Lars Part Vi Subpart 5 Aircraft Requirements Standards - Rev. 5-Oct. 2017

REPUBLIC OF LEBANON
MINISTRY OF PUBLIC WORKS AND

TRANSPORT
DIRECTORATE GENERAL OF CIVIL AVIATION
LARs
LEBANESE
AVIATION
REGULATIONS
Part VI
General Operating
and Flight Rules
Subpart 5
Aircraft Requirements
Standards
s605.01 to s605.110
Republic of Lebanon
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Republic of Lebanon
Republic of Lebanon Lebanese Aviation Regulations
Ministry of Public Works and Transport Part VI / Subpart 5 / Standards
Directorate General of Civil Aviation Table of Contents
GENERAL OPERATING AND FLIGHT RULES STANDARDS

Subpart 5 – Aircraft Requirements
s605.01 to s605.110
Table of Contents
1. Introduction ……………………………………………………………………... 1
2. Applicability ……………………………………………………………………... 1
3. Interpretations ……………………………………………………………………... 1
s605.01 to s605.02 Reserved ………………………………………………………………… 1
s605.03 Flight Authority………………………………………………………………...…… 1
s605.04 Reserved …………………………………………………………………………. 1
s605.05 Markings and Placards ……………………………………………………………. 1
s605.06 Reserved …………………………………………………………………………. 1
s605.07 Minimum Equipment List ……………………………………………………...… 1
s605.08 Reserved …………………………………………………………………………. 2
s605.09 Unserviceable Equipment – Aircraft with a Minimum Equipment List ………... 2
s605.10 Unserviceable Equipment – Aircraft without a Minimum Equipment List ………... 2
s605.11 to s605.15 Reserved ………………………………………………………………… 4
s605.16 Power-driven Aircraft – Night VFR ……………………………………………….. 4
s605.17 to s605.32 Reserved ………………………………………………………………… 5
s605.33 Flight Data Recorders and Cockpit Voice Recorders ……………………………… 5
s605.34 to s60535 Reserved ………………………………………………………………… 8
s605.36 Altitude Alerting Systems ………………………………………………………... 8
s605.37 to s605.40 Reserved ………………………………………………………………… 8
s605.41 Standby Attitude Indicator ……………………………………………………….. 8
s605.42 to s605.83 Reserved ………………………………………………………………… 9
s605.84 Aircraft Maintenance – General …………………………………………………… 9
s605.85 Maintenance Release and Elementary Work ……………………………………… 10
s605.86 Maintenance Schedules ……………………………………………………………. 10
s605.87 Transfer of Aeronautical Products Between Maintenance Schedules ……………. 13
s605.88 Inspections after Abnormal Occurrences …….………………………………… 13
s605.89 to s605.92 Reserved .…………………………………………………………… 13
s605.93 Technical Records – General …………………………………………………… 13
s605.94 to s605.95 Reserved ………………………………………………………………… 13
s605.96 Technical Records other than Journey Logs ……………………………………… 13
s605.97 to s605.110 Reserved ……………………………………………………………. 14
Appendix A
Elementary Work
1. Balloons …………………………………………………………………………. 1
2. Gliders or Small, Unpressurized, Piston-engine Aircraft
Not Engaged in Commercial Air Service ………………………………………. 1
3. Airplanes and Helicopters Operated Pursuant to LAR 406 – Flight
Training Organizations; or Aircraft Operated Pursuant to Part VI,
Subpart 4 – Private Operator Passenger Transportation; Aircraft
Operated Pursuant to LAR VII – Commercial Air Services ……………………... 2
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Appendix B
Maintenance Schedules
General Procedures …………………………………………………………….. 1

Part I – Scheduled Inspections for Small Aircraft other than Balloons ………... 5
1. Aircraft Generally ………………………………………………………………… 5
2. Fuselage and Hull Group ………………………………………………………... 5
3. Cabin and Cockpit Group ………………………………………………………... 5
4. Engine and Nacelle Group ………………………………………………………... 5
5. Landing Gear Group ……………………………………………………………. 6
6. Wing and Center Section Assembly ……………………………………………….. 6
7. Empennage Assembly ……………………………………………………………. 6
8. Propeller Group ………………………………………………………………… 6
9. Radio Group ……………………………………………………………………... 7
10. Miscellaneous Items Not Otherwise Covered by this Listing ……………………... 7
11. Aircraft Generally, Including Technical Records ……………………………… 7
Part II – Scheduled Inspections for Balloons 9
Appendix C
Out of Phase Tasks and Equipment Maintenance Requirements
Out of Phase Task Listings 1
Appendix D
Operator’s Approved Maintenance Schedule
Appendix E
Maintenance Monitoring Programs
Appendix F
Transfer of Aeronautical Products Between Maintenance Schedules
General …………………………………………………………………………. 1
1. Background …………………………………………………………………….. 1
2. Review …………………………………………………………………………. 1
3. Differences …………………………………………………………………….. 1
4. The Procedure …………………………………………………………………….. 1
5. Both Program Tasks ……………………………………………………………. 1
6. Old Program Tasks ………………………………………………………………… 2
7. New Program Tasks ……………………………………………………………. 2
8. Airworthiness Limitations ………………………………………………………... 2
9. Records …………………………………………………………………………. 2
10. Subsequent Transfers ……………………………………………………………. 3
11. Differences in Build Standard ……………………………………………………. 3
12. Calculations ……………………………………………………………………... 3
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Appendix G
Inspection After Abnormal Occurrences
1. Pursuant to Section 575 ………………………………………………………... 1

2. Aircraft are Approved to Operate ………………………………………………. 1
3. The Inspections Detailed ……………………………………………………….. 1
4. Following any Abnormal Occurrence …………………………………………… 1
5. If In the Opinion of the Captain ……………………………………………………. 1
6. If In the Opinion of the Captain ……………………………………………………. 2
7. In the Following Sections ………………………………………………………... 2
8. Heavy or Over Weight Landings ……………………………………………….. 2
9. Flight in Severe Turbulence …………………………………………………… 4
10. Exceeding of Airspeed/Acceleration Limits ………………………………………. 5
11. Burst Tire Incidents ……………………………………………………………. 5
12. Immersion in Water ……………………………………………………………. 5
13. Propeller and Rotor Strikes ………………………………………………………... 7
14. Lightning Strikes ………………………………………………………………… 8
15. High Winds or Jet Blast ………………………………………………………... 9
16. Spillage of Corrosive Substances ……………………………………………….. 9
17. Overspeed-Overtemp-Overtorque Incidents ………………………………………. 10
18. Misfueling …………………………………………………………………………. 10
19. Exposure to Volcanic Ash ………………………………………………………... 11
20. Ingestion of Dry Chemical Extinguishant ……………………………………… 11
21. Bird Strikes …………………………………………………………………….. 11
22. Ground Collisions ………………………………………………………………… 11
23. Other Occurrences ………………………………………………………………… 11
Appendix H
Airworthiness Directives
1. Responsibilities ………………………………………………………………… 1
2. Exemptions and Alternative Means of Compliance ……………………………… 1
3. Application for Approval of an Exemption or Alternative
Means of Compliance ……………………………………………………………. 2
4. Foreign Airworthiness Directives or Other Equivalent Foreign Notices ………... 3
5. Specific Purpose Flight Permit – Ferry Flight ………………………………….. 4
Appendix I
Specification Tables
Schedule 1 …………………………………………………………………………. 1
Schedule 2 …………………………………………………………………………. 2
Schedule 3 …………………………………………………………………………. 4
Schedule 4 …………………………………………………………………………. 7
Schedule 5 …………………………………………………………………………. 9
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Appendix J
Unserviceable and Removed Equipment – Aircraft with Minimum Equipment List
1. Introduction ……………………………………………………………………... 1
2. Applicability ……………………………………………………………………... 1
3. Interpretations …………………………………………………………………….. 1
Division I - General
1. Background ……………………………………………………………………... 3
2. General …………………………………………………………………………. 3
3. Applicability …………………………………………………………………….. 3
4. DGCA Responsibilities ………………………………………………………... 3
5. Purpose of MEL ………………………………………………………………… 3
6. Items Listed on the MEL ………………………………………………………... 4
7. Timely Repair of Items That are Inoperative ………………………………….. 4
8. Recordkeeping …………………………………………………………………….. 5
9. Multiple Items That are Inoperative ………………………………………………. 5
10. Fleet Approval …………………………………………………………………….. 5
11. MEL Revisions ………………………………………………………………… 5
12. Access to MEL ………………………………………………………………… 5
13. Conflict with Other DGCA Approved Documents ……………………………… 5
Division II – Master Minimum Equipment Lists (MMEL) Development and

Approval Process
1. General …………………………………………………………………………. 7
2. Proposed Master Minimum Equipment List (PMMEL) …………………………. 7
3. Initial MMEL Approval Process ………………………………………………. 7
4. MMEL Revision Procedures …………………………………………………… 8
5. Lead Aircraft Concept ……………………………………………………………. 8
Division III – MEL Approval Process
1. General …………………………………………………………………………. 9
2. MEL Acceptability ………………………………………………………………… 9
3. Initial Phase of MEL Approval …………………………………………………… 9
4. Final Phase of MEL Approval Process …………………………………………… 10
5. Terms and Conditions Relief …………………………………………………… 15
6. Demonstration Phase ……………………………………………………………. 17
7. DGCA Approval of the Operator’s MEL ……………………………………… 17
8. DGCA MEL Tracking System …………………………………………………… 17
9. Final Step …………………………………………………………………………. 17
10. Sample Letters …………………………………………………………………….. 17
Division IV – MEL Use in Service
1. General …………………………………………………………………………. 21
2. Revision Procedures ……………………………………………………………. 21
3. tracking of Revision Status ……………………………………………………….. 22
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4. Availability of MEL for Flight Crewmembers ………………………………….. 22

5. Method of Authorizing Flight Crewmember Access to MEL …………………….. 23
6. Discrepancies Discovered During Flight ……………………………………… 23
7. Documentation of Discrepancies ……………………………………………….. 23
8. Conflict with Airworthiness Directives …………………………………………… 23
9. Interrelationships of Inoperative Components ………………………………….. 24
10. Repair Categories ………………………………………………………………… 24
Division V – Configuration Deviation Lists
1. General …………………………………………………………………………. 25
2. Development and Approval of a CDL …………………………………………… 25
3. Use of the CDL ………………………………………………………………… 25
4. Operational Control ……………………………………………………………. 25
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Republic of Lebanon
Ministry of Public Works and Transport Lebanese Aviation Regulations
Directorate General of Civil Aviation Part VI / Subpart 5 / Standards
GENERAL OPERATING AND FLIGHT RULES STANDARDS
Subpart 5 – Aircraft Requirements

s605.01 to s605.110
1. INTRODUCTION
(1) These Aircraft Requirements Standards are the standards and procedures are one means of
compliance for Part VI, Subpart 5 of the Lebanese Aviation Regulations (LARs).
(2) Directorate General of Civil Aviation Inspectors are expected to use good judgment in matters
where specific guidance has not been given and be aware of the need for revision to the present
information as new requirements evolve.
(3) For ease of reference the standards are published in "normal print", and the Information Notes
which are meant to offer guidance are published in "italicized print".
2. APPLICABILITY
These criteria are applicable to flight operations pursuant to Part VI, Subpart 5 of the Lebanese
Aviation Regulations.
3. INTERPRETATIONS
TBD
s605.01 to s605.04 Reserved
s605.05 Markings and Placards
(1) The standards of airworthiness applicable to markings and placards are those requirements
specified in:
(a) the type certificate or aircraft flight manual;
(b) a supplementary type certificate, repair design certificate or any other technical data
issued in respect of a modification that is embodied into the aircraft;
(c) any applicable Airworthiness Directive; and
(d) in the case of an aircraft operated pursuant to Subpart 705 of the LARs, a manual
prepared by the air operator, for example, a flight operating manual.
s605.06 Reserved
s605.07 Minimum Equipment List
Information Notes: The following provisions, although considered advisory in nature, have
been included in the main body of these standards due to their
importance. They are not standards.
Minimum Equipment Lists (MELs) provide an additional measure of

control of defects. MELs are lists of systems and equipment installed in
the aircraft, annotated to show the degree to which defects may be
allowed for a limited period. In some cases, additional operational
procedures or restrictions are applied. Procedures to troubleshoot,
inspect or secure items prior to takeoff may also be identified as
conditions for operation with the equipment inoperative.
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The recent trend in MEL development is that the MEL should become
an exhaustive list. As such, any item not listed in an MEL must be
operable at the time of dispatch. Items such as entertainment systems or
other items installed for the convenience of passengers are usually
listed under the heading of passenger convenience equipment. MELs
usually address only the operation or non-operation of systems and
equipment, and do not cover degraded system performance, such as
unusually slow landing gear retraction, excessive fuel consumption,
etc. As such, an MEL does not allow for every possible combination of
defects, or for the additional workload which may result from multiple
defects.
Application of the MEL does not eliminate the need for the pilot to
make his own assessment of the airworthiness of the aircraft, but it
does indicate certain circumstances where operation is definitely not
permitted. Once a MEL has been approved for use by a particular
operator, compliance with it becomes mandatory. MELs are not
transferable between operators.
Configuration Deviation Lists (CDLs) may be regarded as the

structural equivalent of MELs. They permit operation of the aircraft
with certain minor structural items missing. Examples of the types of
item listed in a CDL include fairings, access panels, vortex generators
and static discharge wicks. CDLs may not include primary structure,
and like MELs, they address only the presence or absence of the listed
items and take no account of degraded quality, such as dents,
distortion, cracks or corrosion. In certain cases, they may allow
deferral of rectification action for extended periods, such as to the next
scheduled check. CDLs usually form an approved appendix to the
aircraft flight manual and, as such, require no further approval prior to
their use.
s605.08 Reserved
s605.09 Unserviceable Equipment - Aircraft with a Minimum Equipment List
See Appendix J
s605.10 Unserviceable Equipment - Aircraft without a Minimum Equipment List
Information Notes: The following provisions, although considered advisory in nature, have
been included in the main body of these standards due to their
importance. They are not standards.
Subpart 605 of the LARs requires that all equipment listed in the
applicable airworthiness standard, and all equipment required for the
particular flight or type of operation, must be functioning correctly
prior to flight. The requirement for a particular system or component to
be operative can be determined by reference to the type certificate data
sheet, operating regulations or the applicable equipment list in the
aircraft operating manual.
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Although the responsibility for deciding whether an aircraft may be

operated with outstanding defects rests with the pilot in command, an
error in this determination could result in a contravention under these
regulations. It is for this reason that the regulations require that full
details of all defects be entered in the journey log. The pilot in
command must be fully aware of the condition of the aircraft if he is to
make the correct decision regarding the intended flight. The manner in
which the pilot makes this decision, however, will vary according to the
type of operation of the aircraft. In the following paragraphs, private
and commercial aircraft are considered separately.
Defects (e.g. buckling, cracks, extensive corrosion) of the skin or

structure of the aircraft or of the pressure hull of a pressurized aircraft
beyond the safe limits established by the manufacturer in his
maintenance manual or other approved maintenance instructions will
render that aircraft unfit for safe operation.
In the case of an airplane or helicopter not operated pursuant to Part

IV, or an aircraft not operated pursuant to Part VII, the pilot must
review the log prior to flight and decide whether any of the defects
recorded affect the airworthiness of the aircraft. Reference may be
made to the type certificate data sheet, the aircraft operating manual,
or any list provided by the aircraft manufacturer respecting equipment
that must be operational for the intended flight. The Minister may also
approve a minimum equipment list for use by an owner. Any or all of
these may indicate that particular items of equipment are mandatory.
In the case of an aircraft operated pursuant to LAR 604, specific

instructions must be provided in the operations manual to facilitate this
assessment.
Where in doubt, the pilot should obtain the advice of an AMT. This is
best done by requesting the AMT to inspect the defective system or
component to determine its effect upon the aircraft's fitness for flight.
By following this procedure and obtaining the AMT's signature in the
log book in the form of a maintenance release, the pilot will be able to
demonstrate, if necessary, that he has taken all reasonable steps to
ensure the airworthiness of the aircraft. Inspection of defective systems
by an AMT, although advisable, is not a legal requirement. As stated
earlier, it is the pilot's responsibility to determine whether the aircraft
is fit for the intended flight.
In the case of an airplane or helicopter operated pursuant to Part IV,

or an aircraft operated pursuant to Part VII, it is not always
practicable for the pilot to personally undertake all actions required to
determine the airworthiness status, because of the high levels of
utilization, complexity of the aircraft, and the limited time available for
all the various aspects of pre-flight preparation required. A common
standard must be applied to all aircraft of a fleet. For these reasons,
the flight training unit and the air operator regulations require the
establishment of a formal system for the control of defects.
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Such systems provide a greater degree of confidence that the

airworthiness effects of defects have been taken into account, and
ensure consistency of application of the standards. They also set limits
on the periods for which the repair of a defect may be deferred. For
aircraft operated in commercial air service, this system is normally
based on the use of Minimum Equipment Lists (MEL), thereby
providing the pilot with a sound basis on which to make his decision
regarding the intended flight.
The final decision, however, still rests with the pilot. A pilot who
accepts an aircraft with defects, the repair of which has been deferred
in accordance with an approved system, has a good defense against
any possible charge of flying an unairworthy aircraft, whereas a pilot
who undertakes a flight with an aircraft that is not in compliance with
the approved system to control the deferral of repairs to defects
commits an offence.
The complexity of a system used to control the deferral of repairs to

defects will vary according to the type of aircraft operated and the size
and nature of the operation and may include reference to an approved
minimum equipment list and/or configuration deviation list. In all cases
the control system must be described in the air operator's maintenance
control manual. Once approved, compliance with those procedures is
mandatory.
s605.16 Power-driven Aircraft - Night VFR
(1) The position lights and anti-collision lights referred to in Subsection 605.16(1)(k) of the LARs
shall meet the requirements set out in Schedule 1 of Appendix I of this standard, and shall:
(a) comply with the standards of light distribution, intensity and color, and the flashing
characteristics, where applicable, in accordance with the airworthiness standard;
(b) be installed in accordance with the requirements set out in applicable type design
certification basis; and
(c) not cause glare or other annoyance to a flight crew member to the extent that the
person's ability to perform duties safely is affected.
s605.33 Flight Data Recorders and Cockpit Voice Recorders
For the purposes of this Section, the following definitions apply:
"certified", "certification", and means certified, certification, or type certificate issued by the civil
"type certificate" …………….. aviation authority having jurisdiction over the type design of the
aircraft;
"manufactured before", means the date upon which the manufacturer signs the statement of
"manufactured after", and conformity certifying that the aircraft conforms to the approved type
"date of manufacture" ……….. design;
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"date of certification" ……….. means the date upon which the civil aviation authority having
jurisdiction over the type design of the aircraft issued the type
certificate.
Flight Data Recorders (FDRs)
(1) Pursuant to Subsection 605.33(1)(a) and (b) of the LARs, FDRs installed on board airplanes shall
meet the following requirements:
(a) each FDR shall record at least the following parameters:
(i) time;
(ii) pressure altitude;
(iii) indicated airspeed;
(iv) vertical acceleration; and
(v) magnetic heading.
(b) where an airplane is designated by an air operator for the carriage of passengers, in
addition to recording the parameters set forth in Subsection s605.33(1)(a) of these
standards, the FDR shall record:
(i) force applied to control column or control column position;
(ii) force applied to rudder pedals or rudder pedal position;
(iii) force applied to control wheel or control wheel position;
(iv) position of horizontal stabilizer;
(v) out-of-trim condition;
(vi) auto-pilot ''on'' - ''off'' selection;
(vii) engine power including:
A. engine torque,
B. engine RPM, and
C. fuel flow;
(viii) ambient air temperature; and
(ix) pitch attitude.
(2) Pursuant to Subsection 605.33(1)(c) of the LARs, FDRs installed on board aircraft shall meet the
following requirements:
(a) an FDR shall:
(i) record and store the following data in a digital manner, with respect to
the parameters set out in column 1 of a Schedule of Appendix I, within
the range set out in column 2 of that item, to the accuracy set out in
column 3 of that item, and at the interval set out in column 4 of that
item.
(ii) facilitate the ready retrieval of that data from the storage medium; and
(iii) be equipped with an underwater locating device to assist in locating that
flight data recorder.
(b) for a turbine-engine powered airplane certified for 30 or less passenger seats having a
passenger seating configuration of 10 to 19 seats, manufactured after October 11,
1991, the FDR shall record at least the parameters prescribed in Schedule 2 of
Appendix I.
(c) for a turbine-engine powered airplane certified for 30 or less passenger seats and
configured for 20 to 30 passenger seats, the FDR shall record to within the ranges,
accuracies, resolutions, and sampling intervals specified in Schedule 3 of Appendix I,
the parameters listed below:
(i) except as provided in (iii), for airplanes certified before October 1,
1969, the following parameters shall be provided:
A. time;
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B. altitude;
C. airspeed;
D. vertical acceleration;
E. heading;
F. time of each radio transmission to or from air traffic control;
G. pitch attitude;
H. roll attitude;
I. longitudinal acceleration;
J. control column or pitch control surface position;
K. thrust of each engine;
(ii) except as provided in (iii), for airplanes certified after September 30,
1969, the following parameters shall be provided:
A. time;
B. altitude;
C. airspeed;
D. vertical acceleration;
E. heading;
F. time of each radio transmission to, or from, air traffic
control;
G. pitch attitude;
H. roll attitude;
I. longitudinal acceleration;
J. pitch trim position;
K. control column or pitch control surface position;
L. control wheel or lateral control surface position;
M. rudder pedal or yaw control surface position;
N. thrust of each engine;
O. position of each thrust reverser;
P. trailing edge flap or cockpit flap control position; and
Q. leading edge flap or cockpit flap control position;
(iii) for airplanes manufactured after October 11, 1991, all of the
parameters listed in Schedule 3 shall be recorded.
(d) for a turbine-engine powered airplane, certified for more than 30 seats for which a
type certificate was issued before October 1, 1969, and manufactured before May 26,
1989, the FDR shall record to within the ranges, accuracies, resolutions, and sampling
intervals specified in Schedule 3, the parameters listed below:
(i) time;
(ii) altitude;
(iii) airspeed;
(iv) vertical acceleration;
(v) heading;
(vi) time of each radio transmission to or from air traffic control;
(vii) pitch attitude;
(viii) roll attitude;
(ix) longitudinal acceleration;
(x) control column or pitch control surface position;
(xi) thrust of each engine.
(e) for a turbine-engine powered airplane, certified for more than 30 seats, for which a
type certificate was issued after September 30, 1969, and manufactured before May
26, 1989, the FDR shall record to within the ranges, accuracies, resolutions, and
sampling intervals specified in Schedule 3, the parameters listed below:
(i) time;
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(ii) altitude;
(iii) airspeed;
(iv) vertical acceleration;
(v) heading;
(vi) time of each radio transmission to or from air traffic control;
(vii) pitch attitude;
(viii) roll attitude;
(ix) longitudinal acceleration;
(x) pitch trim position;
(xi) control column or pitch control surface position;
(xii) control wheel or lateral control surface position;
(xiii) rudder pedal or yaw control surface position;
(xiv) thrust of each engine;
(xv) position of each thrust reverser;
(xvi) training edge flap or cockpit flap control position; and
(xvii) leading edge flap or cockpit flap control position.
(f) for a turbine-engine powered airplane, certified for more than 30 seats, that is
manufactured after October 11, 1991, the flight data recorder shall record the
parameters prescribed in Schedule 3 of Appendix I.
(g) for a turbine-engine powered airplane, certified for more than 30 seats, that is
equipped with a digital data bus and Aeronautical Radio Incorporated 717 digital
flight data acquisition unit (ARINC 717 DFDAU), or equivalent, the FDR shall
record the parameters prescribed in Schedule 3 of Appendix I for those parameters
that are available on the digital data bus.
(h) airplanes certified for cargo only shall comply with standards for their dates of
certification and manufacture as specified in (d), (e), (f) or (g).
(i) for a turbine-engine powered helicopter, having a passenger seating configuration of
10 to 19 seats, manufactured after October 11, 1991, the flight data recorder shall
record to within the ranges, accuracies, resolutions, and sampling intervals specified
in Schedule 4 of Appendix I.
(j) for a turbine-engine powered helicopter, having a passenger seating configuration of
20 or more seats, manufactured after October 11, 1991, the flight data recorder shall
record to within the ranges, accuracies, resolutions, and sampling intervals specified
in Schedule 5 of Appendix I.
Cockpit Voice Recorders (CVRs)
Pursuant to Subsection 605.33(2) of the LARs, CVRs installed on board airplanes or helicopters shall
meet the following requirements:
(1) CVRs shall continuously record:
(a) voice communications transmitted from, or received, in the airplane or helicopter
concerning the operation of the airplane or helicopter;
(b) the aural environment of the flight deck, including:
(i) the audio signals received from each microphone being used by a
flight crew member;
(ii) voice communications of flight crew members using the airplane's or
helicopter's interphone system and the public address system; and
(iii) voice communications or audio signals identifying navigation or
approach aids detected by a headset or speaker.
(2) In addition, a CVR installed in an airplane or helicopter manufactured after October 11, 1991 and
brought onto the register after the effective date of this standard, shall record continuously the
information specified in (1) with reference to a time scale.
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(3) A CVR shall retain all information recorded during an airplane's or helicopter's operation, or all
information recorded during the last 30 minutes of the airplane's or helicopter 's operation, whichever
is less.
(4) Airplanes or helicopters manufactured after October 11, 1991, or on which a CVR has been
installed after the effective date of this standard, shall be equipped to record the uninterrupted audio
signals received by a boom or mask microphone.
(5) For those airplanes or helicopters equipped to record the uninterrupted audio signals received by
boom or mask microphone, the flight crew members are required to use the boom or mask
microphone when operating below 10,000 feet mean sea level.
s605.36 Altitude Alerting System or Device
(1) Pursuant to Subsection 605.36(1) of the LARs, the altitude alerting system, or device, shall:
(a) alert the pilot on approaching a preselected altitude, either in ascent or descent, in
sufficient time for level flight to be established at the preselected altitude:
(i) by producing a sequence of aural and visual signals during operations
at 3,000 feet or more above ground level; and
(ii) by producing a sequence of aural or visual signals during operations
at less than 3,000 feet above ground level; and
(b) produce the signals described in paragraph (a) from sea level to the highest operating
altitude approved for the airplane.
Information Note: The altitude alert system or device may be tested without special equipment.
s605.41 Standby Attitude Indicator
(1) Pursuant to LARs 605.41, the standby attitude indicator shall:

