Federal Aviation

Administration

MMEL Policy Letter (PL) 25, Revision 21 GC

Date: May 11, 2015

To: All Aircraft Evaluation Group Managers

From: Manager, Air Transportation Division, AFS-200

Reply To
Manager, New Program Implementation and International Support Branch, AFS-240
Attn Of:
MMEL GLOBAL CHANGE (GC)
This GC is an approved addendum to all existing MMEL documents. Operators may seek use of the
definitions contained in this policy letter by revising their Minimum Equipment List (MEL). In doing so,
each definition must be copied as appropriate in the Operator’s MEL. Approval of a revised MEL is gained
utilizing established procedures, through the Operator’s assigned Principal Operations Inspector (POI).
GC expiration date 12/17/2016.

Subject: MMEL and MEL Definitions

MMEL CODE: 00 (GENERAL)

REFERENCE: Policy Letter 25, Revision 20, dated December 17, 2012
Policy Letter 25, Revision 19, dated October 9, 2012
Policy Letter 25, Revision 18, dated July 27, 2012
Policy Letter 25, Revision 17, dated January 20, 2011
Policy Letter 25, Revision 16, dated April 2, 2010
Policy Letter 25, Revision 15, dated November 2, 2009
Policy Letter 25, Revision 14, dated August 26, 2008
Policy Letter 25, Revision 13, dated September 11, 2006
Policy Letter 25, Revision 12, dated June 5, 2006
Policy Letter 25, Revision 11, dated July 5, 2005
Policy Letter 25, Revision 9, dated August 15,1997
Policy Letter 25, Revision 8, dated January 31, 1995

PURPOSE:
To provide a list of definitions for use in MMELs and MELs.
DISCUSSION:
Revision 21: Removed all reference to part 382 accessible lavatory. Definition numbers were not
changed.
Revision 20: Adds a third note to the “Policy” paragraph, page 2; corrects discrepancies found in
definition 32.H.
Revision 19: Updates definition of “Take-0ff”. Adds the phrase, “See PL-25 Policy Statement (page 2)” to
the “Notes” of several definitions found in Appendix B of this PL.
Revision 18: Removes 14 CFR Part 382 items from NEF definition #21 and adds accessible lavatory
items, definition #1, listing 14 CFR Part 382 general items, and specific 382.63 and 382.71 items. Places
definitions in alphabetical order. Consolidates PL-70 into Appendix B of this PL. Also adds the following
definitions: Air Transport Association (ATA) System Page (#3), operative (#22), and takeoff (#25). Adds
Appendix B, MEL Definition Requirements. Aligns the definitions of this PL with the definitions found in
FAA Order 8900.1, Volume 4, Chapter 4, Section 1.
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DISCUSSION (continued):
Note: ATA changed its name in 2011 to Airlines for America (A4A). ATA and A4A are
interchangeable.
Revision 17: Adds a Note to definition 3, adds the Boeing model 747-8 to definition 23a and adds
Appendix A. Definitions 22 and 24 are also modified for clarity.
Revision 16: Corrected revision bar requirement in definition #1e; deletes the Passenger Convenience
definition #21; revises the Electronic Fault Alerting System for Airbus aircraft (definition #23c.); adds new
MMEL definition #31 for HMV.
Revision 15: Revised definition 22.A. “Category A Repair Interval” by including a reference to “calendar
days”, aligning the criteria for Day of Discovery with definition 27 “Day of Discovery”. A-380 aircraft added
to definitions, 23c.
Revision 14: Revised definition #1a to include the listing of the repair interval categories (A, B, C and D) in
column 1, revises definition #7 to align with recent ETOPS rulemaking, adds day of discovery to definition
#22 Category A, adds MEL repair interval extensions information to definition #22, adds "787" to definition
#23a, adds G-150 and G-200 to definition #23g, corrects NEF Definition #30 to align with FSIMS 8900.1.
Volume 4 (Aircraft Equipment and Operational Authorizations) Chapter 4 (MEL and CDL) Section 11 (NEF)
paragraph 4-898.
Revision 13: Added clarification to definition 10. Icing Conditions for aircraft (structural) and engines
(induction) icing.
Revision 12: Added definitions for “considered Inoperative”, “is not used” and “Nonessential equipment
and furnishings (NEF)”. Added the term “14 CFR” to Definition 3 (As required by FAR).
Revision 11: Added the Boeing 717 and MD-10 aircraft to the definitions Paragraph 23-b. as both aircraft
are Electronic Instrument Systems (EIS) equipped aircraft. Definition 23-c (Airbus) has been revised to
add A-318 to the fleet listing and clarify requirements for MAINTENANCE status (Class II) messages.
Definition 23-f (Embraer EMB-145) has been revises to add applicable models EMB-135/145 and
ERJ-170/190. Definition 23-g (Gulfstream) has also been revised to add applicable models G-IV, GV-SP,
and GIV-X. This revision also changes MMEL Definition to Revision #11.
POLICY:
The following definitions will be used in MMELs. For MELs, certain MMEL definitions may be edited
and/or not required. MEL definitions, including format issues, will be tailored, as appropriate,
dependent upon the aircraft operator’s make/model of aircraft, type of installed instrument and
equipment items, and specific operation. However, the intent of the definition must be the same and
cannot be less restrictive than the MMEL. See FAA Order 8900.1, Volume 4, Chapter 4 for further
information.
Note 1. For MEL development, Appendix A may be used to identify the applicable
CFRs for MMEL items that use terms such as “As required by 14 CFR” or “Any in
excess of those required by 14 CFR may be inoperative”. Appendix A is not a
complete list of CFRs and is not to be included in the aircraft operator’s MEL.
Note 2. See Appendix B for MEL definition requirements. Appendix B is not required
to be included in the aircraft operator’s MEL.
Note 3. A revision of PL-25 does not require a revision of the operator’s MEL.
2. Administrative Control Item (ACI). An ACI is listed by the aircraft operator in the MEL for
tracking and informational purposes. As an example, ACI may be used to track ETOPS
accomplishment of required APU cold-soak, or in-flight verification starts. An ACI may be added to an
aircraft operator’s MEL by approval of the POI provided no relief is granted, or provided conditions and
limitations are contained in an approved document (e.g., Structural Repair Manual (SRM) or
Airworthiness Directive (AD)). If relief other than that granted by an approved document is sought for
an ACI, a request must be submitted to the Administrator. If the request results in review and approval
by the FOEB, the item becomes an MMEL item rather than an ACI.

