Minimum Equipment List/Permissible Unserviceability Procedures Manual

2. MEL Approval/Amendment Procedures

2.1 Introduction to the MEL Approval/Amendment Process
Approved by Executive Manager, Aviation Safety Compliance Version 1.2: December 2004

2. MEL Approval/Amendment Procedures

2.1 Introduction to the MEL Approval/Amendment Process

2.1.1 MEL Operators document

An MEL is an approved list that provides for the operation of an aircraft with particular
equipment inoperative, subject to specified conditions and procedures. The MEL is
customised to the operators specific aircraft, keeping in mind the installed equipment and
the type of operation, and may be dependent upon:
Operating environment
Route structure
Geographic location
Number of airports where spares and maintenance capability etc are available.

Note: For these reasons an MMEL cannot be approved for use as an MEL by an
operator.

2.1.2 MELPurpose

An MEL is a document that allows for the operation of a specific aircraft under specified
conditions, with particular item(s) of equipment inoperative at the time of dispatch for the
intended flight.

The MEL is a document used by an operator to:

Define the process for managing Permissible Unserviceabilities
Identify items of equipment that may be unserviceable and any associated conditions
Define maintenance procedures necessary to maintain the required level of safety and
procedures necessary to deactivate and/or secure any inoperative items of equipment
Define operational procedures necessary to deal with inoperative items of equipment.

2.1.3 MELDelegate

CAR 37 Approval of the aircraft MEL rests with the appropriate airworthiness delegate under
CAR 37.

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2.1.4 MELFormat

CAAP 37-1 The Civil Aviation Act, CARs or CAOs do not stipulate any specific format and/or content
for an MEL. However, the format provided within CAAP 37-1 would aid the assessment of
the MEL, and it is also an internationally accepted format.

2.1.5 MELApproval Fee

Approval of an MEL or an amendment to an MEL attracts a fee. The total chargeable fee
is based on the actual working hours involved in assessing the MEL, at the hourly rate
published in the Civil Aviation (Fees) Regulations, as amended from time to time.

2.1.6 MELMandatory Amendments

Mandatory amendment of an MEL is required when:

The applicable MMEL is amended so as to become more restrictive
Any published O and M procedures utilised in the MEL are amended
When new airworthiness or operational items of equipment or system standard is
introduced
The amendment is required by CASA as a result of in-service experience
Airworthiness Directives issued affect MEL item(s)
Legislative changes affecting MELs are published
Aircraft modifications are embodied that require MEL amendment.

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2.2 MEL Format

2.2.1 MEL Contents

CAAP 37-1 A sample page of an MEL is shown in CAAP 37-1.

The MEL must include:

A List of Effective Pages (LEP)
A revision control page
A Table of Contents
CAAP 37-1 A preamble which meets the intent of the CASA Minimum Equipment List Preamble
see CAAP 37-1
Notes and Definitionssee CAAP 37-1
A section for each aircraft ATA Chapter and the items covered within those chapters
The appropriate operations and maintenance (O & M) procedures
The appropriate repair intervals (stated in the Minimum Equipment List Preamble).

List of Effective Pages

The List of Effective Pages is used to ensure that each MEL is up to date. It must list the
date of the last revision for each page.
The date and revision status of each page of the MEL must correspond with that shown on
the List of Effective Pages.

Revision Control Page

The revision control page is a record of revisions that have been carried out in the MEL
and should contain the revision date and the signature of the person who carried out the
revision. This page indicates the current revision status of the MEL.

Table of Contents
The Table of Contents page lists the section for each aircraft system, normally using the
ATA numbering system, as found in the MMEL.

Chapter and Page Numbering

It is preferable to use the ATA numbering system and sequence numbers as given in the
MMEL. Number pages with the ATA system number followed by the page number for that
system (eg, the page following 27-2-1 would be 27-2-2).

CAAP 37-1 The MEL page format should be similar to the MMEL or as shown in CAAP 37-1.
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The Minimum Equipment List Preamble

The purpose of the Minimum Equipment List Preamble is to provide general direction to
company personnel on the philosophy and use of the MEL.

CAAP 37-1 CASA has published an MEL Preamble, which is the template for use by an operator.
See CAAP 37-1.

Operators may choose to develop their own preamble, but as a minimum, it must meet the
intent of the information contained in the CASA version.