(a) be powered from a source independent of the electrical generating system;
(b) be operative without selection after total failure of the electrical generating system;
(c) continue reliable operation for a minimum of 30 minutes after total failure of the
electrical generating system;
(d) operate independently of any attitude indicator system; and
(e) have the indicating instrument:
(i) located in an position on the instrument panel where it is plainly
visible to and usable by any pilot at his pilot station; and
(ii) appropriately illuminated during all phases of operation.
s605.84 Aircraft Maintenance - General
Information Notes: Details regarding the approval of maintenance schedules are given in
Section s605.86 of these standards.
Airworthiness Limitations are those requirements that result when the

design analysis of the aircraft shows that certain tasks are required to
ensure the aircraft remains in compliance with the design standards
contained in the basis of certification shown on the type certificate.
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Airworthiness Limitations may be in the form of:

(a) life-limited parts;
(b) an inspection task required by any supplemental
inspection document (SID) which has been published
by the manufacturer for that aircraft;
(c) Certification Maintenance Requirements (CMRs),
either issued by the manufacturer, or by a person
holding the design certification for a modification
which has been embodied into an aircraft; and
(d) any other limitation issued by a manufacturer when
set out in the instructions for continued airworthiness
issued pursuant to the basis of certification.
Lebanese Airworthiness Directives (ADs) are issued under Subpart
595 of the LARs, and are applicable to all Lebanese registered
aircraft, including engines, propellers, or appliances as applicable. A
Lebanese AD takes precedence over any equivalent foreign notice.
Where no AD exists, owners are required to comply with equivalent
notices issued by a foreign state, provided that state is responsible for
the type design of the aircraft.
(a) for this purpose, it is the state responsible for the type
design, not necessarily the state of manufacture, whose
equivalent notices are mandatory.
(b) appendix H of this standard, and Subpart 595 of the LARs,
further detail the associated AD information.
s605.85 Maintenance Release and Elementary Work
Information Notes: The regulations in Subpart 575 of the LARs provide specific
qualification for personnel who can sign a maintenance release. It
is the owner's responsibility to ensure that only personnel meeting
those qualification sign a maintenance release in respect of their
aircraft, engines, propeller or other installed component.
(a) the standards applicable to a maintenance release
are contained in Subpart 545 and 575 of the LARs.
Elementary work does not require a maintenance release to be

signed by an AMT; however, pursuant to Subsection 605.94(1) of
the LARs, any elementary work performed on an aircraft must be
detailed in the Journey Log, and must be accompanied by the
signature of the person who performed the work.
The owners of amateur-built aircraft can perform the work and sign
the maintenance release with respect to their own aircraft.
Appendix A of these standards lists the tasks and conditions

associated to elementary work.
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s605.86 Maintenance Schedule
Information Notes: The phrase "no person shall conduct a takeoff, or permit
another person to conduct a take off" is used in the
regulations to clearly emphasize an aircraft owner's
responsibility to advise any person operating his aircraft of
any maintenance that the aircraft might require pursuant to
the regulations.
Part I of the LARs defines "Owner" as the person who has

legal custody and control of the aircraft.
(1) Pursuant to Section 605.86 of the LARs, all aircraft, other than ultra-light or hang-gliders, shall be
maintained in accordance with a maintenance schedule, approved by the Minister, that meets the
requirements of this Aircraft Equipment and Maintenance Standard s605.
(2) As applicable to the type of aircraft at intervals not exceeding 12 months, Part I and Part II of the
Maintenance Schedule detailed in Appendix B of these standards are approved by the Minister for use
on other than large aircraft, turbine-powered pressurized airplanes, airships, any airplane or helicopter
operated by a flight training unit under Subpart 406 of the LARs, or any aircraft operated by air
operators under Part VII of the LARs.
(3) Owners of non-commercially operated small aircraft and balloons must also comply with
Appendix C with respect to out of phase tasks and equipment maintenance requirements.
(4) Owners of non-commercially operated small aircraft and balloons who choose to comply with
Parts I or II of Appendix B as applicable, and Appendix C, need not submit any documents to the
Minister for formal approval. The schedule is considered to be approved for their use by the Minister.
Owners need only to make an entry in the aircraft technical records that the aircraft is maintained
pursuant to the maintenance schedule.
Information Notes: Part I of Appendix B of these standards applies to small piston

engine aircraft and small helicopters not operated in a flight
training unit or in a commercial air service, and is performed
on an annual basis (i.e. at intervals not exceeding 12 months).
Part II of Appendix B of these standards applies to balloons

not operated in a flight training unit, in special flight
operations, or in a commercial air service and is performed
on an annual basis (i.e. at intervals not exceeding 12 months).
(5) As applicable to the type of aircraft, and when performed in accordance with the guidelines
specified therein, at intervals not exceeding 100 hours air time, Part I and Part II of Appendix B of
these standards are approved by the Minister for use with respect to balloons operated under Subpart
603 of the LARs, to airplanes and helicopters operated by flight training units under Subpart 406 of
the LARs, and to aircraft operated by air operators under Part VII of the LARs, provided the aircraft
are not large aircraft or pressurized turbine-powered airplanes.
(6)Owners of commercially operated small aircraft must also comply with Appendix C with respect to
out of phase tasks and equipment maintenance requirements.
(7) Owners of commercially operated balloons must comply with Part II of Appendix B, and
Appendix C, but need not submit any documents to the Minister for formal approval. The schedule is
considered to be approved for their use by the Minister. Owners need only to make an entry in the
technical records that the balloon is maintained pursuant to the maintenance schedule.
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Information Notes: Part I of Appendix B of these standards applies only to small

piston engine aircraft and small helicopters operated in a
flight training unit or in a commercial air service, and is
performed at intervals not exceeding 100 hours air time.
Part II of Appendix B of these standards applies to balloons

operated in a flight training unit, in special flight operations
or in a commercial air service, and is performed at intervals
not exceeding 100 hours air time.
(8) Owners of commercially operated small aircraft, other than balloons, who choose comply with
Part I of Appendix B, and Appendix C, must submit their maintenance schedule for approval by the
Minister, in accordance with Appendix D.
(9) Owners of commercially operated small aircraft, other than balloons, may, on the other hand,
choose to comply with Appendices C and D, with respect to their maintenance schedule. The latter
must be approved by the Minister.
(10) Large aircraft, airplanes and helicopters operated by flight training units under Subpart 406 of the
LARs, large aircraft operated under Part VII of the LARs, pressurized turbine-powered aircraft, and
airships shall be maintained in accordance with the terms of a maintenance schedule that meets the
requirements of Appendices C and D and be approved by the Minister. In the case of an operator
bringing into use a type of aircraft which they have not previously operated, the Minister can approve,
for a limited period of time, the use of an interim schedule which meets the requirements of
appendices C and D, to allow operation of the aircraft while the complete maintenance schedule is
under development or review.
Information Note: Appendix D of these standards applies to: large aircraft; airplanes and
helicopters operated in a flight training unit; large aircraft operated in a
commercial air service; all pressurized turbine-powered aircraft; and
airships.
(11) Maintenance schedules, including interim schedules, approved under the provisions of Appendix
D pursuant to Subsection 605.86(2) of the LARs, shall:
(a) be based upon data obtained from a current, and approved, maintenance review board
(MRB)report; or
(b) where no current MRB report exists, be based upon data obtained from:
(i) the current recommendations of the aircraft manufacturer;
(ii) a maintenance schedule approved by the Minister for use by another
operator; or
(iii) any other data acceptable to the Minister.
Information Note: The list shown in (5)(b) above is in the usual order of preference (i.e. the
current manufacturer's recommendations take priority over third-party
programs, or other sources). Where an operator wishes to use data which
deviates from the above order of preference, the onus is on the applicant
to demonstrate that the proposed program is more appropriate to their
operation.
(12) Maintenance schedules approved under this Section shall contain inspection requirements for the
airframe, engine(s), propeller(s), appliances, survival equipment, emergency equipment and other
equipment installed on the aircraft, including the applicable out of phase and equipment maintenance
requirements of Appendix C, and shall take into account the requirements of any modifications made
to the aircraft.
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(13) Maintenance schedules approved under this Section are not transferable to another owner or
operator without the prior approval of the Minister.
(14) Prior to the commencement of any tolerance to a task required by the maintenance schedule, the
aircraft shall be inspected to the degree necessary to ensure that it is airworthy, and in satisfactory
condition to operate for the period of the tolerance.
(15) Under the provisions of Subsection 605.86(3) of the LARs, the Minister can, on receipt of a fully
documented application, authorize an operator to exceed his approved inspection interval. Such
authorizations shall be applicable on a case by case basis, and do not constitute a permanent
amendment to the operator's approved maintenance schedule. Prior to the commencement of any
authorization issued pursuant to this Subsection, the aircraft shall be inspected to the degree necessary
to ensure that it is airworthy, and in satisfactory condition to operate for the period covered by the
authorization.
(16) An owner or operator using a maintenance schedule approved in accordance with this Section,
shall amend that schedule when so directed by the Minister.
(17) Pursuant to Subsection 605.86(3) of the LARs, an owner or operator using a maintenance
schedule approved in accordance with this Section can also amend the schedule as a result of
operating experience, provided that, prior to utilizing the provisions of the amended schedule, the
amendment is:
(a) approved by the Minister; or
(b) approved in accordance with a Maintenance Monitoring Program that meets the
requirements of Appendix E of these standards.
(18) Pursuant to Subsection 605.86(10) of the LARs, Maintenance schedules shall contain Human
Factor elements requirements for the implementation of schedule maintenance tasks and the other
tasks required to maintain aircraft to Type design approved limitations,
Advisory Material:
The contents of this regulation must be included in the operator’s Maintenance Control Manual, be
observed in AMO selections and be made available to the contracted AMO.
1. Design/Maintenance Interface
Regulation:
The AMO must establish procedures that ensure that any inaccurate, incomplete or ambiguous
procedures, practices, information or maintenance instructions contained in the maintenance data used
by maintenance personnel be recorded and notified to the applicable TC holder responsible for the
data.
Advisory Material:
The procedures should ensure that when maintenance personnel discover inaccurate, incomplete or
ambiguous information in the maintenance data, they record the details. The procedures should then
ensure that the AMO notify the problem to the TC holder in a timely manner. A record of such
communication to the TC holder should be retained by the AMO until such time as the TC holder has
clarified the issue, perhaps by amending the maintenance data.
2. Safety Culture
Regulation 1:
The AMO must establish a safety and quality policy for the organization. This policy is to be included
in the AMO procedure manual.
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Regulation 2:
The accountable manager (or Chief Executive Officer) is responsible for establishing and promoting
the required safety and quality policy.
3. Procedural non-compliance
Regulation:
The AMO must establish procedures acceptable to the State taking into account Human Factors and
human performance to ensure good maintenance practices and compliance with all relevant
requirements in this regulation which must include a clear work order or contract such that aircraft
and aircraft components may be released to service in a safe condition and in accordance with
regulations.
4. Shift and task handover
Regulation:
When it is required to hand over the continuation or completion of a maintenance action for reasons of
a shift or personnel changeover, relevant information must be adequately communicated between
outgoing and incoming personnel in accordance with a procedure acceptable to the State.
Advisory Material:
The primary objective of the changeover information is to ensure effective communication at the
point of handing over the continuation or completion of maintenance actions. Effective task and shift
handover depends on three basic elements:
5. Fatigue
Regulation:
The planning of maintenance tasks, including the organizing of shifts, must take into account human
performance limitations.
Advisory Material:
Limitations of human performance, in the context of planning safety-related tasks, refer to the upper
and lower limits and variations of certain aspects of human performance (circadian rhythm/24- hour
body cycle) which planners should be aware of when planning work and shifts.
6. Duplicate inspections
Advisory or Regulatory Material:

Procedures should be established to detect and rectify maintenance errors that could, as a minimum,
result in a failure, malfunction or defect endangering the safe operation of the aircraft.
The procedures should identify the method for capturing errors, and the maintenance tasks or
processes concerned. A typical procedure could include the performance of duplicate inspections
where the task or process is performed by one suitably qualified person and then independently
checked and verified by a second suitably qualified person, or the inclusion of an additional
functional or leak check.
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7. Planning of tasks, equipment and spare parts
Regulation:
The AMO must have a system appropriate to the amount and complexity of work to plan the
availability of all necessary personnel, tools, equipment, material, maintenance data and facilities in
order to ensure the safe completion of the maintenance work.
Advisory Material:
a. Depending on the amount and complexity of work generally performed by the maintenance
organization, the planning system may range from a very simple procedure to a complex
organizational set-up including a dedicated planning function in support of the production function.
b. For the purpose of meeting the State maintenance organization approval regulations, the
production planning function should include two complementary elements:
• Scheduling the maintenance work ahead to ensure that it will not adversely interfere with other
maintenance work as regards the availability of all necessary personnel, tools, equipment, material,
maintenance data and facilities; and
• During maintenance work, organizing maintenance teams and shifts and providing all necessary
support to ensure the completion of maintenance without undue time pressure.
c. When establishing the production planning procedure, consideration should be given to the
following:
• logistics;
• inventory control;
• square metres of accommodation;
• estimation of man-hours;
• availability of man-hours;
• preparation of work;
• hangar availability;
• coordination with internal and external suppliers, etc.; and
• Scheduling of safety-critical tasks during periods when staff are likely to be most alert.
8. Signing off tasks not seen or checked
Advisory Material:
A “sign-off” is a statement by the competent person performing or supervising the work that the task
or group of tasks has been correctly performed.
A sign-off relates to one step in the maintenance process and is therefore different to the release to
service of the aircraft. In order to prevent omissions, every maintenance task or group of tasks should
be signed off. To ensure the task or group of tasks is completed, it should only be signed off after
completion.
Work by non-competent personnel (i.e. temporary staff, trainees, etc.) should be checked by
authorized personnel before they sign off. The grouping of tasks for the purpose of signing off should
allow critical steps to be clearly identified. The referenced procedure(s), if applicable, should be
specified in the AMO maintenance procedure manual.
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9. Competence in Human Factors
Regulation:
The competence of personnel involved in maintenance management and/or quality audits must be
established and controlled in accordance with a procedure and to a standard acceptable to the State. In
addition to the necessary expertise related to the job function, competence must include an
understanding of the application of Human Factors and human performance issues related to that
person’s function in the organization.
Advisory Material:
With respect to the understanding of the application of Human Factors and human performance
issues, maintenance, management and quality audit personnel should be assessed for the need to
receive initial Human Factors training, and in any case, all maintenance, management and quality
audit personnel should receive continuation training. This should concern to a minimum:
• Holders of posts, such as managers or supervisors;