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3. ATA System Page. The ATA system page is divided into four (4) columns and contains: item
and repair category; number installed; number required for dispatch; and remarks or exceptions.
Standard ATA categories are used. Items are numbered sequentially.
A. Item. This column depicts the equipment, system, component, or function listed in the “Item”
column.
B. Repair Category. See definition #24.
C. Number Installed. This column depicts the number (quantity) of instrument and equipment
items normally installed in the aircraft. This number represents the aircraft configuration considered in
developing this MMEL. Should the number be a variable (e.g., fleet configuration differences, cockpit
lighting items, cabin lighting items, cargo restraint components) a number is not required and the “-”
symbol is used.
D. Number Required for Dispatch. This column depicts the minimum number (quantity) of
instrument and equipment items required for operation provided the conditions specified in the
“Remarks or Exceptions” column are met. 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 Administrator.
E. Remarks or Exceptions. This column may include a statement(s) either prohibiting or
permitting operation with a specific number of instrument and equipment items inoperative, provisos
(conditions and limitations) 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 that must be complied with for operation with the
listed instrument or equipment item inoperative.
G. Notes. Notes provide additional information for crewmember or maintenance consideration.
Notes are used to identify applicable material, which is intended to assist with compliance, but do not
relieve the aircraft operator of the responsibility for compliance with all applicable requirements.
Additional notes may be amended, deleted, or added to the MEL by the aircraft operator, as
appropriate. Notes are not a part of the provisos.
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 are removed prior to the release of the next revision.
4. Airplane Flight Manual (AFM), Rotorcraft Flight Manual (RFM). The FAA-approved
AFM/RFM is the document approved by the responsible FAA Aircraft Certification Office (ACO)
during type certification. The approved flight manual for the specific aircraft 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 FAA requires an approved flight manual for
aircraft type certification.
5. As Required by 14 CFR. When the MMEL states, “As Required by 14 CFR,” the listed
instrument or equipment item is subject to certain provisions (restrictive or permissive) expressed in
the 14 CFR operating rules. The number of items required by 14 CFR must be operative. When the
listed item is not required by 14 CFR, it may be inoperative for the time specified by repair category.
The term “14 CFR” has replaced “FAR” as the current reference to Federal Regulations pertaining to
aviation. However, many, if not most, MMELs still contain the acronym “FAR”; therefore, this
acronym is acceptable and retained in PL-25 and this definition.
6. Code of Federal Regulations (CFR) and Federal Aviation Regulations
(FAR). CFR, the current term, and FAR both refer to the applicable portions of the Federal
Aviation Act and Code of Federal Regulations.

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7. 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 is repaired. 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.
8. Continuing Authorization – Single Extension. An aircraft operator who has the
authorization to use an FAA-approved MEL may also have the authority 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 Operations Specification D095. Continuing Authorization – Single Extension is
not authorized for repair category A and D items.
9. 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 may have differing numbers of specific instrument and/or equipment items
installed.
10. 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 the MMEL for the repair interval of an inoperative instrument and/or equipment
item. This provision is applicable to all MMEL items; i.e., categories A, B, C, and D.
11. Deactivated and/or Secured. When the MMEL refers to an instrument and/or equipment
item as deactivated and/or secured, the specified component must be put into an acceptable
condition for safe flight. An acceptable method of deactivating and/or securing will be established by
the aircraft operator.
12. 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.
13. Extended Range Operations (ER). ER refers to extended range operations (ETOPS) of an
airplane with operational approval to conduct ETOPS in accordance with the applicable regulations.
14. Excess Items. Excess items are those instrument and equipment items that have been
installed that are redundant to the requirements of the 14 CFR.
15. 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 the aircraft operator, during which at least
one flight is initiated for the affected aircraft.
16. Heavy Maintenance Visit (HMV). HMV is a scheduled C-check/D-check or airworthiness
maintenance program inspection where the aircraft is scheduled to be out of service for 4 or more
days.
17. Icing Conditions. An atmospheric environment that may cause ice to form on the aircraft
(structural) or in the engine(s) (induction).
18. Inoperative. A system and/or component malfunction to the extent that it does not accomplish
its intended purpose and/or is not consistently functioning normally within its approved operating
limit(s) and/or tolerance(s).
19. Inoperative Components of an Inoperative System. Inoperative instrument and
equipment items, which are components of a system that is inoperative, are usually considered
components directly associated with and having no other function than to support that system
(warning/caution systems associated with the inoperative system must be operative unless relief is
specifically authorized per the MMEL).

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20. Is Not Used. The phrase “Is Not Used” in the provisos, remarks or exceptions for an MMEL
instrument or equipment item may specify that another item in the MMEL “is not used”. In such
cases, crewmembers must not activate, actuate, or otherwise utilize that item under normal
operations. It is not necessary for aircraft operators to accomplish the (M) procedure(s) associated
with the item. However, operational requirements must be complied with, and an additional placard
must be affixed, to the extent practical, adjacent to the control or indicator for the item that is not
used. This informs crewmembers that an instrument or equipment item is not to be used under
normal operations.
21. Nonessential Equipment and Furnishings (NEF). NEFs are those items installed 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 safe operation of flight and would not be required by the
applicable certification rules or operational rules. They are those items that, if inoperative, damaged,
or missing, have no effect on the aircraft’s ability to be operated safely under all operational
conditions. NEF items are not instrument and equipment items already identified in the MEL or CDL
of the applicable aircraft. They do not include instrument and equipment items that are functionally
required to meet the certification rule or for compliance with any operational rule.
22. 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 it’s
operational status must be verified; it’s to be considered operative unless reported or known to be
malfunctioning. When an MMEL item specifies that an item of equipment must be verified operative,
it means that it must be checked and confirmed operative at the interval(s) specified for that MMEL
item. When an MMEL item specifies that an item of equipment must be verified but no interval is
specified, verification is required only at the time of deferral.
Other terminology sometimes used interchangeably with “operative” within the MMEL is “operates
normally”, "fully operative", and "considered operative”. The aircraft operator's MEL may incorporate
standardized terminology of the aircraft operator’s choice to specify that an item of equipment must
be operative, provided the aircraft operator's 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).
23. Placarding. Each inoperative instrument or equipment item must be placarded to inform and
remind the crewmembers and maintenance personnel of the item condition. To the extent practical,
placards should be located 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.
24. Repair Category. All users of an MEL approved under parts 91K, 121, 125, 129, 135, and 142
must effect repairs of inoperative instrument and equipment items, deferred in accordance with the
MEL, at or prior to the repair times established by the following letter designators. Part 91 MEL users
(D095/D195 LOAs) are not required to comply with the repair categories, but will comply with any
provisos defining a repair interval (flights, flight legs, cycles, hours, etc):
A. Repair Category A. This category item must be repaired within the time interval specified
in the “Remarks or Exceptions” column of the aircraft operator’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 3 consecutive
calendar-days (72 hours) excluding the day the malfunction was recorded in the aircraft maintenance
record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the 3-day interval would
begin 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 malfunction was recorded in the aircraft
maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the
10-day interval would begin at midnight the 26th and end at midnight February 5th.