Notes and Definitions

CAAP 37-1 Notes and definitions are required to allow the user to interpret the MEL properly. Notes
and definitions utilised in the MMEL are to be used in the MEL where applicable, together
with any additional ones that may be necessary to customise the document for an
operators particular requirements. Notes and definitions not applicable to a particular
aircraft should not be included in the operators MEL. The CASA Sample MEL Notes and
Definitions (CAAP 37-1) take precedence over the MMEL Notes and Definitions where
inconsistency occurs.

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2.3 Initial Enquiries Regarding Approval/Amendment of MELs

2.3.1 Provision of Initial Information

When an operator expresses the intent to operate an aircraft using an MEL, the Team
Leader Airworthiness will provide the operator with the following information, as necessary:
a. Application requirements for the approval of an MEL. An operator submitting an
MEL for approval must provide its controlling office with:
A letter or application signed by the operator.
The number of copies of the MEL as required by the controlling office.

CAR 37, CAO

b. The current requirements of CAR 37 and CAO 20.18 Para 10.
20.18 c. The necessity to provide a copy of the current version of the applicable MMEL
accepted/approved by the NAA of the country of certification if CASA does not
have a copy of the MMEL. For information on how to establish the applicability of
the MMEL for the aircraft see Section 2.5.1.

CAAP 37-1
d. The Civil Aviation Act, CARs or CAOs do not stipulate any specific format and/or
contents of an MEL. However, the format provided in Section CAAP 37-1 would
aid the assessment of the MEL, and it is also an internationally accepted format.

e. An MEL may cover more than one aircraft of the same type. However, all
differences in the items of equipment installed, if any, should be clearly mentioned
by registration mark in the applicability statement in the front of the MEL and
specified against each affected item in the MEL.
f. Availability of this manual. If appropriate, provide to the enquirer a copy of the
FlowchartOperator Development of MEL (see Section 2.5.2), which will guide
the operator on the sequence of activities to develop, review and approve an MEL.
g. An estimated date for the approval of the MEL. The time period varies depending
upon the complexity of the aircraft, assessment of MEL items outside the MMEL
and quality of the submission.
h. Where requested, an estimate of the fee for assessment of an application for the
approval or amendment to an MEL. This estimate should be based on the likely
work hours involved in assessing the MEL, at the hourly rate published in the Civil
Aviation (Fees) Regulations, as amended from time to time.
i. An application for amendment(s) of an approved MEL, together with appropriate
substantiation, should be forwarded to the controlling Office.
j. The current equipment list of the aircraft.

Note: Electronic copies of the MMELs (where available) along with their
status list are available on CASAconnect in the Regulating Aviation,
Standards Division folder, which is updated on a regular basis.

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2.4 Procedures

2.4.1 Administrative Procedures

The procedures listed in this section provide CASA staff with the guidelines required to
assess and grant approval of an MEL.

These procedures ensure that the tasks of assessing, coordinating and finally approving
an MEL are carried out in a standardised manner that will provide an auditable record of
tasks and actions carried out.

On receipt of a written application from an operator the following persons shall:

Administration Officer

1. Record the request into TRIM.

2. Attach all correspondence to the relevant file in accordance with local office
procedures.

3. Assign an appropriate job/TRIM number to enable the tracking of attributable time and
calculation of costs.

4. Pass the file to the Team Leader Airworthiness.

The responsibility of cost keeping, invoicing and receipt of payments rests with the
Administration Officer.

MEL Review Group Coordinator

If requested, prepare an estimate of the cost of assessing the MEL and ask the applicant
to confirm acceptance of the estimated cost. If accepted, the applicant must pay the
estimated fee prior to any assessment being carried out, unless prior arrangements are in
place for payment. See the Sample LetterEstimate of Costs for Assessing an
Application for Approval of an MEL on page 2-7.

No further action on the application must be taken until the applicant has paid the
estimated fee or prior arrangements are in place for payment.

Suitable procedures should be established with the MEL Review Group to ensure that staff
record cost-recoverable tasks.
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Sample LetterEstimate of Costs for Assessing an Application for Approval of an MEL

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2.4.2 Assessing an MEL

MEL Review Group Responsibilities

1. Compare the MEL with the applicable MMEL, and the Australian Regulatory
requirements (eg, CARs, CAOs and AIP) on an item-by-item basis.