• AMEs, certifying staff, technicians, mechanics and engineers;
• Technical support personnel, such as planners, engineers and technical record staff;
• Staff with special skills, such as welders and NDT personnel;
• Quality control and quality assurance staff;.
• Human Factors trainers;
• Technical trainers;
• Purchasing department staff;
• Ground equipment operators; and
• Contract staff in the above categories.
The existing State regulations should include the definitions of “Human Factors principles” and
“human performance” which are taken from Annex 6.
s605.87 Transfer of Aeronautical Products Between Maintenance Schedules
(1) The standards applicable to the permanent transfer of an aeronautical product are contained in
Appendix F of these standards. These requirements must be met at any time an aeronautical product
is transferred between maintenance schedules, except that, where a part is supplied by an approved
overhaul organization as a temporary replacement, it is maintained in accordance with a maintenance
schedule approved for that specific purpose.
(2) Provided that their approved maintenance control manual contains procedures for the use of
borrowed parts, a flight training unit or an air operator can borrow an aircraft part from another person
and can use such part for a maximum of 100 flight hours or 90 days, whichever is greater, without
compliance with Appendix F requirements, even though the time in service of such part exceeds the
borrower's approved inspection intervals.
(3) The requirements contained in Appendix F of these standards do not apply to products which are
subject to airworthiness limitations. The limitations remain unchanged, as per the type certificate.
s605.88 Inspections after Abnormal Occurrences
Appendix G of this standard sets out inspection requirements and other guidance related to abnormal
occurrences.
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s605.93 Technical Records - General
(1) Pursuant to Item 3 of Schedule I to Section 605.94 of the LARs, persons calculating times between
maintenance activities need only consider air time (i.e. the intervals from the moment an aircraft
leaves the ground until it touches the ground at the end of the flight); the air time specified must be
the actual air time, and not arrived at by calculation from the total flight time.
(2) Pursuant to Subsection 605.93(3) of the LARs, technical records kept as electronic data shall be
protected from damage, or loss, to the same extent as that provided to paper records.
(3) Pursuant to Subsection 605.93(6) of the LARs, corrections to technical records, kept as electronic
data, shall be done in a manner which will ensure that no original entry is deleted.
Information Note: Computer systems used to control maintenance and/or record

details of maintenance work carried out should have at least
one back-up system updated on a regular basis of any
maintenance task entered. Each computer terminal and/or
computer network should contain program safeguards against
the alteration of the database through:
(a) "accidental" - means by authorized personnel; or,
(b) "intentional" - means by unauthorized individuals.
s605.96 Requirements for Technical Records Other Than Journey Logs
(1) Pursuant to Section 605.96 of the LARs, the owner of an aircraft shall maintain and retain
technical records, other than the Journey Log, until such time as the aircraft is no longer registered.
(2) Technical records pertaining to repetitive inspections of aircraft need only be retained until the
inspection activity is repeated.
Appendix A Elementary Work
Appendix B Maintenance Schedules
Appendix C Out of Phase Tasks and Equipment Maintenance Requirements
Appendix D Operator's Approved Maintenance Schedule
Appendix E Maintenance Monitoring Programs
Appendix F Transfer of Aeronautical Products Between Maintenance Schedules
Appendix G Inspection after Abnormal Occurrences
Appendix H Airworthiness Directives
Appendix I Specification Tables
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Directorate General of Civil Aviation Appendix A
APPENDIX A
Elementary Work
The following lists are exhaustive in nature; if a task is not listed, it is not elementary work.
Elementary work is a form of maintenance that is not subject to a maintenance release. Hence, it need
not be performed by a holder of an AMT license, or by persons working under an AMO certificate.
The owner is responsible for controlling authorizations to persons who may perform elementary work.
Subpart 575 of the Lebanese Aviation Regulations (LARs) requires that all tasks designated as
elementary work be detailed in the technical record.
Elementary Work Task Listings
(1) Balloons
For this type of aircraft, the following tasks are elementary work:
(a) repair of upholstery and trim;
(b) removal and installation of fuses, light bulbs and reflectors;
(c) removal and installation of parts of communications equipment that are line
replaceable units designed for rapid replacement;
(d) cleaning of balloon burner nozzles;
(e) removal and installation of balloon baskets, burners and gas tanks that are designed
for rapid change in service.
(2) Gliders or Small, Unpressurized, Piston-engine Aircraft, Not Engaged in Commercial Air
Service
For those types of aircraft, the following tasks are elementary work:
(a) fabric patches measuring not more than 15 cm (6 in) in any direction and not
requiring rib stitching or the removal of control surfaces or structural parts;
(b) removal and installation of tires, wheels, landing skids or skid shoes, not requiring
separation of any hydraulic lines;
(c) removal and installation of skis on fixed landing gear, not requiring separation of any
hydraulic lines;
(d) removal and installation of seats, safety belts and harnesses;
(e) repair of non-structural fairings, cover plates and cowlings;
(f) repair of upholstery and cabin trim;
(g) removal and installation of glider wings and tail surfaces that are designed for quick
assembly;
(h) removal and installation of co-pilot flight control levers and pedals that are designed
for quick removal and installation;
(i) cleaning and installation of spark plugs;
(j) checking of cylinder compression;
(k) cleaning or changing of fuel, oil, and air filters;
(l) draining and replenishing engine oil;
(m) adjustment of generator or alternator drive belt tension;
(n) removal and installation of aircraft batteries;
(o) checking the electrolyte level and specific gravity of lead acid batteries;
(p) removal and installation of fuses, light bulbs and reflectors;
(q)
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Directorate General of Civil Aviation Appendix A
APPENDIX A
Elementary Work
(r) removal and installation of parts of communications equipment that are line
replaceable units (LRUs) designed for rapid replacement;
(s) installation of anti-misfuelling devices to reduce the diameter of fuel tank filler
openings, when the installation does not involve disassembly of the existing fuel filler
opening, drilling, riveting or welding.
(3) Airplanes and Helicopters Operated Pursuant to LAR 406 - Flight Training Organizations;
or Aircraft Operated Pursuant to LAR Part VI, Subpart 4 - Private Operator Passenger
Transportation; Aircraft Operated Pursuant to LAR Part VII - Commercial Air Services
For those types indicated above, the following tasks are elementary work:
(a) performance of a pre-flight or turnaround check;
(b) removal and installation of passenger seats and passenger seat belts;
(c) repairs to upholstery and cabin furnishings;
(d) removal, installation or repositioning of non structural partitions in the passenger
cabin;
(e) opening and closing of non-structural access panels;
(f) removal and installation of cabin doors on unpressurized aircraft, where the door is
designed for rapid removal and installation;
(g) removal and installation of co-pilot flight control levers and pedals that are designed
for quick removal and installation;
(h) removal and installation of fuses and light bulbs;
(i) removal and installation of aircraft batteries;
(j) adjustment of generator or alternator drive belt tension;
(k) inspection and continuity checking of self-sealing chip detectors;
(l) the replacement of line replaceable units (LRUs) that are designed for rapid
replacement that, following replacement, do not require testing other than an
operational check.
Information Note: An operational check is used to determine that a unit is working,

and does not involve measuring degradation of the unit's output or
functionality. Where the post-replacement procedures require
measurements, the LRU replacement is not Elementary Work.
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Directorate General of Civil Aviation Appendix B
Appendix B
General Procedures
(1) The Maintenance Schedule includes:

(a) Part I - Scheduled Inspections for Aircraft other than Balloons;
(b) Part II - Scheduled Inspections for Balloons.
(2) The Maintenance Schedule must be supplemented by the applicable requirements of Appendix C,
for out of phase tasks and equipment maintenance requirements.
(3) Each person performing inspections required by the maintenance schedule shall record the
inspections in the aircraft technical record, using a check list that includes all items in Parts I or II that
are applicable to the aircraft concerned. Additionally, all tasks required by Appendix C shall be
recorded in the aircraft technical record.
Information Note: Aircraft manufacturers' check lists can be used, provided that
they include all the applicable items listed herein.
(4) The tasks listed in the maintenance schedule are described in general terms only, as the specific
items applicable to particular aircraft will vary according to aircraft type.
(5) The method of inspection for each item on the maintenance schedule shall be in accordance with
the manufacturer's recommendations or standard industry practice.
Information Note: The following is provided as a quick reference chart. The

specific details are contained in : Section s605.86 of these
standards; the relevant sections of this Appendix (B); Appendix
C; and Appendix D of these standards.
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Appendix B
MAINTENANCE SCHEDULES – QUICK REFERENCE CHART
Type of Aircraft and Operation Content and Interval
Non-commercial
Small aircraft – Excluding pressurized turbine- Appendix B, Part I @ 12 months + Appendix C

powered aircraft & balloon.
Balloon Appendix B, Part II @ 12 months + Appendix C

Commercial
Small aircraft – Excluding pressurized turbine- Program approved for operator in accordance
powered aircraft & balloons with Appendix D. May be based upon Appendix
B, Part I @ 100 hours or 12 months, whichever
comes first, + Appendix C.
Balloon Appendix B, Part II @ 100 hours + Appendix C

Commercial and Mon-commercial
Large airplanes and helicopters operated by flight Program approved for operator in accordance
training organizations. with Appendix D.
Must include the applicable items of Appendix C.
Large aircraft operated under Part VII of the

Lebanese Aviation Regulations (LARs).
Pressurized turbine-powered aircraft.
Airships.
Other large aircraft
(6) The depth of inspection of each item on the schedule shall be determined by the person performing
the inspection, and shall be consistent with the general condition and operating role of the aircraft.
(7) Pursuant to Subsection 605.86(2) of the LARs, the schedule is considered to be approved for use
by owners of small non-commercial operation aircraft and all balloons. Owners need only to make an
entry in the aircraft technical records that the aircraft is maintained pursuant to the maintenance
schedule.
(8) Pursuant to Subsection 605.86(2) of the LARs, the maintenance schedule can be used as the basis
for a commercial air operator's maintenance schedule. With the exception of a balloon inspection
schedule, commercial air operator's maintenance schedules based on this document are subject to
approval by the Minister in accordance with Appendix D. Schedules for aircraft operated in
commercial air service (including balloons pursuant to the LARs) shall include an inspection of the
items listed in Part I or II of this Appendix, as applicable, and the accomplishment of out of phase
tasks and equipment maintenance requirements specified in Appendix C.
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Appendix B
(9) Pursuant to Subsection 605.86(2) of the LARs, there the aircraft utilization is sufficient to ensure
that all items listed in Parts I or II of this Appendix are performed within a 12 month period, an owner
can request that inspections under this maintenance schedule be performed progressively. In this
case, a revised maintenance schedule shall be submitted for the Minister's approval in accordance with
the procedures outlined in Subsection s605.86(2) of these standards.
(10) Pursuant to Subsection 605.86(2) of the LARs, where a flight training organization operating
airplanes and helicopters pursuant to Subpart 406 of the LARs chooses to use Part I of this Appendix
as a basis for inspections to be carried out at 100 hour intervals, it must be approved in accordance
with the procedures outlined in Appendix D of these standards.
(11) This maintenance schedule is not an inspection checklist. Prior to performing the inspections
tabled herein, an appropriate checklist containing these requirements must be developed.
Information Note: Many aircraft manufacturers produce detailed inspection

checklists. In many cases the location of system components is
clearly identified on those documents. In the interest of efficiency
an owner may wish to use a manufacturers checklist in order to
accomplish this inspection. Manufacturer's checklists may be
used, provided they include at least the items listed in Part I or
Part II of this Appendix, as applicable. Where an owner has
chosen to use a manufacturer's checklist, it should be clearly
marked to indicate that the check is following the general
maintenance schedule. In addition, any references in those
checklists concerning compliance with Airworthiness Directives
must be stricken out as not applicable, as it is the owner's
responsibility to advise the AMT of any outstanding
Airworthiness Directives or airworthiness limitations.
Large aircraft comply with a detailed maintenance schedule as

per Appendices C and D of these standards.
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Appendix B
Part I - Scheduled Inspections for Small Aircraft other than Balloons
At intervals prescribed in the General Procedures to this Appendix, inspect the aircraft as follows:
(1) Aircraft Generally
(a) remove or open all necessary inspection plates, access doors, fairings and cowlings.
thoroughly clean the aircraft and engine.
(b) inspect panel, door and cowling closing and locking mechanisms for improper
installation and function.
(c) lubricate in accordance with the manufacturer's recommendations.
(2) Fuselage and Hull Group
(a) structure - inspect for deterioration, distortion, evidence of failure and defective or
insecure attachment of fittings.
(b) systems and components - inspect for improper installation, apparent defects and
unsatisfactory operation.
(3) Cabin and Cockpit Group
(a) generally - inspect for dirt and loose equipment that might foul the controls;
(b) seats and safety belts - inspect for poor condition, fraying, and any other apparent
defects;
(c) windows and windshields - inspect for deterioration and breakage;
(d) instruments - inspect for poor condition, mounting, marking and, where practicable,
for improper operation;
(e) flight and engine controls - inspect for improper installation and improper operation;
(f) batteries - inspect for improper installation and improper charge;
(g) all systems - inspect for improper installation, poor general condition, apparent and
obvious defects and insecurity of attachment.
(4) Engine and Nacelle Group
(a) leaks - inspect for oil, fuel or hydraulic leaks;

(b) studs and nuts - inspect for defects, evidence of improper torque and safety locking;
(c) cylinder compression - check; if compression test indicates problems, check internal
condition and tolerances;
(d) screens and sump drain plugs - check for metal particles or foreign matter;
(e) engine mounts - inspect for cracks, looseness of mounting and looseness of engine to
mount;
(f) flexible vibration dampeners - inspect for poor condition and deterioration;
(g) engine controls - inspect for defects, improper travel and improper safety locking;
(h) lines, hoses and clamps - inspect for leaks, improper condition and looseness;
(i) exhaust stacks - inspect for cracks, defects and improper attachment;
(j) accessories - inspect for apparent defects in security of mounting;
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(k) all systems - inspect for improper installation, poor general condition, defects and
insecure attachment;
(l) cowlings - inspect for cracks and other defects.
Appendix B
(m) internal corrosion - inspect engines which have not been inhibited and have been out
of service in excess of 12 months.
(n) engine performance - during the ground run, run the engine in accordance with the
manufacturer's recommendation to determine satisfactory performance of the
following:
(i) idle and maximum RPM;
(ii) magneto RPM drop;
(iii) fuel and oil pressures;
(iv) cylinder and oil temperatures.
(o) Engines maintained to an On-condition program - check reference RPM.
(5) Landing Gear Group
(a) all units - inspect for condition and security of attachment;

(b) shock absorbing devices - check oleo fluid level;
(c) linkage, trusses and members - inspect for undue or excessive wear, fatigue and
distortion;
(d) retracting and locking mechanism - inspect for improper operation;
(e) hydraulic lines - inspect for leakage;
(f) electrical system - inspect for chafing and improper operation of switches;
(g) wheels - inspect for cracks, defects and condition of bearings;
(h) tires - inspect for wear, cuts and incorrect inflation; inspect for improper installation
and improper operation.
(i) brakes - inspect for improper adjustment;
(j) floats and skis - inspect for insecure attachment and apparent defects;
(6) Wing and Center Section Assembly
Inspect structure for general condition, deterioration, distortion, evidence of failure and insecurity of
attachment.
(7) Empennage Assembly
Inspect structure for general condition, deterioration, distortion, evidence of failure, insecure
attachment, improper component installation and improper component operation.
(8) Propeller Group
(a) propeller assembly - inspect for cracks, nicks, binding and oil leakage;
(b) bolts - inspect for improper torque and safety locking;
(c) anti-icing devices - inspect for improper operation and defects;
(d) control mechanisms - inspect for improper operation, insecure mounting and
improper range of travel.
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Appendix B
(9) Radio Group
(a) radio and electronic equipment - inspect for improper installation and insecure
mounting.
(b) Emergency Locator Transmitters - test performance in accordance with the procedure
specified in Subpart 575 of the LARs.
(c) wiring and conduits - inspect for improper routing, insecure mounting and apparent
defects.
(d) bonding and shielding - inspect for improper installation and poor condition.
(e) antennas, including trailing antennas - inspect for poor condition, insecure mounting
and improper operation.
(10) Miscellaneous Items Not Otherwise Covered by this Listing:
Inspect for improper installation and improper operation
(11) Aircraft Generally, Including Technical Records
(a) enter details of all deficiencies found during the inspection in the aircraft technical
records.
(b) upon completion of the inspection, replace or close all inspection plates, access doors,
fairings and cowlings.
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Appendix B
Part II - Scheduled Inspections for Balloons
(1) At intervals prescribed in the General Procedures, inspect the:

(a) envelope;
(b) basket (gondola) and its attachments;
(c) load tapes and support lines;
(d) instruments;
(e) controls;
(f) burners;
(g) fuel tanks, hoses and clamps; and
(h) radios and other installed equipment.
(2) Where the check list used differs from the manufacturer's recommended check list, the list shall be
approved by the Minister.
(3) Where the balloon is a foreign registered balloon operating in accordance with an authorization
issued by the Minister pursuant to LAR 603, it shall be inspected and maintained in accordance with a
program which complies with the requirements of this Appendix.
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Directorate General of Civil Aviation Appendix C
APPENDIX C
(1) This appendix lists the maintenance requirements for specific equipment. Unless otherwise
specified, these intervals apply to all installed equipment of a type listed herein.
(2) In the case of operators having maintenance schedules approved in accordance with Appendix D,
the intervals specified in this appendix are initial intervals that must be used by a new operator of the
type. They may be amended once experience on that type has been gained, based on the results of the
owner's maintenance monitoring program.
(3) Nothing in these standards relieves the owner from the responsibility for determining the
applicability of these requirements to his aircraft, or for identifying any other maintenance
requirements relating to equipment not listed here.
Information Note: Where doubt exists as to the compliance requirements in

respect of a specific aircraft installation, the owner can
contact the Directorate General of Civil Aviation Office for
assistance.
Operators with an approved maintenance schedule may obtain

approval to deviate from the standard where acceptable
documentation can be provided to the Director General of
Civil Aviation.
Out of Phase Task Listings
Carry out the following tasks at the times indicated:
All Aircraft
Ensure that any applicable equipment maintenance task required by this appendix is performed at, or
before, the next inspection interval listed therein.
Aircraft Used in Dual Role Operations
Upon conversion between roles, inspect to ensure that contamination, structural damage and other
defects incurred during operation in the special purpose role, are rectified prior to operation in the
normal role.
Rotorcraft Dynamic Components
At the intervals recommended by the aircraft manufacturer, inspect:

(a) the drive shafts or similar systems;
(b) the main rotor transmission gearboxes;
(c) the main rotors and hubs;
(d) the tail rotor.
Variable Pitch Propellers
(1) Where the manufacturer has recommended a TBO in flying hours or cycles, this recommendation
shall apply.
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APPENDIX C
(2) Where the manufacturer has not made any recommendations regarding TBO, the propeller(s) shall
be overhauled at the following intervals:
(a) in the case of propellers installed on turbine engines:
• 2,000 hours air time;
(b) in the case of single acting propellers installed on piston engines:
• 1,500 hours air time;
(c) in the case of double acting propellers installed on piston engines:
• 2,000 hours air time.
(3) At intervals of not more than 5 years, the propeller shall be subjected to an internal inspection for
corrosion by an AMO holding an applicable rating in the propeller category. The dismantling of the
propeller shall be to the extent that will allow for the complete inspection of the propeller; including,
as required, removal of blade root ferrules, de-icer boots, decals, etc.
Information Note: The inspection described in paragraph (c) does not constitute
overhaul. It is intended to meet the needs of those owners
who operate in a benign environment and have extremely low
utilization.
(4) The interval of 5 years, required by paragraph (c), starts following the first installation of the
propeller on the aircraft, subject to the following conditions:
(a) the propeller is new, properly packaged and protected against corrosion while in
shipment or storage; or
(b) the propeller is newly overhauled or has been inspected as per paragraph (c), properly
protected and packaged against corrosion while in shipment or storage.
(5) The interval of 5 years, required by paragraph (c), may be interrupted by a period of storage
following the first installation of the propeller, subject to the following conditions:
(a) the propeller shall be completely cleaned of all residual oil and foreign deposits, e.g.
lead, in accordance with the manufacturer's recommendations; and
(b) it shall be completely inhibited, properly protected and packaged against corrosion
while in storage using the manufacturer's recommendations, or other procedures
acceptable to the Minister.
Fixed Pitch and Ground Adjustable Propellers
At intervals of not more than 5 years, the propeller shall be removed from the aircraft and inspected
for corrosion or other defects over its entire surface, including the hub faces and the mounting hole
bores. While the propeller is removed, it shall also be checked for correct dimensions. However, if
defects which require repairs beyond those recommended as field repairs by the propeller
manufacturer are found, the propeller shall be repaired by an organization approved for the overhaul
of propellers.
Information Note: The dimensional check requirement does not include a check
on blade twist. The dimensional check refers to changes in
blade dimension resulting from repairs, particularly
cropping of the tips. It is intended to ensure that the blade
diameter remains within service limits.
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APPENDIX C
Engines
All piston and turbine engines installed in aeroplanes and helicopters operated pursuant to Subpart
406 of the Lebanese Aviation Regulations (LARs), in large aircraft operated pursuant to Subpart 604
of the LARs, and in aircraft operated pursuant to Part VII of the LARs, shall be overhauled at the
intervals recommended by the engine manufacturer, or in accordance with an alternative hard time
interval or an engine on-condition maintenance program approved in accordance with Appendix D.
Information Note: No hard time, including calendar time, between overhauls

need be observed in the case of small aircraft reciprocating
engines in non-commercial private operation.
Tachometers
The accuracy of the tachometer system shall be checked at least at each annual inspection.
Weight and Balance
Except as provided for in an approved fleet empty weight and balance control program, all aircraft
shall be reweighed and an updated report prepared every five years and submitted to the DGCA.
Non-stabilized Magnetic Direction Indicators (MDIs)
(1) Except as provided in (2), non-stabilized magnetic direction indicators shall be calibrated, and a
dated correction card installed for each indicator, at at intervals not exceeding 12 months;
(2) The annual calibration requirement of (a) does not apply to an aircraft operating under an air
operator certificate, or to any large or turbine-powered pressurized aircraft, where:
(a) the aircraft is equipped with two independent stabilized magnetic direction indicators
in addition to the non-stabilized direct reading magnetic direction indicator; and
(b) a procedure for monitoring and recording the performance of the magnetic direction-
indicators is detailed in the flight training organization’s, or in the air operator's
approved maintenance control manual approved pursuant to LAR 406 and LAR 706
respectively.
Survival and Emergency Equipment
Survival and emergency equipment shall be overhauled at the intervals recommended by the
manufacturer.
Emergency Locator Transmitters (ELTs)
(1) Except where powered by water activated batteries, the ELT shall be checked at intervals not
exceeding 12 months, in accordance with Subpart 575 of the LARs.
(2) ELTs powered by water activated batteries shall be performance-tested at intervals not exceeding
5 years.
(3) ELT batteries shall be replaced at the interval recommended by the ELT manufacturer.
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APPENDIX C
Altimetry Devices
Altimeters and other Altimetry devices installed in aircraft operating under Instrument Flight Rules,
or under visual flight rules in Class B Airspace shall be calibrated at intervals not exceeding 24
months, to the standard outlined in Subpart 575 of the LARs.
Information Note: For the purpose of this section, the term "other altimetry
devices" includes any air data computer, or other
barometric device, providing a flight crew station, or an
auto pilot, or automatic pressure altitude reporting system
with altitude data derived from static pressure.
Air Traffic Control (ATC) Transponders
ATC Transponders, including any associated altitude sensing reporting mechanisms, where installed,
shall be tested every 24 calendar months, in accordance with Subpart 575 of the LARs.
Cockpit Voice Recorders (CVRs)
(1) Cockpit Voice Recorders (CVR), where installed for compliance with the basis of certification
listed on the type certificate, or where required by operating rule, shall be subject to the following
maintenance, in accordance with a maintenance schedule meeting the following requirements:
(a) an operational check;
(b) a functional check;
(c) an intelligibility check; and
(d) unit overhaul, at the interval recommended by the CVR manufacturer.
(2) An operational check shall be performed, in accordance with the manufacturers instructions, as
follows:
(a) by maintenance personnel during each line check and following any system
maintenance;
(b) by each new, or partial change of, flight crew; and
(c) upon installation in the aircraft.
(3) A functional check shall be completed in accordance with manufacturers maintenance instructions
at 3,000 hours, or 12 months, whichever comes first.
(4) An intelligibility check shall be performed by means of a test procedure which, when completed
under operational conditions, shall enable verification of intelligible recorded audio information from
all the various input sources required by the regulations:
(a) upon initial installation;
(b) at 3,000 hours, or 12 months, whichever comes first.
(5) CVR maintenance and overhaul shall be performed in accordance with manufacturer's
recommendations.
Information Note: EUROCAE ED-56A document provides guidelines for CVR

maintenance in general; it also provides information relative
to equipment required to adequately evaluate the quality of
voice recording.
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(6) CVR maintenance details can be found in Subpart 575 of the LARs.
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APPENDIX C
Underwater Locating Devices (ULDs)
(1) The beacon case and water switch shall be cleaned at the interval, specified by the ULD
manufacturers' recommendations.
(2) Operational checks shall be conducted on ULDs upon installation, and once a year thereafter. The
ULD battery shall be replaced on or before the expiry date stamped on the battery, and a label affixed
to the ULD case indicating the next replacement date.
(3) The ULD shall be inspected and tested at the intervals specified below:
(a) cleaning of the water switch at interval as recommended by the ULD manufacturer;
(b) recertification of the ULD at 12 month intervals; and
(c) replacement of the ULD battery at the interval as recommended by the battery
manufacturer.
Flight Data Recorders (FDRs)
Information Note: Operators with an approved maintenance schedule may obtain

approval to deviate from the standard where acceptable
documentation can be provided to Director General of Civil Aviation.
At the intervals specified in the table below, and where installed for compliance with the basis of
certification listed on the type certificate, or where required by operating rules, FDRs shall be
inspected and tested in accordance with Appendix I of Subpart 575 of the LARs.
FDR MAINTENANCE SCHEDULE