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 D. Repair Category D. This category item must be repaired within 120 consecutive
calendar-days (2880 hours) excluding the day the malfunction was recorded in the aircraft
maintenance record/logbook.
25. Takeoff. Takeoff is the act of beginning a flight in which an aircraft is accelerated from a state
of rest to that of flight. For the purposes of MEL relief, this translates to the point at which the pilot
physically begins to apply power to initiate the takeoff from the runway or takeoff surface.
26. Triple Asterisk (***). Indicates an item which is not required by regulation but which may have
been installed on some models of aircraft covered by this MMEL. This item may be included on the
aircraft operator’s MEL after the approving office has determined that the item has been installed on
one or more of the aircraft operator’s aircraft. The symbol, however, must not be carried forward into
the aircraft operator’s MEL. It should be noted that neither this policy nor the use of this symbol
provides authority to install or remove an item from an aircraft.
27. Visible Moisture. An atmospheric environment containing water, in any form, that can
be seen in natural or artificial light; for example, clouds, fog, rain, sleet, hail, or snow.
28. Visual Flight Rules (VFR). VFR is as defined in 14 CFR Part 91. This precludes a pilot from
filing an Instrument Flight Rules (IFR) flight plan.
29. Visual Meteorological Conditions (VMC). 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 under Instrument Flight Rules.
30. (M). This symbol indicates a requirement for a specific maintenance procedure 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 and authorized
to perform certain functions. Procedures requiring specialized knowledge or skill, or requiring the use
of tools or test equipment, should be accomplished by maintenance personnel. 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.
31. (O). This symbol indicates a requirement for a specific operations procedure which must be
accomplished in planning for and/or operating with the listed item inoperative. Normally, these
procedures are accomplished by the flightcrew; however, other personnel may be qualified and
authorized to perform certain functions. The satisfactory accomplishment of all procedures,
regardless of who performs them, is the responsibility of the aircraft operator. Appropriate
procedures are required to be produced as a part of the aircraft operator’s manual or MEL.
32. Electronic Fault Alerting System. New generation aircraft display system fault indications
to the flight crew by use of computerized display systems. Aircraft manufacturers incorporate
individual design philosophies when determining the data that is represented. The following are
customized definitions (specific to each manufacturer) to help determine the level of messages
affecting the aircraft's dispatch status.
A. AIRBUS (A300-600, A310, A318/319/320/321, A330, A340, A380)
Airbus aircraft equipped with Electronic Centralized Aircraft Monitoring (ECAM) provide different
levels of system condition messages {WARNING (red), CAUTION (amber)}. On A318/319/320/321,
A330 and A340, the ECAM STATUS page also provides MAINTENANCE STATUS messages. Any
message that affects airplane dispatch is displayed at the WARNING or CAUTION level. For
A318/319/320/321, MAINTENANCE STATUS messages may also affect airplane dispatch. System
faults that result only in messages on the Central Maintenance System (CMS) (for A330, A340 and
A380) or on the Centralized Fault Display System (CFDS) (for A318/319/320/321) do not affect
airplane dispatch and do not require action other than as addressed within the aircraft operator’s
standard maintenance program.

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 B. BOEING (B-717, MD-10, MD-11)
These aircraft are equipped with an alerting function which is a subsystem within the Electronic
Instrument System (EIS). The alerting function provides various levels of system condition alerts
(WARNING, CAUTION, ADVISORY, MAINTENANCE and STATUS). Alerts that affect aircraft
dispatch will include WARNING, CAUTION, STATUS or MAINTENANCE level. MAINTENANCE
alerts are displayed on the status page of the EIS display panel under the maintenance heading. A
MAINTENANCE alert on the EIS indicates the presence of a system fault which can be identified by
the Central Fault Display System (CFDS) interrogation. The systems are designed to be fault
tolerant, however, for any MAINTENANCE alert, the MEL must be verified for dispatch purposes.
C. BOEING (747-400, 747-8, 757, 767, 777, 787)
Boeing airplanes equipped with Engine Indicating and Crew Alerting Systems (EICAS) provide
different priority levels of system messages (WARNING, CAUTION, ADVISORY, STATUS and
MAINTENANCE). Any messages that affect airplane dispatch status will be displayed at a STATUS
message level or higher. The absence of an EICAS STATUS or higher level (WARNING, CAUTION,
ADVISORY) indicates that the system/component is operating within its approved operating limits or
tolerances. System conditions that result only in a maintenance level message, i.e. no correlation
with a higher level EICAS message, do not affect dispatch and do not require action other than as
addressed within an aircraft operator’s standard maintenance program.
D. CANADAIR (CL-65, CL-604)
Canadair aircraft equipped with Engine Indication and Crew Alerting Systems (EICAS) provide four
classes of messages (WARNING, CAUTION, ADVISORY, and STATUS). Any message that affects
aircraft dispatch will be at the WARNING, CAUTION, or STATUS level. System conditions that only
require maintenance are not visible to the flight crew. These maintenance indications/messages are
only activated by maintenance personnel using the Maintenance Diagnostics Computer.
E. De-HAVILLAND (DASH 8 SERIES 400)
Series 400 aircraft are equipped with a Caution/Warning Panel that annunciates all cautions and
warnings. Advisory messages are displayed by the Electronic Indication System (EIS) or individual
advisory lights supplied in the cockpit. "Class 1 failures" are failures that prevent continued operation
of a specific Line Replacement Unit or channel and are annunciated via advisory messages: caution,
warning or advisory lights in the flight compartment. Dispatching with such posted failures are to be
in accordance with the MMEL. "Class 2 failures" are failures which do not prevent continued system
function. These faults will not be annunciated to the flight crew and the absence of the higher level
alert (warning, caution, advisory) indicates that the system/component is operating within its
approved operating limits or tolerances. Such faults would be evident during maintenance
interrogation performed during maintenance activities. Class 2 faults do not affect dispatch and will
be listed in the Fault Isolation Manual (FIM). Class 2 faults will be left to the discretion of the aircraft
operators when these faults are to be rectified.
F. EMBRAER (EMB-135/145, ERJ-170/190 Series)
The EMB-135/145 and ERJ-170/190 are equipped with an Engine Indicating and Crew Alerting
System (EICAS) that provides three different message levels: WARNING, CAUTION, and
ADVISORY. The ERJ-170/190 Series add STATUS messages. Failures that effect dispatchability
are presented to the flight crew at one of these levels. Other failures may be presented only to the
maintenance personnel on the Multi Function Display (MFD) maintenance pages or through the
download of the Central Maintenance Computer (CMC). System conditions that result only in a
maintenance level message, i.e. no correlation with a higher level EICAS message, do not affect
dispatch and do not require action other than as addressed within an aircraft operator's standard
maintenance program.
G. FOKKER (FK-100)
Fokker aircraft are equipped with Multi Function Display System (MFDS) which provides electronic
message referring to the different priority levels of system information (WARNING (red), CAUTION
(amber), AWARENESS (cyan) AND STATUS (white). Any messages that affect aircraft dispatch will
be at the WARNING, CAUTION or AWARENESS level. In these cases, the MEL must be verified for
dispatch capability and maintenance may be required. System conditions that only require
maintenance are not presented on the flight deck. These maintenance indications/messages may be
presented on the Maintenance & Test Panel (MAP) or the Centralized Fault Display Unit (CFDU) and
by dedicated Built-In Test Evaluation (BITE) of systems.