2. Ensure that operations and maintenance (O&M) procedures are appropriate and
correctly recorded.

3. Ensure that the MEL does not deviate from requirements given in:
a. TAC and TCDS
b. Aircraft specifications limitations section
c. AFM
d. Airworthiness Directives
e. ETOPS
f. RVSM
g. RNP
h. STCs or ASTC
i. CAR 35 modifications
j. Any other continuous airworthiness document.

4. Ensure that acceptable procedures are in place for the use and guidance of flight crew
and maintenance personnel.

Comparing the MEL with the MMEL and Australian Regulatory Requirements

The MEL must be compared with the latest issue of the applicable MMEL on an item-by-
item basis. If an operator chooses to add items that are not found in the MMEL (due to its
particular type of operation, regulatory requirements etc), a review must be completed in
accordance with Chapter 3 of this manual. The review ensures that these items do not
affect the design standards or safe operation of the aircraft and are not in conflict with the
AFM or aircraft specifications, modifications and any regulatory requirements.

In general, an MEL should not be less restrictive than the applicable MMEL for the type of
aircraft. If certain item(s) of the applicants MEL are less restrictive than the applicable
MMEL, the applicant must be advised that extensive qualitative and/or quantitative
analysis may be required. In certain circumstances, depending on the nature of further
analysis required, assessment of a less restrictive or additional item may cost much more
than the total cost of the MEL approval.
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In general, non-safety-related equipment such as galley equipment, passenger

convenience items or optional items need not be listed in the MEL. If the applicants MEL
contains passenger convenience or optional items such as galley equipment, audio/video
equipment, overhead reading lamps etc that are not addressed in the MMEL, then the
assessment of the MEL should be carried out as follows:
Where passenger convenience items serve a second function, for example movie
equipment being used for cabin safety briefings, operators must develop and include
operational contingency procedures in case of an equipment malfunction
Where passenger convenience items are part of another aircraft system, (eg, the
electrical system), or interact with other system(s), procedures must be developed and
included in the MEL for deactivating and/or securing in case of malfunction.

Note: This does not imply that the aircraft may be operated with the item
removed unless the approved MEL explicitly allows the removal.

An MEL may be applicable to more than one aircraft of the same type. However, all
differences in the equipment/systems installed, if any, should be clearly mentioned by
aircraft registration mark.

Ensuring that Operations and Maintenance Procedures are Appropriate

The objective of O and M procedures is to provide all people using the document with
clear, concise directions on how they are to proceed in case of permissible
unserviceabilities. The O and M procedures form part of the approved MEL.
Aircraft with an MEL item invoked that requires a maintenance procedure will be
configured as per the MEL and dispatched for the intended flight in accordance with the
requirements of the maintenance control manual (for class A aircraft) or other
appropriately documented procedures (for class B aircraft).
The operator is responsible for establishing and publishing the respective O and M
procedures mandated by the MMEL, in a form relevant to their operation.
Some manufacturers produce operations and maintenance procedures for use by
operators (Dispatch Deviation Guides, etc). These procedures, if appropriate for the
operators, may be submitted as part of the MEL.
It is acceptable to publish these procedures in a separate document and they will be
considered part of the MEL. However, clear referencing of the document must be made in
the maintenance system and the appropriate operating documents.
AWIs, AWEs and FOIs should ensure that operators provide adequate substantiating
documents to support their MEL submissions.
These documents will provide additional information in relation to the operators MEL
program. (That is, amendments to the operators maintenance control manual and/or
operations manual will be required in order to detail individual responsibilities relative to
MEL procedures.)
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Operations Procedures

The MEL Review Group must ensure that where the (O) symbol appears in the MMEL, an
operations procedure has been developed for inclusion in the MEL that provides clear
direction to the flight crew. The only exception is when the procedure is contained in
another document that is always available on the flight deck, such as an AFM, aircraft
operating manual, or the company operations manual etc. In these cases, the MEL must
refer to a section of the appropriate document(s).

If considered necessary, a statement will be required from the applicant signed by chief
pilot (or type endorsed pilot for private aircraft) that O procedures in the MEL are
appropriate to achieve the applicable result in the Remarks or Exceptions column of the
MEL and justification for the development of these procedures must be provided. (See
Sample Statement of O and M Procedures on page 2-11.)