Task Interval
Correlation check to ensure all required parameters are 3,000 flight hours or 12 months, whichever occurs
being recorded and usable first
Accelerometer functional check As specified by the FDR manufacturer
Overhaul FDR As specified by the FDR manufacturer
Cleaning of heads As specified by the FDR manufacturer
Procedure for the Retention of FDR Readout
a) The operator/owner is required to retain the records of a representative flight conducted during the
previous twelve months.
b) A report of the annual readout check should be made available on request to the state regulatory
authority for monitoring purposes. This readout must be kept until it has been superseded by
another readout.
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Directorate General of Civil Aviation Appendix D
APPENDIX D
Operator's Approved Maintenance Schedule
(1) Pursuant to Subsection 605.86(2) of the LARs, applications for approval of maintenance schedules
shall be submitted to the Minister through the Director General of Civil Aviation, Lebanon.
(2) Pursuant to Subsection 605.86(1) of the LARs, an air operator's approved maintenance schedule
shall ensure that the maintenance requirements listed in Appendix C are complied with.
(3) Pursuant to Subsection 605.86(1) of the LARs, the following information shall accompany an
application for approval of a maintenance schedule:
(a) the instructions and procedures for the conduct of scheduled maintenance on the
particular make and model of aircraft, provided in the form of a check list, including
the following information:
(i) the name of any part or areas of the airframe, engines, propellers,
appliances, and emergency equipment to be inspected or otherwise
maintained;
(ii) the nature of the inspections or other maintenance tasks to be performed;
(iii) an outline of the proposed intervals for performing the inspections or
other maintenance tasks, expressed in flying hours, calendar time, or
cycles;
(iv) any tolerances applicable to the intervals between scheduled inspections
or maintenance tasks;
Information Note: No tolerances are permitted with respect to tasks recognized by

airworthiness limitations or airworthiness directives.
(v) where the maintenance of any part or areas of the airframe, engines,
propellers, appliances, or emergency equipment is required because that
part or area of the airframe, engines, propellers, appliances, or emergency
equipment is subject to an airworthiness limitation, its identification as
such; and
(vi) in the case of schedules approved in respect of air operators and flight
training units that develop work instructions for maintenance personnel to
be used in place of the manufacturer's maintenance manuals, a link to
those work instructions.
(b) Details of the substantiating data on which the proposed schedule is based.
(4) Pursuant to Subsection 605.86(2) of the LARs, an operator of a small aircraft who wishes to use a
progressive maintenance schedule, including a schedule recommended by the manufacturer, shall
submit a written request for approval to the Minister. The progressive maintenance schedule shall
provide for a complete inspection of the aircraft, to at least the same extent as the schedule contained
in Appendix B, within each 12 month period. Once established on such a progressive schedule, if for
any reason, the qualifying terms of the schedule cannot be met, the aircraft shall undergo an
inspection for conversion to the schedule required by Appendix B of these standards. Such inspection
shall not be less in scope than the inspection detailed in Parts I or II of Appendix B of these standards.
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Directorate General of Civil Aviation Appendix E
APPENDIX E
Maintenance Monitoring Programs
Information Note: For information regarding the Maintenance Review Board (MRB)
note the following:
(a) The Airline Transport Association (ATA),

Airline/Manufacturer, Maintenance Program
Development Document, MSG-3 (Revision 2),
"Maintenance Review Board Procedures" is the
industry standard when developing initial
scheduled maintenance programs using MSG
logic.
(b) Additionally, the Federal Aviation Administration

AC 121-22A provides the policy on how to
implement the standard (ATA MSG-3, Rev. 2),
including the guidelines that should be followed
during the MRB process.
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Directorate General of Civil Aviation Appendix E
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Directorate General of Civil Aviation Appendix F
Appendix F
General
(1) Background - Maintenance schedules are approved for the use of particular operators, and take
into account the operators' individual circumstances and demonstrated reliability. They are not
interchangeable between operators. Scheduled maintenance requirements for aeronautical products
may also vary within the fleet of a single operator, according to the type of aircraft on which they are
installed, or the role in which they are operated. When aeronautical products (either complete aircraft
or components) are transferred between inspection programs, it is the responsibility of the operator
(where two operators are involved the responsibility is that of the new operator) to review the
maintenance status of the products to establish them on the new program.
(2) Review - The review procedure consists of a comparison of the content of the previous inspection
program with that of the new program. If the programs are found to be identical, no further action is
required. Any differences between the two programs will require either a recalculation of the times
remaining to the maintenance task(s) involved, an out of phase inspection of the product, or both, as
explained in the following paragraphs.
(3) Differences - Differences between the two inspection programs will fall under one of the
following methods or headings:
(a) tasks which appear on both programs, but at different intervals;
(b) tasks which appear on both programs, but use different accomplishment
(c) tasks which appear on one program but not on the other.
(4) The procedure for calculating the times remaining to overhaul, or other maintenance tasks(s) for
those items having different intervals on the new program, is given in section 12.
Information Notes: As detailed in Subsection s605.87(2) of these standards, provided

that a flight training unit or an air operator's approved
maintenance control manual contains procedures for the use of
borrowed parts, they can borrow an aircraft part from another
person and can use such part for a maximum of 100 hours, or 90
days, whichever is greater, without compliance to the
requirements in this appendix, even though the time in service of
such part exceeds the borrower's approved inspection intervals.
As specified in Subsection s605.93(1) of these standards, the

"time" referred to when calculating time between maintenance
activities is considered the actual air time.
(5) Both Program Tasks - Where a task appears on both programs, but the task uses different
accomplishment methods, calculation to the new program interval is not permitted, unless the
document which requires the inclusion of that task into the maintenance schedule is consulted to
ensure methodology does not affect interval. Where the interval is based on methodology, the task
will be accomplished at the interval appropriate to the methodology used in the new program.
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Appendix F
(6) Old Program Tasks - Tasks which form part of the old program but not the new must normally be
performed one final time before being eliminated totally by the new program. The tasks may be
performed either at the time of transfer or at some later convenient time, provided that the approved
interval (of the previous program) is not exceeded (i.e. time remaining to task will be the same on
both programs). In some circumstances Directorate General of Civil Aviation can, upon application,
waive the requirement to perform tasks in this category. Such a waiver would be appropriate in the
case of tasks introduced because of a specialized operating role, when the aircraft had operated in that
role for only a small proportion of the approved interval. It would not, however, be appropriate in the
case of tasks introduced in response to problems which could result from short term exposure to risks.
For example, if an underfloor inspection has been included in a program to cater for the carriage of
cattle, then use in that role for even a single occasion will necessitate the performance of the
inspection.
(7) New Program Tasks - Tasks which are required by the new program, but do not appear on the old,
can be performed at the completion of the appropriate interval, commencing at the time of transfer
(i.e. time remaining to task and approved interval will be identical).
(8) Airworthiness Limitations - The prorating procedures described in section (4) above do not apply
to items designated in the type approval document as "airworthiness limitations", or "life limits". This
will not normally be a problem, since such limitations apply equally to all operators. Certain life-
limited items, however, can have different limits depending on the installation or the aircraft role.
Because of the critical nature of parts subject to life limits or other airworthiness limitations, when
transferring identical life-limited products between programs to which different limits apply, the
lower limit shall be observed, irrespective of whether that limit forms part of the old or the new
program, unless written approval for some other procedure is obtained from the Director General of
Civil Aviation.
Information Note: The new operator shall perform an acceptance inspection at the
time of transfer. This inspection shall confirm that the aircraft or
component is in compliance with airworthiness directives and
other mandatory requirements, and provide an opportunity to
perform those tasks required by one program only, or those tasks
required at such frequent intervals that prorating would be
inconvenient. In cases where the transfer involves a complete
change of program format (e.g. from a "block" to an "equalized"
program, or vice-versa) the acceptance inspection can be
performed in a number of stages over a period of operation time,
to provide the necessary "stagger" for future task performance.
(9) Records - At the time of transfer, the new operator shall make entries in the appropriate sections of
the technical records recording any recalculations which have been made. For example, a typical
engine log entry might read:
"Engine acquired by ABC Airlines 15/2/86. Previous TBO (XYZ Airlines) 5,500 hrs. Time since
overhaul at transfer 3,086 hrs. ABC Airlines approved TBO 4,500 hrs. Prorated time remaining =
1975 hrs: Overhaul at 5061 hrs."
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Appendix F
(10) Subsequent Transfers - If, after prorating and a period of operation on the new program, a
subsequent transfer occurs, either to a third program or back to the original program (as would occur
on the termination of a lease, for example) the procedure shall be repeated. If further calculations are
required, value Y (see section (12) below) shall be taken as the time(s) remaining to task at the time of
transfer, irrespective of the actual hours flown or the previous calculations made. The details of
previous calculations are not required, since only the time remaining is being adjusted. The principle
involved is that the time remaining to overhaul shall be a direct indication of the unused service life
potential of the component.
(11) Differences in Build Standard - The procedures required by paragraph (12) is intended for
transfers between programs which have been approved for use with identical products. Where the
programs have been developed for products having significant differences in build standard, no
upward adjustment of the times remaining to overhaul is permitted without specific Directorate
General of Civil Aviation approval. "Significant" differences are any differences in material
specification, dimensions or tolerances, or any differences in modification standard which could affect
the potential TBO.
Information Note: As an example, most engine structural modifications (Air Transport

Association (ATA) Chapter 72 dealing with Engine-
Turbine/Turboprops) would fall into this category. Operators who
are bringing into use products with build standards different to
those for which the inspection program was developed, and who
wish to adjust the times remaining to overhaul upwards, shall list
the differences and forward them to the Director General of Civil
Aviation, together with the prorating calculations, and their
assessment of the effect of the build standard differences on the
times remaining to overhaul. The Director General of Civil
Aviation will assess the proposals, and notify the operator of the
maximum time(s) which can be permitted to elapse before the
task(s) are performed.
(12) Calculations - The procedure for calculating the times remaining to overhaul or other
maintenance tasks(s) for those items having different intervals on the new program is known as
"prorating." It is based on the following formula:
X=Yxa
b where:
X = time remaining to task on the new program;

Y = time remaining to task on the previous program;
a = interval between tasks on the new program; and
b = interval between tasks on the previous program.
The following examples will illustrate the use of this formula. Note that the approved intervals
(TBOs) of the respective programs are unaffected. It is the times remaining to the task(s) which are
recalculated.
For the purpose of these calculations, all times can be rounded out to the nearest hour or, in the case
of calendar times, to the nearest complete month.
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Appendix F
Example 1
An aircraft is transferred (by sale or lease) between two operators. The first operator's inspection
program requires an overhaul of the flap actuator gear boxes at 10,000 hrs. The new operator (who
has a short haul route structure requiring more frequent flap extensions) is approved for a TBO of
5,000 hrs. The No. 1 flap gear box has been in service for 6,000 hrs.
Time remaining to task on the previous program (Y) = 10,000 - 6,000 = 4,000 hrs.
Interval between tasks on new program (a) = 5,000 hrs.
Interval between tasks on previous program (b) = 10,000 hrs.
Time remaining to overhaul (X) = Y xa = 4,000 x 5,000 = 2,000 hrs.

b 10,000
Example 2
An operator has a DC-3 and a Canso and keeps one spare engine for use in both aircraft. Approved
TBO in the DC-3 installation is 1,000 hrs. Approved TBO in the Canso installation is 800 hrs. The
spare engine is required for use in the DC-3 and has 650 hrs since overhaul, acquired while installed
in the Canso. Time remaining to overhaul in the DC-3 installation (X) will be:
150 x 1,000 Rounded to nearest complete hour = 188 hrs.
800
Example 3
An operator having an approved time between "C" checks of 2,500 hrs., obtains an aircraft from an
operator having an approved time between "C" checks of 3,000 hrs. Time since last "C" check is
2,150 hrs. A comparison of the two "C" check packages shows the check content to be the same in
both cases.
Y = 3,000 - 2,150 = 850
Time remaining to "C" check on new program (X) = 850 x 2,500 = 708 hrs.
3,000
Where differences exist between the contents of the two check packages, the operator can elect to
calculate the times remaining to each of the items involved as a separate task, to be performed out of
phase with the rest of the check cycle, or to treat the items in accordance with paragraph (6) above, as
appropriate.
Where the two inspection programs are based on different units (e.g. flying hrs., operating cycles or
calendar time) all intervals and times remaining to tasks shall be converted to the units used by the
new operator prior to prorating. This conversion should be done, where possible, according to the
conversion factor expressed in the previous operator's program. Where no such factor exists, the
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Appendix F
conversion shall be based on the actual experience of the previous operator, as shown in the following
example:
Example 4
An operator having an approved time between "C" checks of 12 months, obtains an aircraft from an
operator having an approved time between "C" checks of 3,000 hrs. Aircraft time since last "C" check
is 2,150 hrs.
Step 1. (Convert to calendar times)

Previous operator's utilization (past 12 months) = 2,365 hrs.
Therefore monthly utilization = 2365 = 197 (rounded)

12
Approved "C" check interval in calendar time = interval in hrs. = 3,000 = 15 mth (rounded)
monthly utilization 197
Time remaining to check in calendar time = time in hours = 850 = 4 mths (rounded)
monthly utilization 197
Step 2. (prorate)
New operator's time remaining to "C" check = 4 x 12 = 3 mths (rounded)

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Directorate General of Civil Aviation Appendix G
Appendix G
Inspection after Abnormal Occurrences
(1) Pursuant to Section 575 of the LARs, all maintenance shall be performed using the methods,
techniques, practices, parts, materials, tools, equipment, and test apparatus specified by the
manufacturer of the aeronautical product.
Information Note: This appendix details the requirements for the inspection of
aircraft after abnormal occurrences and gives general advice on
the performance of such inspections.
(2) Aircraft are approved to operate within certain limits which are considered to constitute normal
operation. If these limits are exceeded due to abnormal occurrences, or if the aircraft is exposed to
some hazard or stress which was not catered for in the original design, the integrity of the structure or
the performance of the powerplant(s) or systems could be impaired. Any report or evidence which
indicates that approved limits have been exceeded, or that the aircraft may have sustained damage,
shall necessitate an inspection to ensure that the aircraft is still airworthy. The following sections
outline in general terms the inspections required after some of the more common occurrences. The
procedures described are intended to supplement manufacturer's recommendations, or to cater for
those instances where the manufacturer has not provided any detailed instructions. In case of any
conflict, the manufacturer's instructions shall prevail. The procedures described are not intended to be
complete, or to cover all circumstances. It is the responsibility of the person performing the
inspection to assess the circumstances of each case and decide on the appropriate course of action. In
doubtful cases, the Directorate General of Civil Aviation office can be consulted.
(3) The inspections detailed in this Appendix shall usually be performed by a licensed Aircraft
Maintenance Technician (AMT). In some cases, the nature of the work will be such that the
involvement of an AMT will be mandatory. This would be the case, for example, where some degree
of disassembly was required. It is not possible, however, to state that an AMT is required in all cases.
Often, at the time of the occurrence, only the pilot of the aircraft is able to assess the severity of the
incident or is available to decide the course of action. Some manufacturers recognize this by allowing
for the inspection to be performed in two stages. To cater for situations when an AMT is not
available, the following procedure is recommended.
(4) Following any abnormal occurrence, including but not limited to those described in this Appendix,
an entry shall be made in the journey log describing the event Where possible, the entry shall include
some indication of the relative severity of the incident. Prior to the next flight, the aircraft shall be
inspected, preferably by an appropriately licensed AMT. If no AMT is available, the inspection can
be conducted by the captain of the aircraft. In this case, the inspection will of necessity be limited to
those items which do not require a maintenance release (i.e. does not involve disassembly).
(5) If in the opinion of the captain, the condition of the aircraft is satisfactory for the intended flight,
albeit without passengers, he shall make an entry in the log to that effect calling for a full inspection
by an AMT when available. The captain can then proceed, at his discretion, on the intended flight(s)
until such time as the aircraft reaches a base where the required additional inspection can be
performed. No special flight authority is required under these circumstances. At the first opportunity,
the aircraft shall be inspected and a maintenance release shall be issued by an appropriately licensed
AMT.
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Appendix G
(6) If in the opinion of the captain, the aircraft is unairworthy, or if the severity of the incident was
such that even after a satisfactory preliminary inspection its airworthiness is in doubt, then the aircraft
shall be inspected by an AMT, and a maintenance release signed, before further flight.
(7) In the following sections, no attempt is made to differentiate between those actions which may be
part of a pilot's preliminary inspection, and those which must be performed by an AMT. This
distinction will vary according to the type of aircraft and the severity of the incident, and will be
primarily governed by the need for a maintenance release. Where there is any doubt regarding the
airworthiness of the aircraft, certification by an AMT shall be required prior to flight.
(8) Heavy or Overweight Landings - An aircraft landing gear is designed to withstand landings at a
particular aircraft weight and vertical descent velocity. If either of these parameters is exceeded
during a landing, it is then probable that some damage can be caused to the landing gear or its
supporting structure. Overstressing can also be caused by landing with drift or landing in an abnormal
attitude (e.g. nose or tail wheel striking the runway before the main wheels).
Some aircraft have structural elements which are known to give a visual indication that specified "g"
forces have been exceeded, but in all cases of suspected heavy landings, the flight crew shall be
consulted for details of aircraft weight, fuel distribution, landing conditions and whether any noises
indicative of structural failure were heard.
The damage resulting from a heavy landing is normally concentrated around the landing gear, its
supporting structure in the wings or fuselage, the wing and stabilizer attachments and the engine
mounts. Secondary damage can be found on the fuselage upper and lower skin and structure, and
wing skin and structure, depending on the configuration and loading of the aircraft. On some aircraft
the manufacturer can recommend that if no damage is found in the primary areas, the secondary areas
need not be inspected; but if damage is found in the primary areas, then the inspection shall be
continued.
Because of the number of factors involved, it is not possible to lay down precise details of the
inspections which must be made after any incident, on any type of aircraft, but a preliminary
inspection shall normally include the items detailed below.
(a) landing gear
(i) examine tires for creep, flats, bulges, cuts, pressure loss and
enlargement.
(ii) examine wheels and brakes for fluid leaks, cracks and other damage.
(iii) examine axles, struts and stays for distortion and other damage.
(iv) check shock struts for fluid leaks, scoring and abnormal extension.
(v) examine landing gear attachments for cracks, other damage and signs of
movement. In some instances this can require the removal of certain
bolts in critical locations, for detailed nondestructive testing.
(vi) examine the structure in the vicinity of the landing gear attachments for
signs of cracks, distortion, movement of rivets or bolts and fluid
leakage.
(vii) examine doors and fairings for damage and distortion.
(viii) jack the aircraft and carry out retraction and nose-wheel steering tests;
check for correct operation of locks and warning lights, clearances in
wheel bays, fit of doors and signs of fluid leaks.
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Appendix G
(b) wings
(i) examine the upper and lower skin surfaces for signs of wrinkling,
pulled rivets, cracks and movement at skin joints. Inertia loading on
the wing will normally result
(ii) in wrinkles on the lower surface and cracks or rivet damage on the
upper surface, but stress induced by wing-mounted engines can result
in wrinkles on either surface.
(iii) check for signs of fuel leaks and seepage from integral tanks.
(iv) examine wing root fillets for cracks and signs of movement.
(v) check flying controls for freedom of movement.
(vi) check balance weights, powered flying control unit mountings and
control surface hinges for cracks, and control surfaces for cracks or
bucking.
(vii) check spars for distortion and cracks.
(c) fuselage
(i) examine fuselage skin for wrinkling or other damage particularly at
skin joints and adjacent to wing and landing gear attachments.
(ii) examine pressure bulkheads for distortion and cracks.
(iii) examine the supporting structure of heavy components such as galley
modules, batteries, water tanks, fire extinguishers, auxiliary power
units, etc. for distortion and cracks.
(iv) check that the inertia switches for fire extinguishers, emergency
lights, etc, have not tripped.
(v) check instruments and instrument panels for damage and security.
(vi) check ducts and system pipelines for leaks and buckling.
(vii) check fit of access doors, emergency exits, etc., and surrounding
areas for distortion and cracks.
(viii) check loading and unloading operation of cargo containers and
condition of cargo restraint system.
(d) engines
(i) check engine and propeller controls for full and free movement.
(ii) examine engine mounts and pylons for damage and distortion,
tubular members for bowing and cracks at welds, mounting bolts and
attachments for damage and evidence of movement.
(iii) check freedom of rotating assemblies - on piston engines, check
freedom of rotation with spark plugs removed.
(iv) examine engine cowlings for wrinkling and distortion, and integrity
of fasteners.
(v) check for oil, fuel and hydraulic fluid leaks.
(vi) check propeller shaft for alignment.
(e) empennage
(i) check flying controls for freedom of movement.
(ii) examine rudder and elevator hinges for cracks, and control surfaces
for cracks and distortion, particularly near balance weight fittings.
(iii) examine stabilizer attachments and fairings, screw jacks and
mountings for distortion and signs of movement.
(f) engine runs
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Provided that no major structural distortion has been found, engine runs shall be carried out to
establish the satisfactory operation of all systems and controls. A general check for system
leaks shall be carried out while the engines are running, and on turbine engines the rundown
time shall be checked.
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Appendix G
(g) helicopters
The inspections necessary on helicopters are broadly similar to those detailed in the preceding
paragraphs, but additional checks are normally specified for the main rotor blades, head and
shaft, tail rotor and transmission. The inspections outlined below are typical.
(i) examine the rear fuselage or tail boom for evidence of strike damage
from the main rotor blades, and if damage is found, check for cracks,
security, and symmetry.
(ii) remove the main rotor blades and examine them for twisting and
distortion. Check the surface for cracks, wrinkles or other damage,
and check the security of the skin attachment rivets or structural
bonding. If the main rotor blades are badly damaged through impact
with the tail boom or ground, certain components in the transmission
can be shockloaded, and it shall be necessary to refer to the
instructions for rotor strikes (see section13 below).
(iii) for the main rotor head, disconnect pitch change rods and dampers,
and check that the flapping hinges, drag hinges and blade sleeves
move freely, without signs of binding or roughness. Examine the
rotor head and blade stops for cracks or other damage, and the
dampers for signs of fluid leaks. Damage in this area can be an
indication of further damage inside the main gearbox.
(iv) examine the tail rotor blades for damage and security, and the coning
stops for evidence of damage. Damage to the tail rotor blades which
is beyond limits shall entail either further inspection, or replacement
of the hub, pitch change links, tail rotor gear box and drive shaft.
(9) Flight in Severe Turbulence - The type of damage that results from flight through severe
turbulence is similar to that resulting from a heavy landing, the major difference being that the
damage is less localized, and that wheel and brake assemblies are unlikely to be affected.
(a) on some aircraft an indication of the severity of the loads experienced can be obtained
from accelerometers or fatigue meters. These instruments, however, are designed to
record steady loads, and peak forces recorded during flight through turbulence can be
exaggerated due to instrument inertia. Generally, readings outside the range of -.5 g to
+ 2.5 g on transport category aircraft are cause for investigation. Most aircraft do not
have such instrumentation, and all incidents of flight through turbulence shall be
investigated.
(b) severe turbulence can cause excessive vertical or lateral forces on the aircraft
structure, and the effects can be increased by the inertia of heavy components such as
engines, fuel tanks, water tanks and cargo. Damage can be expected at main
assembly points such as the wing to fuselage joints, tail to fuselage joints and engine
mountings. Damage can also occur in those areas of the wings, fuselage, stabilizer
and control surfaces where the greatest bending moment takes place (i.e. part way
along their length, and can be indicated by skin wrinkles, pulled rivets or similar
faults).
(c) an inspection for damage after a report of flight through severe turbulence shall
include the inspections detailed in Section (8) above, except, in most cases, those
covering the landing gear.
Information Note: Further dismantling and, in some cases, removal of some portions
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of the skin can be necessary in order to inspect supporting