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 H. GULFSTREAM G-IV, G-V, GV-SP,GIV-X, GVI
Gulfstream airplanes equipped with EICAS provide different priority levels of system messages:
WARNING (red), CAUTION (amber), and ADVISORY (cyan or blue). ADVISORY messages are
further classified into STATUS, INFORMATION, and MAINTENANCE messages. Any WARNING or
CAUTION message affects airplane dispatch status and requires that the AFM and MEL be used to
determine dispatch capability. ADVISORY STATUS messages that indicate a system failure
(e.g., FMS 1 fail) require that the AFM and MEL be used to determine dispatch capability.
ADVISORY INFORMATION messages (e.g., Cockpit Phone Call) and MAINTENANCE messages
(i.e., includes the words ‘Maintenance Required’ in the text of the message) do not affect airplane
dispatch capability. ADVISORY MAINTENANCE messages indicate the presence of a system fault
which can be identified by Maintenance Data Acquisition Unit (MDAU on the G-V) interrogation,
Central Maintenance Computer (CMC on the GV-SP/GIV-X/VI) interrogation or by reference to the
Airplane Flight Manual.
I. GULFSTREAM G-150, G-200
Gulfstream airplanes equipped with EICAS provide different priority levels of system messages:
WARNING (red), CAUTION (amber), ADVISORY (green), and STATUS (white). The Airplane Flight
Manual prohibits take off with any WARNING message displayed. CAUTION, ADVISORY and
STATUS messages may affect airplane dispatch status and requires the Airplane Flight Manual or
the MEL be used to determine dispatch capability. The airplane may dispatch with CAUTION,
ADVISORY and STATUS messages that indicate proper system operation and are not illuminated
due to a system failure (i.e. FUEL STBY PUMP ON when the pump is selected ON, GND A/B OUT
with LAND selected on the ground, or APU GEN OFF with the switch OFF). MAINTENANCE and
MAINTENANCE DATA STATUS messages do not affect airplane dispatch status. They indicate the
presence of a system fault which can be retrieved from the Maintenance Diagnostics Computer. In
all cases, the Airplane Flight Manual must be referenced and procedures compiled with for the
displayed message prior to applying MEL dispatch relief.
J. GULFSTREAM G280
Gulfstream airplanes equipped with EICAS provide different priority levels of system messages:
WARNING (red), CAUTION (amber), ADVISORY and MAINTENANCE (cyan or blue), and STATUS
(white). Any WARNING or CAUTION message affects aeroplane dispatch status and requires that
the Aeroplane Flight Manual or the MEL be used to determine dispatch capability. ADVISORY
messages which indicate a system failure (e.g., FMS 1 fail) require that the Aeroplane Flight Manual
or the MEL be used to determine dispatch capability. MAINTENANCE messages do not affect
aeroplane dispatch status. They indicate the presence of a system fault which can be identified by
Onboard Maintenance System (OMS) interrogation or by reference to the Aeroplane Flight Manual.
STATUS messages do not affect the dispatch status. They indicate the status of a system.

Leslie H. Smith
Manager, Air Transportation Division

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 PL-025 Appendix A
Applicable Sections in 14 CFR Parts 91, 121, 125, 129, 135
Regulations current as of June 19. 2012
THIS LISTING IS FOR GUIDANCE ONLY AN IS NOT ALL INCLUSIVE. Any questions regarding
the applicability of a particular regulation should be resolved by a review of the regulation
involved.
ATA CH. # PL-# ITEM 14 CFR REFERENCES
ATA 21 Ozone Converters 121.578
91.609, 91.1045, App E
121.359
Cockpit Voice Recorder
ATA 23 029 125.227
(CVR) System
129.24
135.151
91.511
Flight Deck 121.318, 121.349, 121.359
058
Headsets/Headphones 125.203, 125.227
135.151, 135.165
91.511
High Frequency (HF) 121.345, 121.347, 121.349, 121.351
106
Communication Systems 125.203
135.98, 135.165
Passenger Address
121.318
System
121.99, 121.122, 121.345, 121.347,
Satellite Communication 121.349, 121.351
SATCOM
System 125.203
135.98, 135.165
91.126, 91.127, 91.129, 91.130,
91.131, 91.135, 91.205, 91.511
VHF and UHF 121.345, 121.347, 121.349, 121.351
095
Communications Systems 125.203
129.17
135.161, 135.165
91.513
121.309
ATA 25 Crash Ax/Crow Bar
125.207
135.177
Emergency Locator 91.205, 91.207
120
Transmitter (ELT) 121.353, 121.339
91.513
Emergency Medical
121.803, Appendix A
073 Equipment (AED, EMK,
125.207
FAK)
135.177
91.205, 91.509
Extended Overwater
121.339, 121.340
Equipment (Emergency,
125.209
Flotation, Survival)
135.167

Flashlight
Stowage/Charger 121.310
Assemblies (Including 135.107, 135.178
Flashlights)

91.533
Flight Attendant Seat
121.391
097 Assembly (Single or Dual
125.269
Position)
135.107
Page 9 of 13
 91.513
ATA 25
047 Megaphones 121.309
(cont’d)
125.207
Aircraft operated under Part 91 are not
056 Observer Seat required to have an observer seat
135.75
91.513, 91.525
121.309
ATA 26 075 Portable Fire Extinguishers
125.119
135.155
ATA 31 Clocks 91.205
91.609, 91.1045, App E
121.343, 121.344, 121.344a, Appx M
Flight Data Recorder
087 125.225, 125.226
(FDR) System
129.20
135.152
91.517
Passenger Notice System
ATA 33 123 125.207, 125.217
(Lighted Information Signs)
135.127, 135.177
Wing Icing Detection 91.527
72
Lights 121.341
91.205
ATA 34 ADF Systems 121.347, 121.351
125.203
039 Altitude Alerting System 91.219, App G
ATC
Transponder/Automatic 91.130, 91.131, 91.135, 91.215, App G
076
Altitude Reporting (RVSM)
Systems
Automatic Dependent
105 Surveillance - Broadcast None
(ADS-B) System
91.205
Distance Measuring 121.349
003
Equipment (DME) 125.203
129.17
91.205
121.347, 121.349, 121.351
Flight Management
125.203
Computer System (FMCS)
129.17
135.161, 135.165
91.223, 91.1045
Ground Proximity Warning
054, 067 121.354, 121.358
System (GPWS)
135.154
121.347, 121.349
Instrument Landing
129.17
System (ILS)
135.165
Long Range Navigation
121.351, 121.355
Systems (GPS, INS,
125.267
Loran, Omega)
Part 91 App A (Cat II Operations)
121.349
Marker Beacon System 125.203
129.17
135.165
91.205, 91.507
111 Standby Attitude Indicator 121.305
135.149, 135.159
Page 10 of 13
ATA 34
Thunderstorm Detection 135.173
(cont’d)
91.221, 91.1045, App G (RVSM)
121.356
Traffic Collision and
032 125.224
Avoidance System (TCAS)
129.18
135.180
91.131, 91.205, 91.511
121.345, 121.347, 121.349, 121.351
VOR Navigation Systems 125.203
129.17
135.161, 135.165
91.1045
121.357, 121.358
067 Weather Radar System
125.223
135.175
91.211
Oxygen System (Chemical 121.329, 121.331, 121.333, 121.574
ATA 35
or Gaseous) 125.219
135.157
Portable Oxygen
Dispensing Units
121.329, 121.333
(Or Equivalent) (Bottle and
Mask)
Protective Breathing
043 121.337
Equipment (PBE)

