as

restrictive

Continued...

AG-2

MEL Approval Regulatory References Continued.

Yes iSTOP

Go back and re-check last 3 items toensure they are complete

No

SI 8900 - 4.4

Establish

procedures faboth Manual

Yes 1*

NoHave 1established ^^a training program ^\ Establish training

for use of this ^^MEL? ^

program

Yes

AG-3