structure where skin damage has been found.
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Appendix G
(10) Exceeding of Airspeed/Acceleration Limits - Where it is reported that an aircraft has exceeded its
approved airspeed or acceleration limits, the inspection required is the same as that required following
flight through severe turbulence.
Where the limit exceeded was that applicable to a particular configuration (e.g. gear or flap
extension limits), or where the report relates to failure to observe loading or wing bending relief
limits (e.g. application of excessive loads prior to depletion of center wing tanks), then the
subsequent investigation can be limited to the affected areas of the structure.
(11) Burst Tire Incidents - If a tire bursts during taxiing, take-off or landing, fragments of the tire can
cause damage to parts of the aircraft in line with the wheel disc. Damage can also occur due to the
wheel rolling on the paved runway and transmitting shocks to the landing gear leg and supporting
structure.
(a) multiple wheel landing gears will generally be less seriously affected by a single burst
tire, but the axles, bogies, torque links or steering mechanism can become bowed or
strained as a result of the effects of uneven loading. In most cases, the wheel on
which the burst occurred shall require repair or removal from service.
(b) in addition, the following inspections shall be carried out:
(i) examine the wheels and tires which have not burst.
Information Note: Where one of the tires on a multiwheel undercarriage has burst, it
can be specified by the aircraft manufacturer that all tires on that
leg or axle shall be discarded, or removed for detailed
examination.
(ii) examine the brake units on the affected leg for damage. On those
wheels which are not fitted with fusible plugs, the tire burst can have
resulted from overheating caused by a binding brake, and when the
replacement wheel is fitted, attention shall be given to the operation of
the associated brake including, in particular, freedom of rotation of the
wheel with brake released.
(iii) examine the landing gear bay for damage and hydraulic fluid leaks.
(iv) examine the affected leg, including pipelines, operating jacks, etc., for
damage and hydraulic fluid leaks.
(v) inspect the supporting structure and attachments of the affected leg for
cracks, warped panels and loose rivets. In some instances it can be
specified that certain highly stressed bolts in the supporting structure or
retraction mechanism shall be removed for nondestructive testing.
(vi) examine the adjacent fuselage or wing skins and landing gear doors for
damage.
(vii) check engines for possible ingestion of debris.
(12) Immersion in Water - The following requirements are based on immersion in non-contaminated
water. It is the responsibility of the AMT performing the inspection to determine if any
contaminating elements exist, and extend the scope of the inspection as necessary. Examples of
contaminants which may have to be taken into consideration include alkali, sulphur, salt, etc. Other
important considerations are the length of time the aircraft has been submerged, especially if
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contaminants exist, and the temperature of the water. If temperatures are below freezing, tubing in the
fuselage structure is liable to have been distorted or split through the formation of ice.
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Appendix G
The general inspection requirements for aircraft which have been immersed in water are listed below.
To them shall be added any additional requirements specified by the manufacturer, and additional
inspections for any damage incurred during the entry into the water or during the recovery operation.
The inspections listed below are considered the absolute minimum required following short term
immersion in uncontaminated water. If the aircraft has been immersed for a period in excess of 30
days (or 24 hrs. in the case of salt water), additional inspections shall be necessary.
(a) aircraft structure
(i) examine all structure for damage (i.e. skin wrinkles, warping, bulges
or splits in tubular structures).
(ii) remove or open all inspection panels to allow complete draining and
drying. Cabin lining, flooring and side panels shall be opened
sufficiently to allow drying and inspection. On fabric covered
components, cut sufficient circular holes to allow draining, drying
and inspection of the structure. Special attention shall be paid to
glued joints on wooden structures.
(iii) check tubular structure for trapped water. Examine tape wrappings on
tubular frames for thorough drying.
(iv) lubricate with grease where fittings are provided, and all other
moving parts with light engine oil.
(v) drain fuel tanks and lines and flush tanks with a suitable rapidly
evaporating solvent.
Information Note: Maintenance personnel should ensure that the solvents used for
flushing have no detrimental effect on the flexible hose
construction material.
(b) instruments
(i) remove all instruments, open sufficiently to allow drying. Lubricate and
test. All primary flight instruments shall be forwarded to an approved
overhaul organization for recertification.
(ii) disconnect all lines and drain thoroughly, paying particular attention to
low spots where water can be trapped.
(c) electrical and Avionics Equipment
(i) loosen all wire bundles and shielded cables sufficiently to allow
complete drying.
(ii) check all connections and remove corrosion.
(iii) clean switches (open type), solenoids, reverse current relays and voltage
regulators (except carbon pile type) with a suitable rapidly evaporating
solvent. Carbon pile type voltage regulators shall be returned to an
approved overhaul facility.
(iv) replace toggle switches and circuit breakers.
(v) clean and test all radio units and accessories.
(d) engines (if immersed while cold)
(i) examine engine and propeller for damage. Bent propeller blades shall
necessitate the examination of the engine for propeller strike damage.
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(ii) drain oil from sumps, oil cooler and tank.
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Appendix G
(iii)
lower intake pipes loosened.
(iv)drain carburetor, flush with fuel or alcohol, and then flush with very
light oil. Injection type carburetors shall be forwarded to an overhaul
agency for dismantling, inspection and testing.
(v) remove magnetos, drain, oven dry, relubricate and reinstall.
(vi) remove all accessories, drain, dry, relubricate and reinstall.
(vii) clean spark plugs and ignition harness, dry and test.
(viii) drain and replenish oil tank with oil of the correct grade.
(ix) start engines, if oil pressure is normal, continue running until operating
temperatures are obtained (cylinder head and oil).
(x) stop engines and check oil screens.
(xi) carry out complete power run and ensure that all applicable
specifications are met, and that all accessories are operating normally.
(e) additional checks if engine immersed while hot
(i) piston engines - Due to the thermal shock encountered with the sudden
cooling of the cylinder assemblies, all cylinders shall be removed and
dismantled; cylinders, cylinder heads, pistons, valves, valve seats and
valve springs shall be inspected for distortion and cracks.
(ii) turbine engines - Turbine engines shall be completely dismantled for
internal inspection by an approved turbine engine overhaul
organization.
(f) additional Checks if Engine Immersed while Running
(i) piston engines - Due to the danger of forming a hydraulic lock which
can result from the entry of water into the cylinders, the engine shall be
completely dismantled for internal inspection by an approved overhaul
organization.
(ii) turbine engines - Turbine engines shall be completely dismantled for
internal inspection by an approved overhaul organization.
(g) propellers - Cleaned and re-lubricated. Propellers with control domes or cylinders
which are removable in the field shall be opened and checked internally.
(13) Propeller and Rotor Strikes - Engines and transmission systems which have been shockloaded as
a result of the propeller or rotor striking the ground or some object while the engine is running shall
be inspected in accordance with the following paragraphs:
(a) a preliminary inspection shall be made of the blade itself and, if possible, of the
object which was struck to aid in estimating the level of shock which can have been
transmitted. It is not expected that an accurate assessment be made, but rather that
the inspector shall form a general impression of whether the impact was severe or
mild. If the level of impact is in doubt, it shall be assumed that a severe shock has
been transmitted. In addition to a visual examination, the propeller or rotor shall be
checked for correct tracking. Out of track limits shall be found in the appropriate
maintenance manual but, as a general guide, a propeller which is out of track by more
than 0.125 inch (3,18 mm.) is cause for further investigation. A visual inspection of
the reduction gear case for oil leaks or cracks shall also be carried out.
(b) the need for further investigation will depend upon the results of the preliminary
examination, and on the AMT's assessment of the probability of further damage,
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based on the nature of the incident. If further investigation is indicated, the propeller
shaft or flange shall be checked for eccentricity (run out check). Limits are those
specified by the manufacturer. If the propeller shaft or flange is out of limits, an
internal inspection shall be required. In the case of a geared
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Appendix G
piston engine this shall entail removal of the reduction gear for a check of the crankshaft run
out. With a direct drive engine the crankcase shall have to be opened and checked for
distortion, cracks or other damage. This check shall include the crankshaft damper
assemblies. If the impact was severe, consideration shall also be given to the possibility of
structural damage due to loads being transmitted through the engine mounts.
(c) in the case of helicopters, the following additional checks shall be made:
(i) remove the main rotor blades and examine them for twisting and
distortion. Check the surface for cracks, wrinkles or other damage, and
check the security of the skin attachment rivets or structural bonding. If
the main rotor blades are badly damaged through impact with the tail
boom or ground, check the main rotor shaft, pitch change rods and main
gear box mounting bolts for cracks and distortion.
(ii) for the main rotor head, disconnect pitch change rods and dampers, and
check that the flapping hinges, drag hinges and blade sleeves move
freely without signs of binding or roughness. Examine the rotor head
and blade stops for cracks or other damage, and the dampers for signs
of fluid leaks. Damage in this area can be an indication of further
damage inside the main gearbox.
(iii) examine the tail rotor blades for damage and security, and coning stops
for evidence of damage. Damage to the tail rotor blades which is
beyond limits shall normally entail either inspection or replacement of
the hub, pitch change links, tail rotor gear box and drive shaft.
(iv) examine tail rotor drive shafts, universal joints, bearings and support
structure for cracks and distortion. Check for freedom of rotation.
(14) Lightning Strikes - Lightning strikes usually cause damage at two points on an aircraft: strike
damage where the discharge enters the aircraft; and static discharge damage subsequent to the strike.
(a) strike damage is generally found at the wing tips, propellers, leading edges of wings
and tail unit, and at the fuselage nose, but on some aircraft types other areas can be
particularly susceptible, and this information shall be obtained from the appropriate
maintenance manual. Static discharge damage can usually be found at wing tips,
trailing edges and antennae.
Information Note: Strike damage is usually in the form of small circular holes in the
exterior skin, either in clusters or spread out over a wide area, and
often accompanied by burning or discoloration, blisters on
radomes and cracks in glass fiber. Static discharge damage is
usually in the form of local pitting and burning at trailing edges.
(b) since both lightning and turbulence occur in thunderstorms, an inspection for
lightning damage shall often coincide with an inspection following reported flight
through severe turbulence. The areas mentioned in subsection (a) above shall be
examined for signs of strike or static discharge damage, and bonding strips and static
discharge wicks shall be examined for burning and disintegration. All control
surfaces, including flaps, spoilers and tabs, shall be inspected for damage at their
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hinge bearings; unsatisfactory bonding can have allowed static discharge and tracking
across the bearings, causing burning, break up or seizure. A check for roughness and
resistance to movement at each bearing will usually indicate damage at such points.
In addition, the following inspections shall be carried out:
Appendix G
(i) examine engine cowlings and engines for signs of burning or pitting. If
a lightning strike is evident, tracking through the bearings can have
occurred, and some manufacturers recommend that the oil filters and
chip detectors should be examined for signs of contamination; this
check shall be repeated periodically for a specified number of running
hours after the occurrence;
(ii) examine the fuselage skin and rivets generally for burning or pitting;
(iii) if the landing gear was extended when the lightning strike occurred,
examine the lower parts of the gear for static discharge damage. Check
for residual magnetism and demagnetize where necessary;
(iv) functionally check the radio and radar equipment, instruments,
electrical circuits and flying controls in accordance with the relevant
chapters of the maintenance manual. On some aircraft, a bonding
resistance check on radomes can also be specified; and,
(v) carry out a compass swing.
(15) High Winds or Jet Blast - Considerable damage can be caused to parked aircraft by high winds or
by jet blast/prop wash from other aircraft taxiing or running up in the vicinity. Small aircraft are
particularly vulnerable to this type of damage, which can be caused by the blast itself or by debris
blown into the aircraft. Following such incidents, the aircraft shall be inspected as follows:
(a) inspect flying control surfaces for distortion and loose rivets or other signs of internal
damage. If the surfaces were unlocked at the time of the incident the control stops,
stop cables and surrounding structure should also be checked;
(b) inspect the structure generally, including windows, for impact damage such as chips
and dents, and examine the air intakes of engines, heat exchangers, cooling ducts, etc.
for debris;
(c) in the case of small aircraft, and particularly where the blast has been strong enough
to move the entire aircraft, consideration shall be given to the need for an internal
inspection for damaged structural elements and/or a symmetry check of the complete
aircraft.
(16) Spillage of Corrosive Substances - The action taken following spillage of a corrosive substance
shall depend upon many factors, including the nature of the substance, the location of the spill and the
time elapsed between the occurrence and its discovery. In general, the procedure consists of:
(a) Removal of the Spilt Substance. - This shall preferably be done by draining at the
nearest drain hole but, if this is not possible, a vacuum cleaner can be used, or the
spill mopped up with rags. In the case of mercury, the use of a velvet cloth can help to
prevent "beading". The use of blowing hoses to disperse corrosive deposits is not
recommended, as this will tend to distribute the substance over a wider area. Care
shall be taken to avoid contact with the substance (use masks, gloves, goggles, etc.);
(b) Neutralizing the Residue. - Acid spills can be neutralized with a bicarbonate of soda
solution. Alkaline spills can be neutralized with a boric acid solution. Chlorine can
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be treated with water to which acetic acid (vinegar) has been added. Litmus paper
will indicate when a neutral ph level has been achieved. Mercury spills can be treated
by sprinkling calcium sulphide on the affected area, while phosphates, nitrates and
carbonates can be treated by the application of bleach or a strong soap solution;
(c) the entire area shall be rinsed with copious amounts of clean water;
(d) access panels shall be removed, and the aircraft positioned to ensure a flow of fresh
air through the affected area;
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Appendix G
(e) radiographic inspection can be required to detect small particles of mercury, or

corrosion pits out of the direct line of sight; and
(f) re-protect the area by painting, lubrication, etc, as applicable.
Information Note: Depending on the nature of the spill, and the amount of damage
caused, it may be necessary to schedule additional follow-up
inspections of the area until it can be determined that no danger of
further corrosion exists.
(17) Overspeed-Overtemp-Overtorque Incidents - Manufacturers' manuals usually contain detailed

instructions on the procedures to be followed after this type of incident. If no instructions are
available, the manufacturer shall be contacted and provided with full details of the incident.
Collateral information can be of importance (e.g. in the case of a turbine engine overtemp, the RPM at
which the overtemp occurred is usually an important factor).
(18) Misfuelling - The term misfuelling can include filling with contaminated fuel or with fuel of an
incorrect grade. The latter is sometimes difficult to detect, as the incorrect fuel can mix with the fuel
already in the tanks, and appear identical to the naked eye. The most common error (and one of the
most dangerous) is fuelling piston engined aircraft with jet fuel. Sophisticated analysis techniques are
available to detect contamination of this kind, but one method of detection which is readily available
in the field is the "kraft paper" test.
(a) this consists of allowing a drop of the suspected fuel to fall on to a sheet of plain
brown paper of the type used for grocery bags, and observing the results.
Uncontaminated gasoline will evaporate within 1 to 5 minutes (depending on the
temperature), leaving an irregularly shaped stain. Fuel containing as little as 2%
kerosene can take 15 minutes or longer to evaporate, and will leave a circular stain.
(b) if an aircraft has been refueled with contaminated fuel, or with the wrong grade of
fuel, the action taken will depend primarily upon whether the engine(s) have been
operated on the fuel in question. If the misfuelling is detected before the engines
have been run, it is merely necessary to ensure that the fuel is drained.
(c) the aircraft (or the affected tanks) shall be completely defuelled, and the tanks drained
at the lowest point. With tail wheel equipped aircraft this can entail placing the
aircraft in the flying attitude to ensure that no residue of contaminated fuel remains in
the lowest part of the tanks. After draining and replenishing with the correct grade of
fuel, the engine supply lines shall be flushed, and an engine ground run carried out.
(d) if the engines have been run on the contaminated fuel, the action taken will depend on
the type of engine and the nature of the contamination. Turbine engines are generally
more tolerant of misfuelling than piston engines, and some turbine engine
manufacturers specify that their engines can be run for a certain period of time on
aviation gasoline. Reference shall be made to the maintenance manual and the engine
type certificate data sheet for details.
(e) piston engines which have been operated on unapproved fuels can have experienced
detonation and shall be inspected for damage which could result. The inspection shall
commence with an examination of the spark plugs, valves and valve seats, and the
piston crowns. If any damage is detected the engine shall be dismantled completely
for internal examination.
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Appendix G
(19) Exposure to Volcanic Ash - Volcanic eruptions are rare, but when they do occur the ashes which
are ejected can spread over a wide area and can potentially affect a great number of aircraft. Volcanic
ash is highly abrasive, and can be acidic. If the particles are ingested by a running engine, they will
melt when exposed to combustion chamber temperatures and form a glass-like ceramic coating on
internal engine parts.
(a) a number of manufacturers have provided instruction for the treatment of aircraft
which have been exposed to volcanic ash, and these instructions shall be followed. In
general, they consist of the removal of debris by vacuum cleaner (avoid the use of
water, which can combine with the ash to form a cement like substance, and can
exacerbate the corrosive effects). Care shall be taken to avoid the scratching of
polished surfaces, such as transparencies or the exposed pistons of hydraulic
actuators. Air filters shall be changed, and system which are open to the atmosphere
(pitot static systems, pressure sensing vents, etc.) checked. If the engines were
running at the time of the exposure, borescope checks of the internal components
shall also be required.
(20) Ingestion of Dry Chemical Extinguishant - Dry chemical extinguishant, if ingested into a running
piston engine, can be deposited on the inlet valve stems in the form of a sticky, shellac-like substance.
This deposit can cause sticking of the valves and subsequent damage to the engine.
Whenever dry chemical extinguishers are used on an aircraft engine, the induction system and
surrounding area shall be thoroughly cleaned prior to engine starting. If any signs of ingestion of
powder into the engine are found, the valve stems shall be inspected for deposits, and if
necessary, a top overhaul carried out.
(21) Bird Strikes - Reserved
(22) Ground Collisions - Reserved
(23) Other Occurrences - Occurrences not covered in the preceding sections, or peculiar to a particular
aircraft type, can also necessitate special inspections, and these are usually specified in the appropriate
maintenance manual. Where no specific instructions exist, experience on the type of aircraft,
combined with a knowledge of the structure and systems, will normally enable a satisfactory
inspection to be carried out.
Information Note: In cases of doubt, the aircraft manufacturer and/or the Directorate
General of Civil Aviation Office can be consulted.
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Directorate General of Civil Aviation Appendix H
Appendix H
1. Responsibilities
Pursuant to Section 605.84 of the LARs, owners of aircraft are responsible for ensuring that their
aircraft are not flown with any Airworthiness Directive (AD) outstanding against that aircraft or its
components. Owners are to ensure that:
(a) applicable ADs are scheduled in accordance with Subpart 605 Schedule II, or with
Subpart 706 of the LARs; and
(b) the requirements of all ADs issued relating to their aircraft or aeronautical product are
complied with, applicable entries made in the aircraft technical records in accordance
with Subpart 605 of the LARs.
Information Note: Failure to comply with an AD causes the Certificate of