Page 11 of 13
 PL-025 Appendix B
MEL Definition Requirements
NOTE: This appendix is not required to be in an aircraft operator’s MEL
Definition Requirement Notes*

Definition is required only if MEL

2. Administrative Control Item (ACI) Optional* contains ACI.
See PL-25 Policy Statement (page 2)
3. Air Transport Association (ATA)
Required See PL-25 Policy Statement (page 2)
System Page
3A. Item Required See PL-25 Policy Statement (page 2)
Required for part 121, 125, 129, 135
3B. Repair Category Required* and 142; not required for part 91 & 137.
See definition #24.
Required for part 121, 125, 129, 135
(1) Repair Category A Required*
and 142; not required for part 91 & 137
Required for part 121, 125, 129, 135
(2) Repair Category B Required*
and 142; not required for part 91 & 137
Required for part 121, 125, 129, 135
(3) Repair Category C Required*
and 142; not required for part 91 & 137
Required for part 121, 125, 129, 135
(4) Repair Category D Required*
and 142; not required for part 91 & 137
3C. Number Installed Required See PL-25 Policy Statement (page 2)
3D. Number Required for
Required See PL-25 Policy Statement (page 2)
Dispatch
3E. Remarks or Exceptions Required See PL-25 Policy Statement (page 2)
Must be carried over either verbatim
from the MMEL into the MEL or by
3F. Provisos Required*
using equivalent terminology.
See PL-25 Policy Statement (page 2)
3G. Notes Required
Alternate means of compliance may be
3H. Vertical Bar (change bar) Required* used if approved by the Administrator.
See PL-25 Policy Statement (page 2)
4. Airplane Flight Manual (AFM) or The appropriate document (AFM or
Required*
Rotorcraft Flight Manual (RFM) RFM) must be indicated.
This term is not used in MELs. MELs
must contain the appropriate regulatory
5. As required by 14 CFR Not Used*
requirement and procedures supporting
it.
6. Code of Federal Regulations
Optional
(CFR)
7. Considered Inoperative Required

8. Continuing Authorization Required

Definition is required only if the (-) is
9. Dash (-) Optional*
used in the MEL.
10. Day of Discovery Required

11. Deactivated and/or Secured Required

12. Deleted Optional

Page 12 of 13
 For aircraft operated under ETOPS
13. Extended Range Operations (ER) Required*
rules.
Definition is required only if used in the
14. Excess Items Optional* MEL.
See PL-25 Policy Statement (page 2)
15. Flight Day Required See PL-25 Policy Statement (page 2)
Required only if used in the MEL. The
definition should indicate the type of
16. Heavy Maintenance Visit (HMV) Optional* maintenance program the airplane is
under.
See PL-25 Policy Statement (page 2)
17. Icing Conditions Required

18. Inoperative Required

19. Inoperative Components of an
Required
Inoperative System
20. Is Not Used Required
21. Nonessential Equipment and
Required
Furnishings (NEF)
The aircraft operator's MEL may
incorporate standardized terminology of
their choice, to specify that an item of
equipment must be operative, provided
their MEL definitions indicate that the
22. Operative Required* 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).
23. Placarding Required

24. Repair Category (see 3B above)

25. Takeoff Required

26. Triple Asterisk (***) Not used See PL-25 Policy Statement (page 2)

27. Visible Moisture Required

28. Visual Flight Rules (VFR) Required

29. Visual Meteorological Conditions
Required
(VMC)
Unless otherwise authorized by the
30. (M) Required*
Administrator
Unless otherwise authorized by the
31. (O) Required*
Administrator
When preparing the MEL document,
32. Electronic Fault Alerting System – aircraft operators are to select the
Optional*
General proper Definition No. 32 for their
aircraft, if appropriate.
* See Notes

Page 13 of 13
 Federal Aviation
Administration

MMEL Policy Letter 34, Revision 4

Date: August 15, 1997
To: All Region Flight Standards Division Managers
All Aircraft Evaluation Group Managers
From: Manager, Air Transportation Division, AFS-200
Reply to Attn of: Manager, Technical Programs Branch, AFS-260

SUBJECT: MMEL and MEL Preamble

MMEL CODE: 00 (General)

REFERENCE: PL-14, undated, signed by Daniel C. Beaudette.

PL-34, dated June 14, 1989, signed by David R. Harrington.

PURPOSE:
The purpose of this policy letter is to standardize the preamble so that all MMELs and MELs use the
same preamble.
DISCUSSION:
Revision 4 reformats policy letter 34 with no change to policy. This policy letter combines original PL-14
and PL-34, Revision 3, in order to have only one policy letter addressing the MMEL and MEL Preamble.
Policy Letter 14 will be has been archived.

Policy Letter 14 was issued as a result of an inquiry from Singapore Airlines in requesting to change the
preamble to suit their needs. The FAA responded by saying:

"We appreciate the concerns of the management of Singapore Airlines in requesting that they be
permitted to change the standard preamble to the MEL for clarification of responsibilities of its
engineering personnel. However, we can not agree that the FAA preamble to the Minimum
Equipment List may be changed by the air carriers. It is our position that the preamble expresses
the MEL philosophy and establishes the conditions for the use of the MEL. The acceptance by an
air carrier to use the MEL includes the preamble and responsibility to comply with the philosophy
and conditions therein. Therefore, deviations from this standard should not be permitted.
In review of Singapore Airlines' proposal, it is our view that the airline management could resolve
the problems they are experiencing by amplifying the instructions and procedures in its manual as
appropriate, for the personnel concerned."