Maintenance Procedures

The MMEL may identify items that require a maintenance (M) procedure. If this is the
case, the MEL Review Group must ensure that relevant M procedure(s) have been
developed for the MEL that provide clear direction to maintenance personnel.

If considered necessary, a statement will be required from the applicant signed by an

appropriately qualified LAME that M procedures in the MEL are appropriate to achieve the
applicable result in the Remarks or Exceptions column of the MEL and justification for the
development of these procedures must be provided (see Sample Statement of O and M
Procedures on page 2-11).

Note: Guidelines for O and M procedures contained in MMELs are not adequate
procedures. Operators must develop detailed instructions for use by pilots and
maintenance personnel that are appropriate to the operators systems and type
of operation.

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Sample Statement of O and M Procedures

Warning Signs and Placarding

While the MMEL for some items may require specific wording, in the majority of cases,
unless otherwise mentioned in the applicable MMEL, the placard wording may be left to
the operators discretion.

The operator must provide the capability and instructions to the flight crew to ensure that
the placard is in place prior to commencing the intended flight.
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Ensuring that Procedures are in Place for the Use and Guidance of Flight Crews

The MEL Review Group must confirm that:

The operator has established procedures for the use and guidance of flight crews, in
relation to the MEL
The MEL procedures agree with those in the operators Maintenance Control Manual
and other operating documents.

Note: Operators of class B private aircraft seeking to develop and use an MEL
must have some form of instructions and/or procedures in the MEL stating
how the MEL is to be used.

Procedures for Invoking MEL Items

If there are no procedures for the invoking of MEL items within the operators organisation,
the AWI must, in addition to vetting the MEL, ensure these procedures are in place.

Where procedures for the invoking of MEL items are not contained within the MEL, but are
contained in the operators MCM, operations manual or an alternative document, these
documents must be available to the operating crew at all times.

These procedures must include, but are not limited to procedures for:
Placarding requirements as per the MEL
Dispatching of the aircraft with invoked MEL item(s) complete with conditions and
procedures
Controlling categorised repair intervals.

Placarding Procedures

The item of equipment with the permissible unserviceability must be placarded to inform
anyone involved in the operation of the aircraft of the inoperative condition(s) of the item.
While the MMEL for some items may require specific wording, in the majority of cases the
placard wording is to be determined by the operator. To the extent practicable, placards
must be located as indicated in the MEL, or adjacent to the control or indicator/equipment
affected.

A placarding procedure must be established and set out in the MEL defining the method of
control of placards and must include:
Where practical ensure that all inoperative items are placarded
Placards are removed and accounted for when the defect is cleared.
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Placards should be self-adhesive wherever possible. The placards may vary in size and
shape.

Note: The type of placard utilised must be durable and conspicuous in its nature and
take into consideration surface adhesion characteristics and the various
operating environments.

The placard may be in two parts:

Part one would list a description of the defect and defect control number and should be
attached to the Maintenance Release technical log for reference by the crew. An MEL
control sheet attached to the aircraft technical log or appropriate company document
could serve the same purpose.
Part two should list the system affected and the defect control number and be fixed in
the appropriate location.

When invoking an MEL item, the person responsible must:

1. Identify, in the Maintenance Release, the aircraft technical log or appropriate company
document, the action that has occurred.

2. Identify the item with its MEL number.

3. Ensure that the placard is placed in an appropriate location.

If more than one placard is required for an MEL item, provision must be made to ensure
that all placards are removed when the defect is cleared.

If a defect occurs at a base station and the MEL does not require action other than
placarding, the flight crew may install a placard as required by the MEL.

Dispatch Procedures

The MEL is approved on the basis that all equipment will be operative for take-off unless
the appropriate MEL conditions are complied with.

Note: Use of the MEL is not applicable to discrepancies or malfunction that occur or
are discovered during flight. Once an aircraft moves under its own power, the
flight crew must handle any equipment failure in accordance with the AFM. A
flight is considered to have departed when the aircraft moves under its own
power for the purpose of flight. Discrepancies occasionally occur between the
time the flight departs and the time it takes off. If the AFM contains procedures
for handling that discrepancy, or if the PIC considers that the discrepancy does
not affect the safety of flight, the flight may continue. The discrepancy must be
addressed prior to the next departure.