Airworthiness to be out of force, and makes it an offence to fly the
aircraft.
2. Exemptions and Alternative Means of Compliance
(1) Pursuant to Subsection 605.84(4) of the LARs Alternative Means of Compliance (AMOC) with
the requirements of an AD can be used only if approved by the Director General of Civil Aviation, as
offering a degree of safety at least equivalent to that offered by compliance with the AD.
(2) An AMOC can be, but is not necessarily, limited to the following:
(a) an alternative modification;
(b) an alternative inspection procedure;
(c) a different inspection schedule;
(d) an extension to the compliance deadline; or
(e) a specified operating procedure or limitation.
Information Notes: The exemption or AMOC will be given an approval number to be

quoted in the technical records of the affected aeronautical
product.
An example of this approval number would be "DGCA 97/A02"

broken down as follows:
• "DGCA" = the routing symbol for the Director
General of Civil Aviation, who approves the
exemption or AMOC;
• "97" = the year (1997);
• "A" = alleviation;
• "02" = the sequential number of the alleviation.
Foreign ADs are sometimes received late by DGCA and warrant

an extension of compliance deadline prior to their transmission by
DGCA. These foreign ADs are distinctly stamped with a suitable
revised effective date, annotated with an AMOC approval number,
and signed by the Director General of Civil Aviation.
__________________________________________________________________________________________
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Appendix H
(3) The manufacturer of an aeronautical product may apply for an exemption, or AMOC, on behalf of
the owners of his/her product. If granted, the manufacturer is advised of the exemption, or AMOC,
and instructed to communicate it to the owners, with the approval number and any conditions under
which it may be exercised. Exemptions and AMOCs issued through the manufacturer by the foreign
authority who issued the related foreign AD are tacitly accepted by the DGCA. However, the DGCA
reserves the right to overrule the foreign exemption or AMOC, by virtue of Subsection 605.84(2) of
the LARs.
Information Notes: Following the publication of an AD, the US Federal Aviation

Administration (FAA) also occasionally issues, by the means of a
manufacturer's service bulletin, an exemption or AMOC to such
an AD. This exemption or AMOC normally requires that the
American aircraft owners request individual approval from their
local FAA office. This FAA exemption or AMOC does not apply in
Lebanon in the case of those FAA ADs which are mandatory in
Lebanon; affected Lebanese owners have to apply to the Director
General of Civil Aviation for an exemption or AMOC to these
FAA Ads.
However, the information required by items vi), vii), and viii) in

subsection 3(c) of this appendix can be satisfied by including a
copy of the FAA approval document as transmitted by the
American manufacturer.
Information about the existence of any DGCA approved

exemption, or AMOC, is available upon request from the
Directorate General of Civil Aviation. Details of an AMOC,
however, are often proprietary to the owner of that approval, and
in all cases will have to be requested directly from that owner.
3. Application for Approval of an Exemption or Alternative Means of Compliance
(1) Application for exemptions and AMOC to a Lebanese or foreign AD are to be made, in writing, to
the Directorate General of Civil Aviation office. In no circumstance is a request for an exemption to a
foreign AD applicable to a Lebanese registered aircraft to be made directly to the issuing foreign
authority.
(2) When submitting an application for an exemption or AMOC, evidence shall be provided by the
applicant that the requested exemption or AMOC will provide a level of safety equivalent to that of
the original AD requirements.
__________________________________________________________________________________________
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Appendix H
________________________________________________________
(3) The application shall provide complete details regarding the requested exemption or AMOC,
including:
(a) aircraft type;
(b) aircraft serial number;
(c) owner's name;
(d) organization making the application with name of contact, if not the owner;
(e) AD number;
(f) parts and/or components involved;
(g) exact details of the proposed change together with reasons for the application;
(h) drawings and/or sketches to clearly describe repairs or modifications; and
(i) date required by.
4. Foreign Airworthiness Directives or Other Equivalent Foreign Notices
Section 605.84 of the LARs recognizes the mandatory status of foreign ADs and equivalent notices
issued by the aviation authority that has jurisdiction over the type design of the aeronautical product.
In the case of a conflict between an AD issued by the Director General of Civil Aviation and one
issued by the foreign aviation authority that has jurisdiction over the type design, the AD issued by
The Director General of Civil Aviation prevails.
__________________________________________________________________________________________
3 of 6
Appendix H
Information Notes: Equivalent notices normally take the form of a manufacturer's

service bulletin which is prefaced by a statement to the effect that
the civil aviation authority having jurisdiction over the type design
has declared the bulletin to be mandatory.
In states where the civil aviation authorities issue ADs separately

from the applicable service bulletins, some aeronautical product
manufacturers occasionally mark their service bulletins
"mandatory". Such categorization simply indicates the
manufacturers' evaluation of the importance of specific bulletins
and has, by itself, no regulatory obligation, even if the bulletins are
shown to be approved by those authorities. The latter approval
applies only to the work description section of the bulletins and
indicates that the aircraft or component will still conform to its type
certificate as a result of the rework. This statement of authoritative
approval, in conjunction with the manufacturer's use of
"mandatory" is not to be confused with the official mandating
mentioned in i) above. In short, service bulletins themselves are
not mandatory unless mandated by the foreign civil aviation
authority, or referenced by an AD.
All foreign aviation authorities responsible for aeronautical

products installed in aircraft registered in Lebanon have been
requested to provide the Director General of Civil Aviation with all
ADs, equivalent notices, or airworthiness information regarding
such products under their jurisdiction. This ensures that the
Director General of Civil Aviation is informed of such matters
affecting the airworthiness of foreign designed aeronautical
products in use in Lebanon.
5. Specific Purpose Flight Permit - Ferry Flight
(1) When a C of A is out of force due to an outstanding AD, no flight is to be made unless a flight
permit has been issued by the Minister pursuant to Subpart 525 of the LARs.
(2) Ferry flight instructions included in applicable foreign ADs do not apply in Lebanon, or to
Lebanese registered aircraft.
Information Note: For example, reference to FAR 21.197 in an FAA AD, or other
similar statements in a foreign AD regarding ferry to a base where
maintenance can be performed, do not constitute an authority to
carry out a ferry-flight in Lebanon. They can only be taken to
mean that safe ferry for the specific purpose is possible.
(3) The flight permit application (DGCA-OPS Form 100-3) has to confirm that the aircraft is
airworthy, except for the outstanding AD, and define the proposed ferry flight conditions, including
any appropriate precautions.
__________________________________________________________________________________________
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Appendix H
(4) Persons authorized to issue a Specific Purpose Flight Permit - Ferry, pursuant to a Flight Permit
Authorization granted to an air operator, cannot issue a flight authority if a C of A is out of force due
to an outstanding AD.
Information Notes: Preliminary communication with the Directorate General of Civil

Aviation office can be useful in identifying specific procedures or
additional information that will facilitate the application. This will
be especially advisable if ferry is not mentioned in the Lebanese
AD.
If any part of a ferry flight will take place in foreign airspace, the
Lebanese flight permit has to be validated by the foreign civil
aviation authority for that part of the flight.
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INTENTIONALLY
LEFT BLANK
__________________________________________________________________________________________
6 of 6
Directorate General of Civil Aviation Appendix I
APPENDIX I
SPECIFICATION TABLES
SCHEDULE 1
Position and Anti-collision Light Systems
COLUMN I COLUMN II COLUMN III COLUMN IV COLUMN V
Type of Aircraft Quantity & Characteristic Location Projection

Light Color of Light
Projection
1. Position Light 1 - Red steady light from a source located on above and below the
the left side or left wing horizontal plane of the
of the aircraft as far aircraft through an
outboard as is unobstructed angle from
practicable. dead ahead to 110° to the
left.
2. Position Light 1 - Green steady light from a source located on above and below the
the right side or right horizontal plane of the
wing of the aircraft as far aircraft through an
outboard as is unobstructed angle from
practicable. dead ahead to 110° to the
right.
3. Position Light 1 or 2 - White steady light from a source located as above and below the
far aft on the aircraft as horizontal plane of the
possible except that aircraft rearward through
where a single source is an unobstructed angle
impracticable two of 140° equally
sources located distributed on the left and
elsewhere than as far aft right sides.
on the aircraft as possible
may be approved.
4. Anti-collision 1 or more flashing light from a source, or in all directions within
Light Red, White or (NOTE: Each sources, located in 30° above and 30° below
Red/White flashing light, accordance with the the horizontal plane of
segmented when viewed requirements set out in the aircraft in accordance
from a distance, Subpart 575 of the LARs. with the requirements set
shall exhibit the out in Subpart 575 of the
flashing LARs.
characteristics
specified in
Subpart 575 of
the LARs).
__________________________________________________________________________________________
1 of 10
APPENDIX I
Schedule 2
Airplane Flight Data Recorder (FDR) Specifications LAR 605.33
COLUMN 1 COLUMN 2 COLUMN 3 COLUMN 4 COLUMN 5

Parameters Range Installed System ¹ Sampling interval Resolution 4
Minimum Accuracy (to (in seconds) read-out
recovered data)
Relative Time 8 hour minimum ± 0.125% per hour 1 1 sec.
(from recorded
on prior to take-
off)
Altitude -1,000 ft. to ± 100 ft. to ± 700 ft. 1 25 to 150 ft.
maximum (see table 1 TSO C 51-
certificated a)
altitude of aircraft.
Indicated VSO to VD (KIAS) ± 5% or ± 10 kts., 1 1% ³
Airspeed whichever is greater.
Resolution 2 kts.
below 175 KIAS
Magnetic 360° ± 5° 1 1°
Heading
Vertical -3g to +6g ± 0.2g in addition to 4 (or 1 where peaks, 0.03g
acceleration ±0.3g maximum datum ref. to 1g are
recorded)
Longitudinal ± 1.0g ± 1.5% max. range 2 0.8°
acceleration excluding datums error
of ±5%
Pitch attitude 100% of usable ± 2° 1 0. 8°
range
Roll attitude ± 60° or 100% of ± 2° 1 0. 8°
usable range,
whichever is
greater
Stabilizer trim Full range ± 3% unless higher 1 1% ³
positionor uniquely required
Pitch control Full range ± 3% unless higher 1 1% ³
position uniquely required
Engine power,
each engine
Fan or N1 speed Maximum range ± 5% 1 1% ³
or EPR or
cockpit
indications used 1 (prop speed)
for aircraft 1 (torque)
certification
or
Prop. speed and
torque (sample
once/sec as close
together as
practable)
__________________________________________________________________________________________
2 of 10
“continued”
Schedule 2
Airplane Flight Data Recorder (FDR) Specifications LAR 605.33

Parameters Range Installed System ¹ Sampling interval Resolution 4
Minimum Accuracy (to (in seconds) read-out
recovered data)
Altitude rate² ± 8,000 fpm ±10% Resolution 250 1 250 fpm below
(need depends on fpm below 12,000 ft. 12,000 ft.
altitude indicated
resolution)
Angle of attack² -20° to +40° ± 2° 1 0.8% ³
(need depends on or 100% of usable
altitude range
resolution)
Radio transmitter On/off 1
keying (discrete)
Trailing edge Each discrete 1
flaps (discrete or position (Up, ± 3°
analog) Down, Take-off, 1% ³
Approach)
or
Analog 0-100%
range
Leading edge Each discrete 1
flaps (discrete or position (Up, ± 3°
analog) Down, Take-off, 1% ³
Approach) 1
or
Analog 0-100%
range
Thrust reverser, Stowed or full 1
each engine reverse
(discrete)
Spoiler/speedbra Stowed or out 1
ke (discrete)
Autopilot Engaged or 1
engaged Disengaged
(discrete)
Notes for Schedule 2
1. When data sources are aircraft instruments (except altimeters) of acceptable quality to fly the aircraft,
the recording system excluding these sensors (but including all other characteristics of the recording
system) shall contribute no more than half of the values in this column.
2. If data from the altitude encoding altimeter (100 ft. resolution) is used, then either one of these
parameters should be recorded. If however, altitude is recorded at a minimum resolution of 25 ft., then
these two parameters can be omitted.
3. Percent of full range
4. This column applies to aeroplanes manufactured after October 11, 1991.
__________________________________________________________________________________________
3 of 10
APPENDIX I
Schedule 3
Airplane Flight Data Recorder (DFDR) Specifications LAR 605.33

Parameters Range Accuracy sensor Sampling interval (in Resolution 4 read-out
input to DFDR read- seconds)
out
Time (GMT or 24 hrs ±0.125% per hour 0.25 (1 per 4 seconds) 1 sec.
Frame Counter)
(range 0 to 4095,
sampled 1 per
frame)
Altitude -1,000 ft. to ±100 ft. to ±700 ft. 1 5 ft. to 35 ft. 1
maximum (See table 1 in TSO-
certificated altitude C51a)
of aircraft
Airspeed 50 KIAS to VSO and ±5%, ±3% 1 1kt
VSO to 1.2 VD
Heading 360° ±2° 1 0.5°
Normal (vertical) -3g to +6g ±1% of max range 8 0.01g
acceleration excluding datum error
of ±5%
Pitch attitude ±75° ±2° 1 0.5°
Roll attitude ±180° ±2° 1 0.5°
Radio transmitter On/off (discrete) 1
keying
Thrust/power on Full range forward ±2% 1 (per engine) 0.2% ²
each engine
Trailing edge flap Full range or each ±3° or as pilot's 0.5 0.5% ²
or cockpit control discrete position indicator
selection
Leading edge flap Full range or each ±3° or as pilot's 0.5 0.5% ²
on or cockpit discrete position indicator
control selection
Thrust reverser Stowed, in transit, 1 (per 4 seconds per

position and reverse engine)
(discrete)
Ground spoiler Full range or each ±2% unless higher 1 0.2% ²
position/speed discrete position accuracy required
brake selection
Marker beacon discrete 1
passage
Autopilot discrete 1
engagement
Longitudinal ±1g ±1.5% max. range 4 0.01g
acceleration excluding datum
error of ±5%
__________________________________________________________________________________________
4 of 10
“continued”
Schedule 3

out
Pilot input and/or Full range ±2° unless higher 1 0.2% ²
surface position- accuracy uniquely
primary controls required
(Pitch, Roll, Yaw)
Lateral ±1g ±1.5% max. range 4 0.01g
error of ±5%
Pitch trim position Full range ±3% unless higher 1 0.3% ²
accuracy uniquely
required
Glideslope ±400 Microamps ±3% 1 0.3% ²
deviation
Localizer deviation ±400 Microamps ±3% 1 0.3% ²
AFCS mode and discrete 1

engagement status
Radio altitude -20 ft. to 2,500 ft. ±2 ft. or ±3% 1 1 ft. + 5% ² above 500
whichever is greater ft.
below 500 ft. and
±5% above 500 ft
Master warning discrete 1

Main gear squat discrete 1
switch status
Angle of attack (if As installed As installed 1 0.3% ²
recorded directly)
Outside air -50°C to +90°C ±2°C 1 0.3°C
temperature or
total air
temperature
Hydraulics, each discrete 0.5 0.5% ²
system low
pressure
Groundspeed As installed Most accurate 1 0.2% ²
system installed
(IMS equipped a/c
only)
If additional recording capacity is available, recording of the following parameters is recommended.
The parameters are listed in order of significance:
Drift Angle When available. As As installed 4
installed.
Wind Speed and When available. As As installed 4
Direction installed.
Latitude and When available. As As installed 4

Longitude installed.
__________________________________________________________________________________________
5 of 10
“continued”
Schedule 3

out
Brake As installed As installed 1
pressure/Brake
pedal position
Additional engine As installed As installed 1 (per engine)
parameters As installed As installed 1 (per engine)
EPR As installed As installed 1 (per engine)
N1
N2 EGT
EGT As installed As installed 1 (per engine)
Throttle Lever As installed As installed 1 (per engine)
Position
Fuel Flow As installed As installed 1 (per engine)
TCAS
TA As installed As installed 1
RA As installed As installed 1
Sensitivity level As installed As installed 2
(as selected by
crew)
GPWS (ground Discrete 1
proximity warning
system).
Landing gear or Discrete 0.25 (1 per 4 seconds)
gear selector
position
DME 1 and 2 0 - 200 NM As installed 0.25 1 mile
Distance
Nav 1 and 2 Full range As installed 0.25
Frequency
Selection
Notes for Schedule 3:
1. When altitude rate is recorded. Altitude rate must have sufficient resolution and sampling to permit the
derivation of altitude to 5 feet.
2. Percent of full range.
3. For airplanes that can demonstrate the capability of deriving either the control input on control
movement (one from the other) for all modes of operation and flight regimes, the “or” applies. For
aeroplanes with non-mechanical control systems (fly-by-wire) the “and” applies. In areoplanes with
split surfaces, suitable combination of inputs is acceptable in lieu of recording each surface separately.
4. This column applies to aeroplanes manufactured after October 11, 1991.
__________________________________________________________________________________________
6 of 10
APPENDIX I
Schedule 4
Helicopter Flight Data Recorder (FDR) Specifications
Column 1 Column 2 Column 3 Column 4 Column 5

Parameters Range Installed System1 Sampling interval Resolution &sup3
Minimum Accuracy (in seconds) read out
(to recovered data)
Relative Time 8 hour minimum ±0.125% per hour 1 1 sec.
(from recorded on
prior to take-off)
Indicated Airspeed Vmin to VD (KIAS) ±5% or ±10 kt., 1 1 kt.
(minimum airspeed whichever is greater.
signal attainable
with installed pitot-
static system).
Altitude -1,000 ft. to 20,000 ±100 ft. to ±700 ft. 1 25 to 150 ft.
ft. pressure altitude (see table 1 in TSO
C51-a)
Magnetic Heading 360° ±5° 1 1°
Vertical acceleration -3g to +6g ±0.2g in addition to 4 (or 1 per second 0.05g
±0.3g maximum where peaks, ref. to
datum 1g, are recorded)
Longitudinal ±1.0g ±1.5% max. range 2 0.03g
acceleration excluding datums
error of ±5%
Pitch attitude 100% of usable range ±2° 1 0. 8°
Roll attitude ±60° or 100% of ±2° 1 0. 8°
usable range,
whichever is
greater
Altitude Rate ±8,000 fpm ±10% Resolution 1 250 fpm below
250 fpm below 12,000
12,000 ft. indicated
Engine Power
Each Engine
Main rotor speed Maximum range ±5% 1 1%²
Free or power Maximum range ±5% 1 1%²
turbine Engine Maximum range ±5% 1 1%²
Torque
Flight Control, High / Low 1
Hydraulic Pressure High / Low 1
Primary (discrete)
Secondary if
applicable
(discrete)
Radio transmitter On / Off 1
keying (discrete)
Autopilot engaged Engaged or 1
(discrete) disengaged
__________________________________________________________________________________________
7 of 10
“continued”
Schedule 4
Helicopter Flight Data Recorder (FDR) Specifications

Parameters Range Installed System1 Sampling interval Resolution &sup3
Minimum Accuracy (in seconds) read out
(to recovered data)
SAS status – Engaged / disengaged Y 1
engaged (discrete)
SAS fault status Fault / OK 1
(discrete)
Flight Controls
Collective Pedal Full range ±3% 2 ±1%²
position Full range ±3% 2 ±1%²
Lateral cyclic Full range ±3% 2 ±1%²
Longitudinal cyclic Full range ±3% 2 ±1%²
Controllable Full range ±3% 2 ±1%²
stabilator position
Scededule 4 Notes:
1. When data sources are aircraft instruments (except altimeters) of acceptable quality to fly the aircraft,
the recording system (excluding these sensors, but including all other characteristics of the recording
system) shall contribute no more than half of the values in this column.
2. Percent of full range.
3. This column applies to helicopters manufactured after October 11, 1991.
__________________________________________________________________________________________
8 of 10
APPENDIX I
Schedule 5
Helicopter Digital Flight Data Recorder (DFDR) Specifications

Parameters Range Accuracy sensor Sampling interval Resolution ² read-
input to DFDR (in seconds) out
readout
Time (GMT) 24 hrs ±0.125% per hour 0.25 (1 per 4 1 sec.
seconds)
Altitude -1,000 ft. to ±100 ft. to ±700 ft. 1 5 ft. to 30 ft.
maximum (See table 1 in TSO-
certificated altitude C51a)
of aircraft
Airspeed As the installed ±3% 1 1kt
measuring system
Heading 360° ±2° 1 0.5°
Normal (vertical) -3g to +6g ±1% of max range 8 0.01g
error of ±5%
Pitch attitude ±75° ±2° 2 0.5°
Roll attitude ±180° ±2° 2 0.5°
Radio transmitter On/off (discrete) 1 0.25 sec.
keying
Power in each 0 - 130% (power ±2% 1 speed, 1 torque 0.2%¹ to 0.4%¹
engine: turbine speed) per engine
Free power turbine Full range (torque)
speed and engine
torque
Main Rotor Speed 0 - 130% ±2% 2 0.3%¹
Altitude rate ±6,000 ft/min As installed 2 0.2%¹
Pilot Input - full range ±3% 2 0.5%¹

primary controls
(collective,
longitudinal cyclic,
lateral cyclic,
pedal)
Flight control discrete, each circuit 1
hydraulic pressure
low
Flight control discrete 1
hydraulic pressure
selector switch
position, 1st & 2nd
stage
AFCS Mode & discrete (5 bits 1
engagement status necessary)
__________________________________________________________________________________________
9 of 10
“continued”
Schedule 5
Helicopter Digital Flight Data Recorder (DFDR) Specifications

Parameters Range Accuracy sensor Sampling interval Resolution ² read-
input to DFDR (in seconds) out
readout
Stability discrete 1
Augmentation
System engage
SAS Fault status discrete 0.25
Main Gearbox As installed As installed 0.25 0.5%¹
Temperature Low
Main Gearbox As installed As installed 0.5 0.5%¹
Temperature High
Controllable full range ±3% 2 0.4%¹
Stabilator Position
Longitudinal ±1g ±1.5% of max range 4 0.01g

error of ±5%
Lateral acceleration ±1g ±1.5% of max range 4 0.01g
excluding datum
error of ±5%
Master Warning discrete 1
Nav 1 and 2 full range As installed 0.25
frequency selection
Outside Air -50° C to +90° C ±2°C 0.5 0.3° C
Temperature
Notes for Schedule 5:
1. Percent of full range
2. This column applies to helicopters manufactured after October 11, 1991.
__________________________________________________________________________________________
10 of 10
Ministry of Puplic Works and Transport Part VI / Subpart 5
Directorate General of Civil Aviation Standards / Appendix J
Appendix J
s605.09
Unserviceable and Removed Equipment – Aircraft with Minimum Equipment List
1. INTRODUCTION
(1) These Aircraft Requirements Standards are the standards and procedures that shall be met for the
Director General of Civil Aviation to grant approval for an operator to use a Minimum Equipment
List (MEL).
(2) This Standard has been prepared for the use and guidance of Directorate General of Civil Aviation
personnel and operators in Lebanon. This Standard contains all the relevant information with respect
to the philosophy, development and approval of the Master Minimum Equipment List (MMEL) and
Minimum Equipment List (MEL).
(3) Directorate General of Civil Aviation Inspectors are expected to use good judgment in matters
where specific guidance has not been given and be aware of the need for revision to the present
information as new requirements evolve.
(4) For ease of reference the standards are published in "normal print", and the Information Notes
which are meant to offer guidance are published in "italicized print".
2. APPLICABILITY
These criteria are applicable to flight operations pursuant to Part VI, Subpart V of the Lebanese
Aviation Regulations. The Director General of Civil Aviation grants approval for the use of an MEL
by amending an operator’s Operating Certificate, Operations Specifications (OPSPECS).
3. INTERPRETATIONS
The following definitions are used throughout this Standard:

(a) Aircraft Evaluation Group (AEG). The AEG is the United States (U.S.) Federal
Aviation Administration (FAA) Flight Standards point of contact with aircraft
certification and is responsible for the development, revision and publication of an
MMEL for those aircraft within the U.S.
(b) Airplane Flight Manual (AFM)/Rotorcraft Flight Manual (RFM). The approved
flight manual is the document approved by the responsible Authority’s aircraft
certification office (ACO) during type certification. The approved flight manual for
the specific aircraft is listed on the applicable type certificate data sheet. 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. Authorities normally require an approved flight
manual for aircraft type certification.
(c) The Aircraft Maintenance Manual (AMM). The AMM is the source document for
aircraft maintenance procedures. The term AMM can apply to either an airplane or a
rotorcraft manual. Authorities normally require an AMM for aircraft certification.
(d) Air Transportation Division Bulletin Board System (BBS). In the U.S., FAA Air
Transportation Division operates an electronic BBS that is available to the public.
The BBS was established to provide policy information and current MMELs to the
public. The BBS is accessible to anyone with a standard personal computer and
modem. The BBS will accept data communication at up to 14,400 baud on 4 data
lines simultaneously. The telephone number for the BBS is: U.S. (202) 267-5231.
__________________________________________________________________________________________
1 of 26
(e) Air Transport Association of America (ATA) Specification 100. ATA Specification
100, Manufacturer's Technical Data, is an international industry numbering standard
developed to identify systems and components on different aircraft in the same format
and manner.
(f) Authority. Means the government organization that has responsibility for aviation
safety oversight in a ICAO contracting state.
(g) Configuration Deviation List (CDL). Aircraft certified under the provisions of a
foreign Authority, and intended for use under Parts VI and VII of the LARs may be
approved for operations with missing secondary airframe and engine parts. The
aircraft source document for such operations is the CDL. The CDL is approved by an
amendment to the type certificate. For U.S. certificated aircraft, the CDL is
incorporated into the limitations section of the approved flight manual as an
appendix.
(h) Flight Operations Evaluation Board (FOEB). In the U.S. FOEB is a board of FAA
personnel assigned for each type of aircraft. The FOEB is composed of FAA
personnel who are operations, avionics, airworthiness, and aircraft certification
specialists. The FOEB develops an MMEL for a particular aircraft type under the
direction of the AEG and the FAA Air Transportation Division.
(i) Flight Operations Policy Board (FOPB). The FOPB develops FOEB and flight
standardization board (FSB) policy recommendations, which are approved by the
FAA.
(j) Inoperative. Inoperative means that a system or component has malfunctioned to the
extent that it does not accomplish its intended purpose and/or is not consistently
functioning normally within its approved operating limits or tolerances.
(k) Master Minimum Equipment List (MMEL). The MMEL is a list of equipment that
the Authority has determined may be inoperative under certain operational conditions
and still provide an acceptable level of safety. The MMEL contains the conditions,
limitations and procedures required for operating the aircraft with these items
inoperative. The MMEL is used as a starting point in the development and review of
an individual operator's MEL.
(l) Minimum Equipment List (MEL). The MEL is derived from the MMEL and is
applicable to an individual operator. The operator's MEL takes into consideration the
operator's particular aircraft configuration, operational procedures and conditions.
When approved and authorized for use, the MEL permits operation of the aircraft
under specified conditions with certain inoperative equipment.
(m) Proposed Master Minimum Equipment List (PMMEL). The PMMEL is a list
developed by the manufacturer or operator that is submitted to the Authority’s FOEB
as a basis for the development of an MMEL.
__________________________________________________________________________________________
2 of 26
DIVISION I
GENERAL
1. BACKGROUND.
MEL procedures were developed to allow the continued operation of an aircraft with specific items of
equipment inoperative under certain circumstances. The Directorate General of Civil Aviation has
found that for particular situations, an acceptable level of safety can be maintained with specific items
of equipment inoperative for a limited period of time, until repairs can be made. The MEL document
describes the limitations that apply when an operator wishes to conduct operations when certain items
of equipment are inoperative. The Director General of Civil Aviation (DGCA) has adopted the MEL
program for Lebanese Aviation Regulations (LARs) Part VI and Part VII operations.
2. GENERAL.
Section 1 of this chapter contains definitions and a general overview of the MEL system. Section 2
contains information on the development and approval process of master minimum equipment lists
(MMEL). Section 3 contains information and guidance on developing and approving MELs. Section
4 contains information and guidance for MEL use during operations. Section 5 contains information
about the development, approval, and usage of the CDL. Certain foreign technical groups, boards,
and national resources related to these topics are referred to throughout this chapter.
3. APPLICABILITY.
This chapter applies to those operators operating Lebanese-registered aircraft in accordance with
LARs Part VI
4. DGCA RESPONSIBILITIES.
The DGCA is the primary official responsible for the overall process of administering, evaluating, and
approving an operator's MEL. It is essential that the DGCA work with the inspectors in each
discipline, and other individuals or groups involved in this process. Should the DGCA require
additional TECHNICAL information related to a specific MEL ITEM, he should consult the
appropriate Authority’s Flight Operations Evaluation Board (FOEB) chairman responsible for the
aircraft.
5. PURPOSE OF MEL.
The LARs permit the authorization of an MEL if the Minister finds that compliance with all the
aircraft equipment requirements is not necessary in the interest of safety for a particular operation.
Through the use of appropriate conditions or limitations, the MEL provides for improved scheduled
reliability and aircraft utilization with an equivalent level of safety. This process is possible because
of the installation of additional and redundant instruments, equipment and/or systems in present
transport aircraft. Without an approved MEL, inoperative equipment would ground the airplane until
repair or replacement of the nonfunctioning equipment. An MEL is approved for a specific make and
model of aircraft, and the use of it is authorized by its operations specifications (OpSpecs).
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6. ITEMS LISTED ON THE MEL.
There are three categories of items that may be contained in the operator's MEL:
MMEL items
Passenger convenience items
Administrative control items:
(a) MMEL Items. The MEL will list all of the items for which the operator seeks relief
and that are appropriate for its operation. The operator, by not listing at its discretion
certain items in its MEL, may be more restrictive than permitted by the MMEL.
(b) Passenger Convenience Items. The passenger convenience items, as contained in the
operator's approved MEL, are those related to passenger convenience, comfort, or
entertainment, such as, but not limited to, galley equipment, movie equipment,
inflight phones, ashtrays, stereo equipment, and overhead reading lamps. It is
incumbent on the operator and the DGCA to develop procedures to ensure that those
inoperative passenger convenience items are not used. Passenger convenience items
do not have fixed repair intervals. Items addressed elsewhere in the MMEL shall not
be authorized relief as a passenger convenience item. "M" and "O" procedures may
be required and shall be developed by the operator, approved by the DGCA, and
included in the air carrier's appropriate document.
(c) Administrative Control Items. An operator may use an MEL as a comprehensive
document to control items for administrative purposes. In such cases, the operator's
MEL may include items not listed in the MMEL; however, relief may not be granted
for these items unless conditions and limitations are contained in approved documents
other than the MMEL or meet the regulatory requirements of the LARs. Examples of
items considered to be administrative control items would be cockpit procedure cards,
medical kits, delaminated windshields, and life vests.
7. TIMELY REPAIR OF ITEMS THAT ARE INOPERATIVE.
The MEL is intended to permit the operation of an aircraft with certain inoperative items for a limited
period of time until repairs can be accomplished. The operator is responsible for establishing a
controlled and effective repair program.
(a) Repair Interval. Operators shall make repairs within the time period specified by the
MEL. Although the MEL might permit multiple days of operation with certain
inoperative equipment, operators shall repair the affected item as soon as possible.
(b) Day of Discovery. The day of discovery is the calendar day an equipment
malfunction was recorded in the aircraft maintenance log or record. This day is
excluded from the calendar days or flight days specified in the MMEL for the repair
of an inoperative item of equipment. This provision is applicable to all MMEL items,
such as categories "A," "B," "C," and "D." The operator and the DGCA shall
establish a reference time in which the calendar day or flight day begins and ends 24
hours later. This reference time is established to ensure compliance with timely
repair of equipment and items.
(c) MMEL Definitions. More than one set of MMEL definitions exist due to years of
evolving changes during which not all MMELs have been updated to the latest
revision of the definitions. However, only one set of definitions may be used with a
specific MMEL. Only certain portions of the latest definitions may be appropriate for
a specific air carrier's MEL. Definitions found in global changes, such as
administrative control and repair intervals, may be adopted by the operator.
(d) Continuing Authorizations. Approval of an MEL authorizes an operator to use a
continuing authorization to approve extensions to the maximum repair interval for
category "B" and "C" items, provided the DGCA is notified within 24 hours of the
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operator's exercise of extension authority. The certificate holder is not authorized to

extend the maximum repair time for category "A" and "D" items, as specified in the
approved MEL. Misuse of the continuing authorization may result in an amendment
of the operator's OpSpecs by removing the operator's authority to use an MEL.
8. RECORDKEEPING.
When an item of equipment becomes inoperative, the operator shall report it by making an entry in
the aircraft maintenance record, as prescribed by LARs Part VI.
9. MULTIPLE ITEMS THAT ARE INOPERATIVE.
Individual MEL requirements are designed to provide coverage for single failures enroute. When
operating with multiple inoperative items, the operator shall consider the interrelationships between
those items and the effect on aircraft operation and crew workload, including consideration of a single
additional failure occurring enroute.
10. FLEET APPROVAL.
An operator who has a single MEL for multiple aircraft may reflect equipment in its MEL that is not
installed on all aircraft in its fleet. In this case, the item's title in the operator's MEL need not
reference any specific airplane identification (usually registration number) unless the operator
determines that there is need to do so.
11. MEL REVISIONS.
It is the operator's responsibility to ensure that their MEL is reviewed and updated as required. The
MEL shall be reviewed by the operator at least annually to ensure that it incorporates any changes to
the operation, aircraft or to the Lebanese Aviation Regulations. A revision to the MMEL will require
that the operator review and amend their MEL, as necessary. The MEL development, processing and
approval procedures shall be reviewed as part of the operator's quality assurance program.
12. ACCESS TO MEL.
Section 605.09 of the LARs require that the MEL be carried aboard the aircraft or that the flightcrew
have direct access to the MEL information prior to take-off. Other means of direct access requires
DGCA approval.
13. CONFLICT WITH OTHER DGCA APPROVED DOCUMENTS.
The MEL may not conflict with other approved documents such as the approved flight manual
limitations and airworthiness directives (AD). The operator's MEL may be more restrictive than the
MMEL, but under no circumstances may the operator's MEL be less restrictive.
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DIVISION II
MASTER MINIMUM EQUIPMENT LISTS (MMEL) DEVELOPMENT AND APPROVAL

PROCESS
1. GENERAL.
This section contains background information concerning the development, approval, and revision
process of MMELs.
2. PROPOSED MASTER MINIMUM EQUIPMENT LIST (PMMEL).
The first requirement for producing an initial MMEL is the development of a PMMEL that reflects
the manufacturer's or operator's concepts of which items can be inoperative. Authorities encourage
the aircraft manufacturer to develop a PMMEL during the aircraft certification process. In the U.S.
the aircraft manufacturer coordinates with the aircraft evaluation group (AEG) and the aircraft
operators throughout the PMMEL development process. Manufacturers and operators seeking
consideration for relief for operating with certain items of equipment inoperative shall provide
supporting documentation that sufficiently substantiates their request. In addition to including an
evaluation of the potential outcome of operating with items that are inoperative, this documentation
shall consider the subsequent failure of the next critical component, the interrelationships between
items that are inoperative, the impact on approved flight manual procedures, and the increase in crew
workload. The PMMEL must not conflict with the approved flight manual limitations, configuration
maintenance procedures (CMP), or airworthiness directives (AD). The PMMEL should specify
suitable limitations in the form of placards, maintenance procedures, crew operating procedures, and
other restrictions as necessary to ensure an acceptable level of safety. To substantiate these
considerations, the manufacturer must provide demonstrations that include evaluation flights as
necessary. AEG participation or observation in demonstration flights may be required and are
scheduled in conjunction with the certification test program or the Flight Standardization Board's
(FSB) operational evaluation. The PMMEL, which is submitted to the AEG for review, is developed
by the manufacturer in a format acceptable to the Authority.
3. INITIAL MMEL APPROVAL PROCESS.
In the U.S. to initiate the MMEL approval process, the AEG schedules Flight Operations Evaluation
Board (FOEB) meetings to review and evaluate the PMMEL for technical accuracy and acceptability.
Interested parties, such as the manufacturer, operators, and interested aviation community
representatives, are invited to participate in these meetings. The FOEB discusses each PMMEL item
with the interested participants and recommends approval, modification or disapproval for each item.
If consensus cannot be reached, an item may be held open for further consideration or until more
information is gathered. The manufacturer or operator shall resubmit, with additional justification,
items not acceptable or held open by the FOEB. The PMMEL is the initial manufacturer and AEG
working document used to develop the draft MMEL and establishes the working relationship between
the initial operators and the FOEB chairman. The FOEB chairman arranges to have the draft MMEL
on the FAA bulletin board system (BBS) for operator and industry review and then will receive
comments within the time period indicated. The FOEB will review and discuss the recommendations
and comments and revise the draft MMEL as necessary. After ensuring that the coordination of the
draft MMEL with field and industry has been properly completed, the Authority will post the MMEL
as approved on the BBS for access by industry for preparing individual operator MELs.
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4. MMEL REVISION PROCEDURES.
While an MEL is approved at the DGCA level, an MMEL revision is reviewed and approved by the
appropriate AEG. An individual operator, the Authority, or industry may request changes to an
MMEL. The AEG will consider those items requested by users based on operational considerations
that indicate needed relief. Proposed changes that are generated by an operator shall be submitted
through the DGCA when the need becomes apparent. Proposed changes are forwarded by the DGCA,
with recommendations, to the appropriate AEG for consideration at the next scheduled FOEB meeting
or electronic FOEB via a BBS approval system. MMEL revisions are either interim, global, or
standard. A description of the types of MMEL revisions is contained in section 4 of this chapter.
Revisions to the MMELs are approved in the same manner as initial MMELs; that is, after the
Authority has ensured that proper coordination has been completed, they post the revision on the BBS
for industry to revise individual MELs.
5. LEAD AIRLINE CONCEPT.
For certain air carrier airplanes, an air carrier representative will be designated by industry as Lead
Airline representative to coordinate with the aircraft manufacturer, other operators, and the FOEB
chairman. The purpose of the Lead Airline representative is to expedite the FOEB process and
MMEL revision for the affected airplane. The Lead Airline representative conducts coordination
meetings, as required, and will develop the FOEB agenda in a manner acceptable to the FOEB
chairman. The Lead Airline representative will also coordinate industry participation at the FOEB
meeting and will assist the manufacturer and the FOEB chairman in finalizing the MMEL revision
after the meeting.
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DIVISION III
MEL APPROVAL PROCESS
1. GENERAL.
This section contains specific direction, guidance, and procedures to be used when evaluating and
approving MELs. The operator's MEL is developed by the operator from the appropriate master
minimum equipment list (MMEL), then approved by the DGCA. This section contains the DGCA
approval process for the MEL.
2. MEL ACCEPTABILITY.
The general criteria for MEL acceptability are as follows:

(a) Equally or More Restrictive. The operator's MEL shall not be less restrictive than the
MMEL, the Lebanese Aviation Regulations (LARs), the operations specifications
(OpSpecs), the approved flight manual limitations, certification maintenance
procedures, or airworthiness directives (AD).
(b) Appropriate. The MEL shall be appropriate to the individual aircraft make and
model.
(c) Specific. The operator's operations ("O") and maintenance ("M") procedures shall be
specific to the aircraft and the operations conducted.
(d) Applicability. An MEL shall be applicable for the LAR under which the operator is
certificated.
3. INITIAL PHASE OF MEL APPROVAL.
In this phase of the MEL approval process, the operator should consult with the DGCA regarding
requirements for either developing an MEL or for revising an existing MEL. The DGCA should
consult with and seek the participation of a DGCA maintenance inspector and an avionics inspector
during the entire approval process. During the review of the "O" and "M" procedures, the DGCA,
may consult with an appropriate Flight Operations Evaluations Board (FOEB) chairman as necessary
concerning specific procedures.
(a) Operator Familiarization. In phase one of the MEL approval process, the DGCA
should determine the scope of the task, based on the operator's experience with
MELs. The DGCA should adapt the discussion to fit the operator's needs and
experience, and should provide advice and guidance to the operator as necessary.
DGCAs shall ensure that the operator clearly understands that MEL document
preparation is solely the operator's responsibility.
(b) Required Document Submittal. The DGCA should advise the operator that, for an
MEL to be approved, the following documents must be submitted:
(i) the proposed MEL or MEL changes
(ii) necessary "O" and "M" procedures, which may be based on the aircraft
manufacturer's recommended procedures, Supplemental Type
Certificate (STC) modifier's procedures, or equivalent operator
procedures
(iii) a description of the MEL management program and its procedures as
required by paragraph D95 of the OpSpecs, unless an MEL
management program is already in place
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(iv) any required guidance material developed by the operator, such as

training material, guidance, and deferral procedures for both
maintenance and operations personnel
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Information Note: Several manufacturers have produced manuals of recommended