PL-34, Revision 3, was issued on June 14, 1989, in order to provide the AEGs with the revised standard
preamble and definitions to be used in both airplanes and rotorcraft Master Minimum Equipment Lists
(MMELs). The 1989 revision of the preamble is still the standard preamble and specifies its applicability,
acknowledges the administrative use of the MMEL, and streamlines previous wording. The definitions
policy is now contained in Policy Letter 25.
POLICY:
The attached preamble will be included in all MMELs and MELs.

Attachment

Preamble, Revision 2, 06/14/1989

FEDERAL AVIATION ADMINISTRATION

MASTER MINIMUM EQUIPMENT LIST

Preamble
(Effective 6/14/89)

The following is applicable for authorized certificate holders operating under Title 14 Code of Federal
Regulations (14 CFR) Parts 121, 125, 129, 135: 14 CFR require that all equipment installed on an
aircraft in compliance with the Airworthiness Standards and the Operating Rules must be operative.
However, the Rules also permit the publication of a Minimum Equipment List (MEL) where compliance
with certain equipment requirements is not necessary in the interests of safety under all operating
conditions. Experience has shown that with the various levels of redundancy designed into aircraft,
operation of every system or installed component may not be necessary when the remaining operative
equipment can provide an acceptable level of safety.

A Master Minimum Equipment List (MMEL) is developed by the FAA, with participation by the aviation
industry, to improve aircraft utilization and thereby provide more convenient and economic air
transportation for the public. The FAA approved MMEL includes those items of equipment related to
airworthiness and operating regulations and other items of equipment which the Administrator finds may
be inoperative and yet maintain an acceptable level of safety by appropriate conditions and limitations; it
does not contain obviously required items such as wings, flaps, and rudders. The MMEL is the basis for
development of individual operator MELs which take into consideration the operator's particular aircraft
equipment configuration and operational conditions. Operator MELs, for administrative control, may
include items not contained in the MMEL; however, relief for administrative control items must be
approved by the Administrator. An operator's MEL may differ in format from the MMEL, but cannot be
less restrictive than the MMEL. The individual operator's MEL, when approved and authorized, permits
operation of the aircraft with inoperative equipment. Equipment not required by the operation being
conducted and equipment in excess of 14 CFR requirements are included in the MEL with appropriate
conditions and limitations. The MEL must not deviate from the Aircraft Flight Manual Limitations,
Emergency Procedures or with Airworthiness Directives. It is important to remember that all equipment
related to the airworthiness and the operating regulations of the aircraft not listed on the MMEL must be
operative.

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

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

The MEL provides for release of the aircraft for flight with inoperative equipment. When an item of
equipment is discovered to be inoperative, it is reported by making an entry in the Aircraft Maintenance
Record/Logbook as prescribed by 14 CFR. The item is then either repaired or may be deferred per the

3
MEL or other approved means acceptable to the Administrator prior to further operation. MEL conditions
and limitations, do not relieve the operator from determining that the aircraft is in condition for safe
operation with items of equipment inoperative. When these requirements are met, an Airworthiness
Release, Aircraft Maintenance Record/Logbook entry, or other approved documentation is issued as
prescribed by 14 CFR. Such documentation is required prior to operation with any item of equipment
inoperative.

Operators are responsible for exercising the necessary operational control to ensure that an acceptable
level of safety is maintained. When operating with multiple inoperative items, the interrelationships
between those items and the effect on aircraft operation and crew workload will be considered.
Operators are 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 LIMITATIONS SPECIFIED IN THE MEL IS REQUIRED.

Each Flight Operations Evaluation Board (FOEB) Chairman should apply this Policy to affected MMELs
through the normal FOEB process.

Manager
Air Transportation Division AFS 200

PL-34 reformatted 02/04/2010 with no change to content

3
SUBJECT: FAR Part 91 MEL Approval
PL-36 Revision 2 August 15,1997

SUBJECT: FAR Part 91 MEL Approval & Preamble

MMEL CODE: 00 (GENERAL)

REFERENCE: Previous Policy Letter 36, dated July 5, 1990.

Original signed by Daniel C. Beaudette.

FROM: Manager, Air Transportation Division, AFS-200

TO: All Region Flight Standards Division Managers
All Aircraft Evaluation Group Managers

REPLY TO
ATTN OF: Manager, Program Management Branch, AFS-260

PURPOSE:
This policy letter provides policy with regard to approval of
Minimum Equipment Lists (MEL) issued under the provisions of
FAR 91.213. The policy is unchanged, but is reformatted in a
standardized manner in Revision 2.

DISCUSSION:
Revision 2 reformats policy letter 36 with no change to policy.
To alleviate delays involved with the approval process for Part 91
MELs, and to provide relief for field inspectors with respect to
time and work expenditure, the following procedural changes were
instituted in the previous issues of this policy letter. The key
changes are as follows:

* Inspector's are no longer required to review the

operator's O and M procedures prior to issuing the letter of
authorization.
* Operators are required to countersign the letter of
authorization prior to its issuance.
* Letters of authorization are to be issued without an
expiration date.
* When operators relocate, the letter of authorization is
not required to be reissued.
Field offices will issue Part 91 MEL applicants the Master
Minimum Equipment List (MMEL) for their specific aircraft type
with the accompanying new Part 91 preamble and letter of
authorization. This new preamble will also be available from the
national MMEL data base in the near future. The operator is
authorized to use the MMEL in place of an MEL when the new
preamble and other listed requirements are complied with. The
letter of authorization and the preamble clarify that the burden
of compliance is on the operator. It is not necessary to review
the operator's O and M procedures prior to issuance of the
letter.

POLICY:
The operator, as always, is responsible for developing and
accomplishing operation and maintenance (O and M) procedures, for
the disabling, or rendering inoperative items of equipment in
accordance with FAR Part 91, Part 145, or Part 43, as
appropriate. Those procedures should be developed from guidance
provided in the manufacturer's aircraft flight and/or maintenance
manuals, manufacturer's recommendations, engineering
specifications, and other appropriate sources.
Operators are required to develop O and M procedures that
correspond with those listed in the MMEL with respect to listed
ATA codes and to place them in a separate document. All MMEL
items that contain the statement "as required by FAR" must either
list the specific FAR by part and section in this separate
document (with the specific FAR carried on board the aircraft) or
describe the operational restrictions/limitations for dispatch in
this separate document. This document must accompany the MMEL,
preamble, and letter of authorization and must be on board the
aircraft anytime it is operated.