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Training (CAR 214Commercial Operations)

Operators must develop an MEL training program for maintenance personnel that must be
approved prior to an operator commencing operations with an MEL.

Training ProgramMaintenance Personnel

The training for maintenance personnel should include the MEL and MCM procedures
dealing with:
a. Use of, and compliance with, the MEL
b. Placarding of inoperative equipment
c. Maintenance release of an aircraft
d. Dispatching an aircraft
e. Any other MEL-related procedures, such as ETOPS etc.

To ensure company personnel remain current with these procedures, recurrent training is
to be conducted by the operator when required, or a controlled method put in place to alert
staff to any changes in MEL procedures.

Training ProgramFlight Crew

CAR 217 Operators must also provide flight crew personnel with MEL training, which should be
included as part of the CAR 217 check and training responsibilities.

The details of such a training program must be stated in the operators Operations Manual.

The flight crew training should include, but should not be limited to, the following:
a. The purpose and use of an MEL.
b. Operators procedures referred to under the heading Warning Signs and
Placarding on page 2-11.
c. Procedures referred to under the heading Ensuring that Procedures Are in Place
for the Use and Guidance of Flight Crews on page 2-12.
d. The PICs responsibility with respect to all MEL procedures.

To ensure company personnel remain current with these procedures, recurrent training is
to be conducted by the operator when required, or a controlled method put in place to alert
staff to any changes in MEL procedures.

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2.4.3 Repair Intervals

Each item of an MEL must be repaired within the specified repair interval. These intervals
limit the maximum time an aircraft may fly with inoperative item(s) of equipment and are
designated A, B, C or D.

Note: Repair intervals for class B aircraft being operated as private aircraft are not
necessary, as long as the aircraft serviceability meets the regulatory
operational and airworthiness requirements.

Repair intervals for equipment fitted above the minimum regulatory

requirements that are specified nil required for dispatch may be selected by
operators at their discretion.

Where the repair interval of an item of a CASA generic MMEL is different from
the corresponding item of the applicable MMEL, then the MEL repair interval
may be based on the least restrictive repair interval.

Category A Items

Items in this category are repaired within the time interval specified in the remarks column
of the MEL, adjacent to the item. Whenever the specified interval is stated in cycles or
flight time, the time interval begins with the next flight.

Category B Items

Items in this category are repaired within three consecutive calendar days (72 hours),
excluding the day that the malfunction was recorded in the aircraft maintenance release or
other approved document.

Note: It is recognised that some operators, mainly those located in remote areas of
Australia, experience genuine difficulties in complying with the requirements of
MEL repair intervals. To overcome this problem, the approving delegate or the
Authority may extend repair intervals for all category B items for a maximum
period of up to six days, where it is considered justified.

Category C Items

Items in this category are repaired within ten consecutive calendar days (240 hours)
excluding the day that the malfunction was recorded in the aircraft maintenance release or
other approved document. For example, if it were recorded at 10 am on 26 January the
ten-day interval would begin at midnight on 26 January and end at midnight on 5 February.
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Category D Items

Items in category D are those items that can be left unrepaired for an extended time.
Optional equipment and other equipment which is permitted to be installed on or removed
from an aircraft in accordance with approved procedures belong to this category, provided
that:
Unavailability of the item does not adversely affect crew workload
Pilots do not rely on the function of that item on a routine or continuous basis
Pilots training, subsequent habit patterns and procedures do not rely on regular use of
the item.

Items in this category shall be repaired within 120 consecutive calendar days (2880
hours), excluding the day that the malfunction was recorded in the aircraft maintenance
release or other approved document.

Management of Repair Intervals

The operator must establish procedures whereby the maintenance control personnel
periodically review the deferred items. This is done to ensure that any accumulated
deferred items neither conflict with each other nor present an unacceptable increase in
crew workload.

Notwithstanding the categorisation of item repair intervals, it should be the aim of each
operator to ensure that inoperative items are repaired as quickly as possible.

CAR 37 Extensions of repair intervals are permitted for spares procurement problems. Some
holders of delegations under CAR 37 may have the ability to extend B and C repair
intervals based on the non-procurement of spare parts. In these cases the delegate must
have documented justification that the spares were not available from the manufacturer
for the period of the extension. The extension is permitted to cover this justified period
plus an additional three days for installation.

