Appendix II -- Preamble

• ED Decision 2020/012/R found in: CS-GEN-MMEL Issue 2 - Generic Master Minimum Equipment List (May 2024)

Appendix II — Preamble ED Decision 2020/012/R PREAMBLE Introduction The following is applicable for operators subject to Annex IV (Par-CAT), Annex VII (Part-NCO), and Annex VIII (Part-SPO) to Regulation (EU) No 965/2012. Paragraph 1.3.2 of Annex II (Essential requirements for airworthiness) of Regulation (EU) 2018/1139 (hereinafter referred to as the ‘Basic Regulation’) requires that all the equipment items installed on an aircraft that are required for type certification or by operating rules shall be operative. However, paragraph 2(c)(iii) of Annex V (Essential requirements for air operations) to the Basic Regulation also allows the use of a Minimum Equipment List (MEL) where compliance with certain equipment requirements is not necessary in the interest of safety under all operating conditions. Experience has shown that with the various levels of redundancy designed into aircraft, the operation of every system or installed item may not be necessary when the remaining operative equipment can provide an acceptable level of safety. Purpose and limitations This Master Minimum Equipment List (MMEL) is developed by the Type Certificate Holder or the Supplemental Type Certificate Holder and is approved by EASA. This MMEL includes those items that are related to airworthiness and air operations regulations, and other items that EASA finds that may be inoperative while maintaining an acceptable level of safety through appropriate conditions and limitations; it does not contain obviously required items such as wings, flaps, gearboxes, and rotors. In order to maintain an acceptable level of safety, the MMEL establishes limitations on the duration of and conditions for operation with inoperative items. Unless specifically permitted by this MMEL, an inoperative item may not be removed from the aircraft. Utilisation The MMEL is the basis for the development of the individual operator’s MEL, which takes into consideration the operator’s particular aircraft equipment configuration and operational conditions. An operator’s MEL may differ in format from the MMEL, but shall not be less restrictive than the MMEL. The individual operator’s MEL, when approved or declared as applicable, allows operation of the aircraft with inoperative items for a certain period of time until rectification can be accomplished. The MEL cannot deviate from Airworthiness Directives or any other additional mandatory requirements. It is important to remember that all the items that are related to airworthiness and operational regulations of the aircraft but are not listed on the MMEL shall be operative. Suitable conditions and limitations in the form of placards, maintenance procedures, crew operating procedures and other restrictions as prescribed in this MMEL shall be specified in the MEL to ensure that an acceptable level of safety is maintained. It is important for rectifications to be accomplished at the earliest opportunity. When an item is discovered to be inoperative, it is reported by making an entry in the continuing airworthiness record system or the operator’s technical log as applicable. Following sufficient fault identification, the item is then either rectified or may be deferred by following the MEL or another approved means of compliance that is acceptable to the competent authority and EASA prior to further operation. MEL conditions and limitations do not relieve the operator from determining that the aircraft is in a condition for safe operation with the items that are inoperative. Prior to operation, any inoperative item should be made known to the crew in accordance with the continuing airworthiness requirements. For commercial air transport, acceptance by the crew of the inoperative items is required. Operators shall establish a controlled and sound rectification programme that includes the parts, personnel, facilities, procedures and schedules to ensure timely rectification. Operators should include guidance in the MEL to deal with any failures which occur between the commencement of the flight and the start of the take-off. When developing the MEL, compliance is required with the stated intent of the preamble, the definitions and the conditions and limitations specified in this MMEL. Multiple inoperative items Operators are responsible for exercising the necessary operational control to ensure that an acceptable level of safety is maintained. The exposure to additional failures during continued operation with inoperative items shall also be considered. Wherever possible, account has been taken in this MMEL of multiple inoperative items. However, it is unlikely that all possible combinations of this nature have been accounted for. Therefore, when operating with multiple inoperative items, the inter-relationships between those items and the effect on aircraft operation and the crew workload shall be considered. Rectification intervals For commercial operations under Part-CAT or Part-SPO, operators may be allowed by their competent authority a one-time extension of the applicable rectification intervals B, C or D for the same duration as that specified in their MEL. This extension policy is only applicable when the applicant has taken it into account during the development of this document. For operations under Part-NCO, the rectification intervals indicated in the item list are only recommended and should be taken as guidelines for the maximum period of time during which an item would remain inoperative. It is important for repairs to be accomplished at the earliest opportunity. [Issue No: GEN-MMEL/2]