It will be necessary for the operator to contact the FSDO to

schedule an appointment for the purpose of obtaining a copy of
its aircraft's MMEL and Part 91 preamble and to discuss MEL
operational procedures with operations, airworthiness, and
avionics aviation safety inspectors (subject to their
availability). It will be the responsibility of operators to
develop O and M procedures that comply with all FAR. These
procedures will not be subsequently reviewed by the FAA prior to
their implementation by the operator. Following that discussion,
which will cover operator responsibilities and use of the MMEL,
the operator will be issued a letter of authorization signed by
the principal operations inspector and cosigned by the operator
affirming to operate in compliance with all FAR. The operator's
name and address will be entered into the national MMEL data base
(for postcard updates when a revision to the MMEL occurs) at this
time.

The FSDO should open a file on the operator which will contain a
copy of the letter of authorization and any subsequent
correspondence. Copies of surveillance reports on the operator
and postcard notices from the national MMEL data base sent to the
FSDO relating to revisions of the MMEL for the operator's
aircraft should also be placed in the operator's FSDO file.
When revisions to the MMEL occur, both the issuing FSDO and the
operator will be notified by the national MMEL data base. It is
then incumbent upon the operator to request a copy of the
revision from the FSDO. The operator will then incorporate the
revised items and procedures into its O and M procedures, as
applicable, within 30 calendar days of notification by the
national MMEL data base system.

Some operators have items of equipment installed on their

aircraft (other than passenger convenience items such as galley
equipment and passenger entertainment devices), such as "TCAS,"
windshear detection devices, and ground proximity warning systems
(GPWS) that are in excess of what is required and are not listed
on the MMEL. If such is the case, O and M procedures for those
items of equipment must be developed and comply with all FAR.
Operation may be conducted with those items disabled in
accordance with those O and M procedures until the earliest
opportunity for the Flight Operations Evaluation Board (FOEB) to
be convened to consider adding the equipment to the MMEL.
Operators wishing to obtain relief through an MMEL change must
notify the FSDO exercising jurisdiction over its operation, in
writing, within 10 calendar days (includes weekends and holidays)
following the completion of the installation. The FSDO will then
contact the Aircraft Evaluation Group (AEG) for scheduling the
FOEB to consider adding the equipment to the MMEL. Operators not
seeking MMEL relief need not contact the FSDO, and will
thereafter be required to maintain those items of equipment in
operable condition for dispatch.

When the operator initially contacts the FSDO for the purpose of
obtaining an MMEL, if the aircraft has items of equipment
installed that are (other than passenger convenience items) not
listed on the MMEL, the FSDO will contact the AEG to request
those items be considered at the next FOEB meeting. The operator
may conduct operations until the FOEB convenes to consider the
request.

Operators that utilize several aircraft of the same type may be

issued a single letter of authorization that lists each aircraft
by registration and serial number; however, for aircraft of
different types, separate letters should be issued.
When more than one operator will operate a specific aircraft,
each operator must meet with appropriate aviation safety
inspectors at the issuing FSDO prior to issuance of a letter of
authorization containing the name of their company. A single
letter may be issued containing all names of authorized aircraft
users, or separate letters may be issued at the FSDO's
discretion. If more than one operator is using a specific
aircraft, all the operators must sign the "Statement of Operator"
on the letter of authorization.

Should the operator's principal base of operations (address)

change, it must notify both the FSDO exercising oversight of the
jurisdictional area in which it operates and the new FSDO which
will exercise oversight, in writing, within 10 calendar days
following the relocation. The previous FSDO will then forward
the operator's MEL file to the acquiring FSDO which will enter
the new address information into the national MMEL data base for
revision and update. It is not necessary to reissue the letter
of authorization.

Letters of authorization, as in the past, are signed by principal

operations inspectors and now are additionally countersigned by
the operator. The office file copy is also initialed by the
principal airworthiness and avionics inspectors present during
the FSDO/operator meeting. Due to the revision and update
capability of the automated MMEL data base, the letters of
authorization are issued without expiration dates and remain
valid until voluntarily surrendered by the operator, the operator
ceases to be the owner or operator of the aircraft (sale, etc.),
or the FAA suspends or revokes the authorization for cause. In
any case, should it become invalid, it must be returned to the
holding FSDO (the FSDO currently having jurisdiction) within
10 calendar days.
A sample of the letter of authorization and Part 91 preamble are
attached for your use. This procedure will be incorporated into
the Order 8700.1 and other related handbooks, orders, and
documents as soon as possible. This action notice information
should be provided to all applicants during the interim.
Program requirements to be accomplished within available
resources.

2 Attachments
Sample Letter of Authorization
Part 91 Preamble

*** SAMPLE LETTER OF AUTHORIZATION ***

Mr. John Dough

President, John Dough Enterprises
Hangar 9, Suite 203
Washington National Airport
Washington, DC 20001
Dear Mr. Dough:
This letter is issued under the provisions of Section 91.30(a)(2)
[NEW Section 91.213(a)(2)] of the Federal Aviation Regulations
(FAR) and authorizes John Dough Enterprises ONLY to operate
Cessna Citation 500, N81149, Serial No. 12345, under the master
minimum equipment list (MMEL), using it as a minimum equipment
list (MEL).
This letter of authorization and the MMEL constitute a
supplemental type certificate for the aircraft and must be
carried on board the aircraft as prescribed by
Section 91.30(a)(2) of the FAR [NEW Section 91.213(a)(2)].
Operations must be conducted in accordance with the MMEL.
Operations and maintenance (O and M) procedures for the
accomplishment of rendering items of equipment inoperative must
be developed by the operator. Those procedures should be
developed from guidance provided in the manufacturer's aircraft
flight and/or maintenance manuals, manufacturer's
recommendations, engineering specifications, and other
appropriate sources. Such operations or maintenance procedures
must be accomplished in accordance with the provisions and
requirements of Part 91, Part 145, or Part 43 of the FAR.
A means of recording discrepancies and corrective actions must be
in the aircraft at all times and available to the pilot in
command. Failure to perform O and M procedures in accordance
with Part 91, Part 145, or Part 43, as appropriate, or to comply
with the provisions of the MMEL, preamble, O and M procedures,
and other related documents, is contrary to the FAR and
invalidates this letter. All MMEL items that contain the
statement "as required by FAR" must either state the FAR by part
and section (i.e., 91.33, NEW 91.205) with the appropriate
carried aboard the aircraft, or the operational
requirements/limitations required for dispatch must
be clearly stated. When the MMEL is revised by the Flight
Operations Evaluation Board (FOEB), John Dough Enterprises will
be notified by postcard of the revision. John Dough Enterprises
must then obtain a copy of the revision from this Flight
Standards District Office (FSDO), or the FSDO having
jurisdiction, and incorporate any changes as soon as practicable
including O's and M's as required.

John Dough Enterprises must develop O and M procedures that

correspond with those listed in the MMEL. John Dough Enterprises
must also list the "as required by FAR" by specific FAR part and
section or state the operational requirements/limitations for
dispatch. These items must be contained in a document separate
from the MMEL and must accompany the MMEL, preamble, and letter
of authorization. They must all be on board the aircraft anytime
it is operated.