Note: Where the delegate extends a repair interval for a category B or C item, they
must provide the controlling CASA Airline/Area Office with notification within 24
hours of exercising the extension authority.

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2.4.4 Issue of MEL Approval

Form 1026 Aircraft Minimum Equipment List Approval Form (see Sample Aircraft MEL
Approval Form on page 2-19) lists the pages to be approved and includes space for
comments from the inspectors involved. This assists the CASA delegate in deciding as to
whether the approval is to be granted.

If the application is for the initial issue of an MEL, or the complete re-issue of an existing
document, a copy of the List of Effective Pages must be attached to the approval form. A
note should be made on the MEL approval form referencing the attached List of Effective
Pages (rather than listing all the pages within the body of the approval form).

Airworthiness Inspector/Delegate
1. The concurrence of all relevant disciplines is required prior to approval of the MEL. To
ensure this, each member of the group is required to sign the approval form.

2. After completion of the review process by the MEL Review Group, the MEL is given
to the CAR 37 delegate, who stamps and signs the List of Effective Pages.

3. The Coordinator passes the MEL to the Administration Officer with a letter indicating
CASA approval. The standard format for an MEL approval letter is shown under the
heading Sample LetterMEL Approval on page 2-18.
A copy of the MEL may be retained on the local office file.

Administration Officer

1. Calculates the total cost of the task using the cost recovery documentation on the file.

2. Requests additional payment from the applicant or requests a refund from Finance
Branch, as appropriate.

Note: The effect of section 97 of the Civil Aviation Act 1988 is that if a fee is
prescribed for the approval of any document, then the document shall not
be issued until the fee is paid.

3. On receipt of extra payment or following a refund, forwards the approved MEL with a
standard covering letter to the applicant.

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Sample LetterMEL Approval

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Sample Aircraft MEL Approval Form

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2.4.5 Assessing Amendments to MELs

For initial approval, amendments to MELs must be handled according to the procedure
outlined in this Chapter.

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2.5 Flowchart of the MEL Approval/Amendment Process
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2.5 Flowchart of the MEL Approval/Amendment Process

2.5.1 FlowchartApplicability of MMEL

Start

Does the TCDS cover the No Find TCDS for the

serial number of the aircraft? aircraft

Yes

1. Which NAA issued the above

TCDS?
2. To what airworthiness
standards was the aircraft type
certificated?

No
Does an MMEL published by the Use CASA
above NAA exist for the aircraft? generic MMEL

Yes

This is the appicable MMEL for the

aircraft

No Supplement the MMEL

Does the above MMEL cover all
with CASA generic
items intended to be included?
MMEL

Yes

Develop MEL

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2.5.2 FlowchartOperator Development of MEL

STOP
Are all instructions clearly
Is there an MMEL
understood? If not, clear
No for the aircraft
problems before continuing
type?
Discontinue Yes
Yes
Develop MEL
(Note: To be done item by
item)
Do I have a copy of
No
the MMEL? Yes
Acquire a copy
Yes
Are (O) procedures
No clearly written in MEL
Do I have a current and/or Ops Manual?
No Write to include
copy of the AFM?
clear procedures Yes
Acquire AFM Yes

Are (M) procedures

Do I have a copy of No clearly written in MEL
No and/or Ops Manual?
CARs and CAOs?
Write to include
Acquire clear procedures
Yes Yes
CARs and CAOs
Are all items
Have I used the No as restrictive as the
No CASA MEL MMEL?
Cannot be less
Preamble?
Include preamble restrictive Yes
Yes than MMEL STOP
Go back and recheck last 3
items to ensure they are
No complete
Is a LEP included?
Yes
Establish LEP Yes

Are procedures
Is a Revision established for (O) and
No No
Control page (M) procedures in MCM
included? and Ops Manual?
Establish all
Include a Yes procedures
Revision Control page to use (O) and (M) Yes
procedures
Is a Table of
No Have I established a
Contents included? No
training program?
Establish training
Include Table of Yes program for aircrew Yes
Contents
and ground staff
Are notes and
No definitions
included?
Submit MEL to CASA
Include notes
Yes for Approval
and definitions

Is the MEL format

No based on the CASA
MEL format?
Establish format
as suggested Yes

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Minimum Equipment List/Permissible Unserviceability Procedures Manual
2. MEL Approval/Amendment Procedures
2.5 Flowchart of the MEL Approval/Amendment Process
Approved by Executive Manager, Aviation Safety Compliance Version 1.2: December 2004

2.5.3 FlowchartCASA Approval of MEL

PRELIMINARY
(5)
Does the MEL
N contain a 'Notes and
Definitions' section?
Receipt of application
Advise applicant to include a
'Notes and Definitions'
section
Has the applicant paid
the fee? Does the MEL follow (6)
No accepted
Yes format?
Advise the applicant
to pay the fees Suggest acceptable
format to applicant Review each item against the
Is there an MEL MMEL, TCDS, CAO, CARs,
Review Group AFM, AIP
established for this
aircraft?
Advise applicant MEL No
is being processed Are (O) procedures (7)
N clear, concise and
complete?
Establish MEL Review
Group
Advise applicant procedures
must be clear, concise and
complete
Acquire copies of (8)
Are (M) procedures
latest revisions of: N
clear, concise and
- MMEL
If considered necessary a complete?
- AFM
- CAOs and CARs statement mey be required
- TCDS from the applicant signed by Yes Advise applicant procedures
- AIP the chief pilot (or must be clear, concise and
type-endorsed pilot for complete
private aircraft) that O
procedures in the MEL are
Begin processing
appropriate
MEL application Are placarding (9)
No procedures clear, If considered necessary a
concise and complete? statment mey be required
Processing the Application from the applicant signed by
Advise applicant procedures an appropriately qualified
must be clear, concise and Yes LAME that M procedures in
(1) complete the MEL are appropriate.
No Does the MEL
contain a LEP?
Advise applicant to Does the applicant
(10)
include a LEP No have precise Ops & MCM
Yes
procedures for the use of
(2) the MEL?
Is a Revision Advise applicant to
No Control page establish procedures
included? Yes

Advise applicant to Yes If any answer to questions 1 to 10 is

include a Revision NO, return the MEL to the applicant
Control page for corrective action
(3)
No Is a Table of
Contents included?

Advise applicant to Does the applicant

Yes (11)
include a Table of Contents have a MEL training
No
program (Ops &
Does the MEL (4) Maint)?
Advise applicant to
No include the establish procedures Yes
preamble?
Advise applicant to
include a Preamble
Yes
Approve MEL

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Minimum Equipment List/Permissible Unserviceability Procedures Manual
2. MEL Approval/Amendment Procedures
2.6 MEL Administration
Approved by Executive Manager, Aviation Safety Compliance Version 1.2: December 2004

2.6 MEL Administration

2.6.1 MEL AdministrationOperator Responsibility

To ensure that the MEL incorporates any changes to the aircraft configuration, operation
or to the CARs, CAOs, AIPs and other documents, it is the operators responsibility to
ensure that:
a. All MELs are updated on a regular basis.
b. An MEL review is conducted and documented at least annually.

These procedures should be documented within the operators MCM, or other suitable
documents.

2.6.2 MEL AdministrationCASA Responsibility

Control of Applicable MMELs

The Airworthiness Standards Branch in Canberra is responsible for the control of the
applicable MMELs.

The MEL Review Group Coordinator should ensure that the operator has applied the latest
version of the applicable MMEL to develop the MEL.

Operators must be advised to contact the aircraft Type Certificate holder, who normally
provides MMELs along with a revision service. However, CASA may have a library copy
of the latest applicable MMEL approved/accepted by the NAA of the country of type
design.

If CASA does not have a copy of the country of origin MMEL, the operator must supply
one at the time the application is submitted.
!

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Minimum Equipment List/Permissible Unserviceability Procedures Manual
2. MEL Approval/Amendment Procedures
2.6 MEL Administration
Approved by Executive Manager, Aviation Safety Compliance Version 1.2: December 2004

Sample LetterRequirement to Revise an MEL

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Minimum Equipment List/Permissible Unserviceability Procedures Manual
2. MEL Approval/Amendment Procedures
2.6 MEL Administration
Approved by Executive Manager, Aviation Safety Compliance Version 1.2: December 2004

2.6.3 Office Record Retention

With each approved MEL the following must be retained on the appropriate file:
The letter of request from the applicant
Any correspondence and file notes
The MEL Approval form
A copy of the approved List of Effective Pages
The MEL approval letter.

The same procedure applies for each subsequent revision to the MEL.

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