Equipment installed on this aircraft (other than passenger

convenience items such as galley equipment and passenger
entertainment devices) that are in excess of what is required,
and are not listed on the MMEL, must be operational for dispatch
unless a request is made to this FSDO (or subsequent FSDO that
has jurisdiction) to seek relief from the FOEB, through a
revision to the MMEL, at the earliest opportunity for the FOEB to
convene. If MMEL relief is sought, this FSDO (or subsequent
FSDO) must be notified within 10 calendar days (including
weekends and holidays) following installation. The operator may
then conduct operations with the equipment inoperative for
dispatch provided it is disabled, or rendered inoperative, in
accordance with all FAR. It is the responsibility of John Dough
Enterprises to endeavor to determine if O and/or M procedures
must be developed for disabling, rendering inoperative, or
removal of the equipment. If so, any procedures that are
developed must comply with all FAR. If MMEL relief is not
sought, the FSDO need not be notified following installation of
the equipment.

Should John Dough Enterprises relocate its principal base of

operations (address), it must notify, in writing, both this FSDO
and the new FSDO that will have jurisdiction within 10 calendar
days following relocation.

This letter is issued without an expiration date and will remain

valid until voluntarily surrendered by John Dough Enterprises,
John Dough Enterprises ceases to be the operator of N81149, or it
is surrendered or revoked for cause by the FAA. In any case,
should it become invalid, it must be returned to this office or
the FSDO having jurisdiction within 10 calendar days from the
date it becomes invalid.

STATEMENT OF OPERATOR
As evidenced by my signature below, I certify that John Dough
Enterprises will operate Cessna 500, N81149, in compliance with
the authorizations, provisions, and limitations incumbent with
the utilization of this letter of authorization issued in
accordance with Section 91.30(a(2) of the FAR [NEW
Section 91.213(a)(2)]. A copy of this letter will be made a part
of the MEL file maintained by this FSDO of John Dough
Enterprises.

_________________________________________________________________
Signature Title Date

Sincerely,

Principal Operations Inspector

Preamble - PART 91 ONLY

*** PART 91 PREAMBLE ***
FEDERAL AVIATION ADMINISTRATION
MASTER MINIMUM EQUIPMENT LIST
(AIRCRAFT TYPE)
Preamble - PART 91 ONLY
This preamble is applicable to, and will be included in, master
minimum equipment lists (MMEL) issued under the provisions of
Section 91.30(a) [NEW Section 91.213(a)(2)]. It is not
applicable to MMEL's issued under the provisions of Parts 121,
125, 129, and 135 of the FAR.

Except as provided in Section 91.30(d) [NEW Section 91.213(d)],

or under the provisions of an approved MMEL, all equipment
installed on an aircraft in compliance with the airworthiness
standards or operating rules must be operative. Experience has
shown that with the various levels of redundancy designed into
modern aircraft, operation of every system or component installed
may not be necessary when the remaining equipment can provide an
acceptable level of safety.

An MMEL is developed by the FAA, with participation by the

aviation industry, to improve aircraft utilization and thereby
provide more convenient and economic air transportation for the
public. The FAA-approved MMEL includes only those items of
equipment which the Administrator finds may be inoperative and
yet maintain an acceptable level of safety by appropriate
conditions and limitations. The MMEL and FAA-issued letter of
authorization are used as an MEL by an operator and permit
operation of the aircraft with inoperative equipment.
The MMEL includes all items of installed equipment that are
permitted to be inoperative. Equipment required by the FAR, and
optional equipment in excess of FAR requirements, is included
with appropriate conditions and limitations. For each listed
item, the installed equipment configuration considered to be
normal for the aircraft is specified. Items of equipment
installed on aircraft (except for passenger convenience items
such as galley equipment and passenger entertainment devices),
such as "TCAS," windshear detection devices, and ground proximity
warning systems (GPWS) that are in excess of what is required,
and are not listed on the MMEL, must be operational for dispatch
unless MMEL relief is sought through the FSDO having jurisdiction
for the operator. If MMEL relief is sought, the operator must
notify the FSDO who will make a request of the FOEB to convene
and consider adding the equipment to the MMEL. The operator may
then dispatch with the equipment disabled, or rendered
inoperative, in accordance with all FAR. It is incumbent on the
operator to endeavor to determine if O and/or M procedures for
that equipment must be developed. If so, any procedures
developed must comply with all FAR. Procedures developed to use
the MMEL must not conflict with either the aircraft flight manual
limitations, emergency procedures, or with airworthiness
directives (AD), all of which take precedence over the MMEL and
those procedures. Suitable conditions and limitations in the
form of placards, maintenance procedures, crew operating
procedures, and other restrictions, as necessary, are required to
be accomplished by the operator to ensure that an acceptable
level of safety is maintained. Those procedures should be
developed from guidance provided in the manufacturer's aircraft
flight and/or maintenance manuals, manufacturer's
recommendations, engineering specifications, and other
appropriate sources. Procedures must not be contrary to any FAR.
Wherever the statement "as required by FAR" appears in the MMEL,
the operator must either list the specific FAR by part and
section and carry the FAR on board the aircraft or specify the
requirements and/or limitations to conduct the flight in
accordance with the appropriate FAR.

The MMEL is intended to permit operations with inoperative items

of equipment for the minimum period of time necessary until
repairs can be accomplished. It is important that repairs be
accomplished at the earliest opportunity in order to return the
aircraft to its design level of safety and reliability.
Inoperative equipment in all cases must be repaired, or inspected
and deferred, by qualified maintenance personnel at the next
required inspection [Section 91.165(c), NEW Section 91.405(c)].
The repair intervals indicated by the Letters A, B, and C
inserted adjacent to column 2 are NOT applicable to this MMEL.
The MMEL provides for release of the aircraft for flight with
inoperative equipment. When an item of equipment is discovered
to be inoperative, it is reported by making an entry in the
aircraft maintenance records. The item is then either repaired
or deferred per the MMEL or other approved means acceptable to
the Administrator prior to further operation. In addition to the
specific MMEL conditions and limitations, determination by the
operator that the aircraft is in condition for safe operations
under anticipated flight conditions must be made for all items of
inoperative equipment. When these requirements are met, the
aircraft may be considered airworthy and returned to service.
Operators are responsible for exercising the necessary
operational control to ensure that an acceptable level of safety
is maintained. When operating with multiple inoperative items,
the interrelationship between those items, and the effect on
aircraft operation and crew workload, must be considered.
Operators are expected to establish a controlled and sound repair
program, including the parts, personnel, facilities, procedures,
and schedules to ensure timely repair.

WHEN USING THE MMEL, COMPLIANCE WITH THE STATED INTENT OF THE
PREAMBLE, DEFINITIONS, CONDITIONS, AND LIMITATIONS SPECIFIED IN
THE MMEL IS REQUIRED.