procedures for operating with inoperative equipment. The
Lockheed and McDonnell Douglas MEL Procedures Manual and
the Boeing Dispatch Deviation Guide (DDG) are examples of these
manuals. When a manufacturer's recommended procedures exist,
operators may use them or may develop alternate procedures.
When contract services are used to develop the operator's MEL
along with acceptable "O" and "M" procedures, the DGCA should
review the "O" and "M" procedures in light of the type of
operations being conducted and shall ensure the acceptability of
the procedures. The DGCA shall ensure that the developed MEL
procedures can be adequately implemented by the operator.
(c) Materials Provided to the Operator. It is preferred that the operators obtain a copy of
the MMEL by computer and modem directly from an MMEL bulletin board or other
means. If the MMEL is furnished to the operator on computer disk, the MMEL
should be in standard ASCII (DOS text) format. This allows the operator to use
different word processing packages and different types of computers when editing the
document. The DGCA should provide the operator with one of the following:
(i) a computer disk containing the appropriate MMEL (computer disk to
be provided by the operator); or
(ii) a hard copy of the MMEL document and appropriate guidance
material.
(d) Document Form. The operator may submit MEL draft documents to the DGCA
either on hard copy (printed on paper) or on computer disk, as mutually agreed upon
between the operator and the DGCA. The operator and the DGCA should discuss the
techniques that will be used for revising and editing the proposed document. It is
important that the operator understand that when the process is complete, the final
proposed MEL shall be submitted on paper unless otherwise approved by the
Minister.
(e) MEL Format. The MMEL format has been standardized to facilitate the
development, revision, and approval of both master and operator documents. While
the master document contains eight total sections, six of these sections are considered
basic for MEL development and shall be included in each operator's MEL. Refer to
Subsection 4.(f) of this section for a detailed list of each MMEL section and whether
or not it shall be included in the operator's MEL.
(f) Generic Single Engine MMELs. A generic MMEL for single engine aircraft is
published by a Civil Aviation Authority and acceptable to the Minister. This MMEL
is applicable to all single engine airplanes and helicopters for which a specific MMEL
has not been issued. When an operator is approved to use this generic MMEL, and a
specific MMEL for the individual aircraft type is subsequently issued, the operator's
MEL shall be revised within the specified time frame to conform to the specific
MMEL.
4. FINAL PHASE OF MEL APPROVAL PROCESS.
The final phase begins when the operator formally submits the proposed MEL or MEL changes to the
DGCA. The DGCA will initially review the operator's submittal to verify that it is complete, contains
the required elements, as listed in Subsection 4.(f) of this section, and is detailed enough to permit a
thorough evaluation of the MEL:
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(a) Unacceptable Submittal. If the DGCA finds the proposed MEL package to be
incomplete or unacceptable at this time or at any other juncture in the approval
process, the DGCA should contact the operator. A sample letter is provided in figure
1. If a mutually acceptable correction cannot be immediately agreed upon, the entire
package shall be immediately returned to the operator, or its representative, along
with an explanation of the problems found within the documents.
(b) Acceptable Submittal. If the DGCA finds the proposed MEL package to be complete
and to contain the required information in an acceptable format, the detailed analysis
begins. During this analysis, the DGCA should coordinate with the maintenance and
avionics inspectors to perform a detailed examination of the proposed MEL document
and other supporting documents and procedures. If the operator does not currently
have an MEL program, its MEL management program shall also be reviewed for
acceptability. DGCA Inspectors will examine the technical content and quality of the
proposed MEL document and other supporting documents and procedures as follows.
(i) Timely Review. The DGCA should promptly address all deficiencies
and notify the operator of any discrepancies or outstanding issues. The
DGCA and the operator may informally coordinate by telephone to
clarify minor discrepancies or misunderstandings.
(ii) Reference Material. Inspectors will use the MMEL as the primary
reference document when reviewing and approving the MEL. In
addition, inspectors should use the following references:
A. Related LARs
B. Appropriate Standards
C. Approved Flight Manual
D. Operator's OpSpecs
E. Operator's Manuals
F. MMEL Policy Letters
(c) Coordination with Technical Groups. During this phase, the DGCA may wish to
coordinate with an Authority’s aircraft evaluation group (AEG) for guidance.
(d) Document Deficiencies. Refer to Subsection 4.(f) of this Section.
(e) Change in Schedule. If certain MMEL items shall be addressed within a specific time
frame, the DGCA should notify the operator of this requirement as soon as possible.
If the operator is unable to meet these schedule requirements, the DGCA should
negotiate a new schedule with the operator.
(f) MEL Evaluation. DGCA Inspectors will compare the operator's MEL changes
against the corresponding items in the current MMEL for the specific aircraft type. In
addition, inspectors will verify that the operator's MEL contains the following
required items:
(i) Cover Page (Required). The MEL cover page contains the operator's
name and the make and model of the aircraft to which the MEL applies.
(ii) Table of Contents (Required). The table of contents contains a list of
all of the pages in the MEL by title and the corresponding page
identification (usually a page number).
(iii) Revision record (Required). The log contains the revision identification
(usually a number) and date of the revision. It will contain a list of the
revised pages, a block for the initials of the person posting the change,
and additional enhancements for use by the operator. This page will
contain a synopsis of the changes made by the operator in each revision
(iv) Preamble and Definitions (Required). The standard MMEL preamble
and definitions section shall be reproduced word for word in each MEL,
without modification, except as approved by the Minister.
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(v) List of Effective Pages (Required). The List of Effective Pages are
used as a method for keeping track of the status of the MEL and
includes a record of the revision status or the date of each page of the
operator's MEL. It is also be used as a means of conveying DGCA
approval of the MEL.
A. Minimum Contents. At a minimum, The List of Effective Pages shall
contain the following:
L the operator's name
L a listing of all of the pages in the MEL (including the date of each page
and its page number or revision number)
L the MMEL revision number on which the MEL is based
L a signature block containing space for signature of the DGCA.
B. Optional Contents. The operator may include additional information on
The List of Effective Pages to provide flexibility and additional approval
functions.
(vi) Additional Items. The operator may include additional information
sections in excess of the six DGCA sections.
(g) Individual Air Transport Association of America (ATA) System Page Evaluation.
These pages contain a list of individual items of equipment in the aircraft together
with provisions for the operation of the aircraft when the items are inoperative. The
reviewing inspector will examine the individual ATA system pages, ensuring that the
MEL is at least as restrictive as the MMEL and that operator's procedures are
adequate and appropriate. The inspector should also examine the material contained
on these pages for conflict with the LARs, with the approved flight manual
emergency procedures and limitations, and with the operator's OpSpecs. The
following elements are included:
(i) The ATA Numbering System. Operators shall use the standard ATA
numbering system, similar to the manner used in the MMEL, for
numbering individual pages in this section. An example of this
numbering system would be the communications page; the first page
would be 23-1; the second page would be 23-2.
(ii) Individual Items of Equipment. The MMEL contains listed items of
installed equipment that may be inoperative.
A. MMEL Items not Listed on the Operator's MEL. If items listed on the
MMEL are not listed on the MEL there is no relief.
B. MMEL Items Listed on the Operator's MEL. Each piece of equipment
that is installed on the aircraft and that is contained in the MMEL, for
which the operator seeks relief and that is appropriate for its operation,
shall be listed on the appropriate page of the operator's MEL within the
associated ATA system. The operator may be more restrictive than
permitted by the MMEL by not listing certain items in its MEL. Each
item title on the operator's MEL will generally be entered exactly as it is
shown on the MMEL. Exceptions include the following:
L when the MMEL uses a generic term to address equipment that serves a
similar function but various operators use different names for that
equipment; or
L when the MMEL lists functions rather than individual pieces of
equipment within that category (Examples include "Navigation
Equipment" or "Communications Equipment." In such cases, the MEL
shall contain a list of the individual equipment or systems within that
category that are actually installed on the aircraft, such as "VHF
Communications Transceivers." When items of this type consist of
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several components of a system, the item may be listed as a complete

system, such as "VOR Navigation System," consisting of a VOR
navigation receiver and its associated indicator. The inspector should
ensure that the operator has not listed inappropriate items or items that
are listed individually elsewhere in the MMEL. However, the DGCA is
authorized to approve generic MMEL relief for navigation or
communication equipment that is appropriate such as ILS, VOR, VHF,
HF and GPS.)
(iii) Items Listed on the MMEL but not Installed on the Operator's Aircraft.
The DGCA may follow several acceptable methods of dealing with an
item of equipment being listed on the MMEL but not installed on the
operator's aircraft. One method is to simply omit the item from the
MEL altogether, renumbering individual items within an ATA category
as necessary to provide proper continuity. (It should be noted that
individual item numbers on a page are not necessarily ATA code
numbers, but are simply sequential item numbers within an ATA
category.) Another method is to list the item as shown on the MMEL,
and to show the Number Installed as zero. In this case, the "Number
Required for Dispatch" would also be zero, and the remark "Not
Installed" may be noted under "Remarks and Exceptions"; repair
category designators shall be omitted.
(iv) Triple Asterisk Symbol (***). The triple asterisk symbol is used in an
MMEL to indicate that an item is not installed on some models of the
aircraft. Operators will not produce or use this symbol in the MEL.
(v) Repair Category. Each item of equipment listed in the operator's MEL,
except for Administrative Control Items and Passenger Convenience
Items, shall include the repair category designator for that item as
shown on the MMEL. These designators, categorized as "A," "B," "C,"
or "D," indicate the maximum time that an item may remain inoperative
before repair is made. The actual repair categories corresponding to
these letters are provided in the "Notes and Definitions" section of the
MMEL. The operator may choose to adopt a more restrictive repair
category than the one shown on the MMEL, but may not relax the
requirement. Components or subsystems of items categorized in the
MMEL, such as items of communications or navigation equipment that
are not listed individually in the MMEL, shall retain the repair category
shown on the MMEL when listed as separate items on the MEL.
(vi) Passenger Convenience Items. Passenger convenience items relate to
the convenience, comfort, and entertainment of passengers and shall
never affect the airworthiness of the aircraft. These items do not carry a
specific repair category; however, the operator shall make repairs to
convenience items within a reasonable time frame. Normally, the
operator lists these items individually in ATA chapters 25 and 38.
Passenger convenience items may be included elsewhere in the MEL if
clearly identified as passenger convenience items. The DGCA should
review the proposed MEL to decide which passenger convenience items
are components of an item appearing in the MMEL. When listing
passenger convenience items on the MEL, the operator shall list each
item for which the operator wishes relief. The operator may make a list
of passenger convenience items that, once it is acceptable to the DGCA,
is held at the Directorate General of Civil Aviation Office. Passenger
convenience items also apply to cargo airplanes, as appropriate.
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(vii) Administrative Control Items. "Administrative control item" means an

item listed by the operator in the MEL for tracking and informational
purposes. It may be added to an operator's MEL by approval of the
DGCA, provided no relief is granted, or provided conditions and
limitations are contained in an approved document (such as Structural
Repair Manual or airworthiness directive (AD)). If relief other than
that granted by an approved document is sought for an administrative
control item, the operator shall submit a request to the Minister. If the
request results in review and approval by the FOEB, the item becomes
an MMEL item rather than an administrative control item. Examples of
items that could be considered administrative control items are cockpit
procedure cards, medical kits, and life vests. These items shall appear
in the appropriate ATA chapter and would not have a repair category.
When the operator chooses this course of action, the DGCA shall
examine each proposed administrative control item on the operator's
proposed MEL to ensure that the following conditions are met:
A. no item is included as an administrative control item if it is included
elsewhere in the MMEL
B. administrative items are not included as a subsystem of items listed in the
MMEL
C. administrative items are not granted relief in the MEL unless the release
conditions or limitations are contained in another approved document
(viii) Number of Items Installed. The MEL will normally contain the actual
number of items of particular equipment installed on the aircraft. This
number may be either greater or less than the number shown on the
MMEL. The MMEL shows the number of items installed as the
number of those items normally installed on a particular aircraft type.
Individual aircraft operated by an operator may have a different number
of items. Frequently the MMEL shows a dash in the "Number
Installed" column. This dash indicates that a variable quantity of these
items are generally installed on the aircraft. If the operator has an MEL
for a single aircraft or identical aircraft, the actual number of these
items on the particular aircraft shall be listed in the MEL. If the
operator has an MEL for multiple aircraft, and the equipment is not
installed on all aircraft or there is a variable quantity between aircraft,
the operator's MEL will not reference specific aircraft identifications;
the "Number Installed" column may contain a dash.
(ix) Number of Items Required for Dispatch. Normally, the number of
items required for dispatch is determined by the FOEB and may be
modified in the MEL in only two cases:
A. when the item is not installed on the aircraft, in which case a zero may be
shown as the number required for dispatch
B. when the item is shown in the MMEL as being a variable number required
for dispatch
Information Note: In this case, the reviewing inspector should ascertain that the
operator has made a determination as to the number required for
dispatch. There can be several factors that establish this number.
In some cases, it is determined by a reference to specific
requirements listed in the "Remarks or Exceptions" column of the
MMEL. An example would be cabin lights. In this case, the MMEL
may show a variable number installed while the "Remarks or
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Exceptions" column might state that 50 percent of those items be

operable. The number required for dispatch would therefore be 50
percent of the number of lights determined to be actually installed
on the individual aircraft. Another case where the MMEL may
show a variable number required for dispatch is when the
"Remarks or Exceptions" column of the MMEL contains the
statement, "As Required by FAR." In this case, the number is the
minimum quantity of these items that shall be installed for
operations under the least restrictive regulation under which the
operator conducts operations.
(ix) "Remarks or Exceptions." Certain items demand specific relief

developed by the operator as authorized through OpSpecs, area of
operation and the LARs. "As required by the LARs" is an example of
this type of relief
(x) Other Items. Other items in which relief has been specifically written
to reflect actions or restrictions to the operation may be changed only
when the FOEB chairman makes a change to the MMEL. Generally
they contain "O" and "M" procedures in which the operator develops its
company procedures to comply with the MEL.
(h) Evaluation of Associated Documentation. The inspector should evaluate the
supporting documentation submitted by the operator to ensure that it is complete and
appropriate.
(i) The Operator's Manual. Inspectors should evaluate the operator's
manual to ensure that it contains adequate guidance for the operator's
personnel in conducting operations using the MEL. Generally, if the
operator does not presently have an MEL program, the applicable
portions of its manual and other guidance material shall be submitted at
the time the MEL is submitted for initial review. When evaluating the
operator's manual, inspectors should use the following guidance:
(ii) Documentation Procedures. The procedures for documenting
inoperative equipment and any required maintenance release procedures
shall be clear. At a minimum, provisions for recording the following
items shall be developed:
A. an identification of the item of equipment involved
B. a description of the nature of the malfunction
C. an identification of the person making the entry
D. the MEL item number for the equipment involved
(i) Crew Notification. The operator shall establish procedures for advising the pilot in
command (PIC) of inoperative items and required procedures such as affixing
placards, alternate operating procedures, and instructions for the isolation of
malfunctions. The PIC and the operator are both responsible for ensuring that flights
are not dispatched or released until all of the requirements of the "O" procedures and
"M" procedures have been met.
(j) Flight Restrictions. The operator shall establish procedures to ensure that dispatch or
other operational control personnel, as well as the flightcrew, are notified of any
flight restrictions required when operating with an item of equipment that is
inoperative. These restrictions may involve maximum altitudes, limitations for the
use of ground facilities, weight limitations, or a number of other factors.
(k) Training Program Material. Inspectors will ensure that the operator's flight and
ground personnel training programs contain adequate instruction for MEL use.
__________________________________________________________________________________________
16 of 26
(l) MEL Management Program. The DGCA should coordinate closely with both the
maintenance inspectors and the operator on the MEL management program.
Operators shall develop an MEL management program as a comprehensive means of
controlling the repair of items listed in the approved MEL. Operators shall include a
description of the program in their maintenance manual or other documents. The
MEL management plan shall include the following:
(i) a method for tracking the date and time of deferral and repair
(ii) the procedures for controlling extensions to maximum repair categories
(iii) a plan for coordinating parts, maintenance, personnel, and aircraft at a
specific time and place for repair
(iv) a review of items deferred due to unavailability of parts
(v) the specific duties and responsibilities of the managers of the MEL
management program, listed by job title
5. TERMS AND CONDITIONS OF RELIEF.
This section contains the terms and conditions of relief granted to an operator for operating the
aircraft with items of installed equipment that are inoperative. The operator shall state the terms and
conditions under which operations may be conducted with inoperative items for the operator's
particular organization and aircraft. The reviewing inspector shall address the following elements of
this section:
(a) Standard Phraseology. When reviewing the MEL, inspectors should ensure that the
operator generally uses the phraseology used in the MMEL to ensure clarity and
standardization. In some cases modified phraseology is appropriate for the operator's
specific installation. The DGCA should refer questions about non MMEL
phraseology to the FOEB chairman for resolution.
(b) "As Required by FAR." The general term, "As Required by FAR," applies to ATA
chapters 23 (Communications), 31 (Instruments), 33 (Lights), and 34 (Navigation
Equipment). When this term appears in the "Remarks or Exceptions" section of an
MMEL, the operator's MEL shall contain the specific conditions that apply. The
operator usually must research the applicable LARs in detail to develop the
appropriate provisions that apply to that operator's particular operations. An example
of a typical distance measuring equipment (DME) remark could read, "Not required
for flights below FL 240."
Information Note: The operator's MEL shall clearly establish the actual requirement
for its operation when the MMEL stipulates "As Required by FAR."
It is not acceptable for the MEL to simply refer to the Regulations.
(c) "O" and "M" Procedures.

(i) "O" and "M" procedures shall contain descriptions of the individual
steps necessary to accomplish each process. For example, if the MMEL
contains an "M" symbol with a provision that a valve shall be closed,
the operator shall include the appropriate procedures to close the valve
as part of the operator's manual or MEL. The reviewing inspector shall
ensure that the procedure addresses the following:
A. how the procedure is accomplished
B. the order of accomplishing the elements of the procedure
C. the actions necessary to complete the procedure
(ii) for example, if the MMEL contains an "M" symbol with a provision
that a valve shall be closed, the operator shall include detailed steps and
actions for closing and testing the valve and installing the placard. The
__________________________________________________________________________________________
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actual written procedures may be contained within the "Remarks or

Exceptions" section of the MEL, in separate documents, or attached as
an appendix. Inspectors will consult the Guidelines for "O" and "M"
Procedures of the MMEL when evaluating these procedures. The
section about the Guidelines for "O" and "M" Procedures does not have
to be contained within the operator's MEL. If the "O" and "M"
procedures are not contained within the MEL, the MEL shall include a
reference to the location of the procedures.
Information Note: While inspectors will ensure that the procedures are detailed and
explicit, it is not necessary that the operator repeat obvious
requirements of the MEL item, of the REGULATIONS, or of other
established standards.
(iii) "O" Procedures. The "(O)" symbol indicates a requirement for a

specific operations procedure, that shall 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 operator. Appropriate
procedures are required to be published as a part of the operator's
manual or MEL.
(iv) "M" Procedures. The "(M)" symbol indicates a requirement for a
specific maintenance procedure which shall 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 shall be accomplished by maintenance
personnel. The satisfactory accomplishment of all maintenance
procedures, regardless of who performs them, is the responsibility of
the operator. Appropriate procedures are required to be published as
part of the operator's manual or MEL.
(v) Provisos. The "Remarks and Exceptions" section of the MMEL
generally contains provisos that include specific conditions under which
an item of equipment may be inoperative. These provisos shall be
carried over either verbatim into the operator's MEL or by using
equivalent terminology. Provisos are distinct from "O" and "M"
procedures. A procedure is an action that shall be performed. A
proviso is a condition that must exist. For a proviso that operations
shall be conducted under VFR, an operation under an IFR flight plan is
not permitted, regardless of the weather conditions. When reference is
made to visual meteorological conditions (VMC), operations may be
conducted under an IFR flight plan, but only in VMC.
6. DEMONSTRATION PHASE.
A demonstration phase is normally not required for an MEL approval. When an operator is
developing an MEL in conjunction with original certification for initial issuance of an operating
certificate, or when instituting service with a new aircraft type, a demonstration of the operator's
ability to use an MEL may be conducted during any required aircraft proving tests.
__________________________________________________________________________________________
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7. DGCA APPROVAL OF THE OPERATOR'S MEL.
After the DGCA is satisfied that the MEL is in full compliance with all applicable requirements, the
DGCA shall sign the MEL control page or the individual MEL pages to signify approval. If the
operator has not previously been authorized to operate under an MEL, the DGCA will issue paragraph
D95 of the OpSpecs concurrently. The DGCA may send a letter of approval if desired (figure 2).
8. DGCA MEL Tracking System (TBD).
After receiving the proposed MEL from the operator, the DGCA will open a record for the approval
and documentation of each phase of the approval process in the MEL Tracking System (TBD).
9. FINAL STEP.
As the final step in the MEL approval process, the DGCA enters the operator and MEL information
into the Master Minimum Equipment List Tracking System (TBD).
10. Sample Letters
Starts next page
__________________________________________________________________________________________
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FIGURE 1
EXAMPLE OF LETTER TO OPERATOR DENYING APPROVAL OF MEL
Republic of Lebanon
Ministry of Transport
Directorate General of Civil Aviation
July 16, 1999
Mr. Robert Smith

Director of Operations
Lebanese Airlines (LEB)
Beirut Lebanon
Gentlemen:
This letter is to inform you that the Minimum Equipment List (MEL) submitted for approval on June
6, 1999 is being returned to your office. A comparison of LEB's MEL against the current Master
Minimum Equipment List (MMEL) shows that in the following places LEB's MEL is less restrictive
than the MMEL.
Specifically, these System and Sequence Numbers do not comply with acceptable procedures:
1. Page 24-1, item 3. DC Loadmeter
2. Page 28-1, item 1. Boost Pumps
3. Page 30-3, item 13. Pitot Heater
Additionally, LEB's MEL does not include the required Revision Control Page.
If you have further questions on the MEL approval process, please feel free to contact me.
Sincerely,
John Doe
DGCA Inspector
__________________________________________________________________________________________
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FIGURE 2
EXAMPLE OF LETTER TO OPERATOR APPROVING AN MEL
__________________________________________________________________________________
Republic of Lebanon
Ministry of Transport
Directorate General of Civil Aviation
July 16, 1999
Mr. Robert Smith

Director of Operations
Lebanese Airlines (LEB)
Beirut Lebanon
Gentlemen:
This letter is to inform you that the Minimum Equipment List (MEL) submitted for approval on June
6 has been approved. The control page has been signed and paragraph D95 of the Operations
Specifications has been issued.
Sincerely,
John Doe
DGCA Inspector
__________________________________________________________________________________________
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DIVISION IV
MEL USE IN SERVICE
1. GENERAL.
This section contains specific direction, guidance, and procedures for DGCA inspectors on the
revision, administration, and policy application for administering MELs that have been approved for
use by air carriers operating under the provisions of Lebanese Aviation Regulations (LAR) Part VI.
2. REVISION PROCEDURES.
(1) Revisions to an MEL. Revisions to an operator's MEL may be initiated by either the operator or
the DGCA. Operator initiated revisions may be equal to or more restrictive than the Master Minimum
Equipment List (MMEL). It is not necessary for an operator to submit an entire MEL when
requesting the approval of a revision. The minimum submission would consist of only the affected
pages; the approval by the DGCA inspector may only consist of specific items. These items are
approved within a controlled process, and the carrier will produce the final MEL document. If the
revision results in individual pages either being added or deleted, a revised table of contents page is
also required. The issuance of an airworthiness directive (AD) will not be the basis for change to an
operator's MEL. Instead, ADs will be referred to the Flight Operations Evaluations Board (FOEB)
chairman for appropriate changes to the MMEL.
Information Note: When operations ("O") or maintenance ("M") procedures are

required per the MMEL, it is the operator's responsibility to
develop appropriate procedures or to use manufacturer developed
procedures in order to meet the requirements for inclusion of the
item on the MEL. The DGCA is not authorized to grant MEL relief
unless acceptable "O" and "M" procedures are provided by the
operator.
(2) MEL Revision Initiated by an Operator. An operator initiated MEL revision will normally fit into
one of the following three categories:
(a) Items Not Requiring an MMEL Change. Operators may propose changes to an MEL
that are equal to, or more restrictive than, the MMEL. These revisions are approved
by the DGCA using the same procedures as those required for an original MEL
approval.
(b) Items Requiring an MMEL Change. Operators may request changes to an MEL that
are less restrictive than the MMEL. However, the MEL cannot be revised until the
MMEL has been revised to permit the proposed MEL change. The most common
instance of a revision request of this type occurs when an operator installs additional
equipment on an aircraft and provisions for that equipment are not included on the
current MMEL.
(c) Major Aircraft Modifications. Major aircraft modifications, such as a supplemental
type certificate (STC), a major alteration or a type certificate (TC) amendment, may
invalidate the MEL for that aircraft. Operators shall review the MEL to assess the
impact of any planned modification and shall immediately notify the DGCA of these
modifications and the impact on the MEL. The DGCA should obtain guidance from
the appropriate aircraft evaluation group (AEG) to determine if a revision to the
MMEL is required.
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(3) MEL Revisions Initiated by an Authority. When an Authority revises an MMEL, the DGCA,
operators, and manufacturers should receive notification by a postcard or other acceptable means.
(a) Nonmandatory Revision. MMEL revisions that only provide additional relief are
reflected by a lower case letter suffix following the MMEL numeric revision number;
for example, MMEL Revision No. 8 would become Nonmandatory Revision No. 8a.
Any MMEL changes that are less restrictive than the operator's MEL may be ignored
by the operator. An example of a nonmandatory revision is when the MMEL has
been revised to provide for optional equipment normally not installed on all aircraft
of a particular type, such as logo lights. Operators that operate aircraft with logo
lights may choose to revise the MELs, while operators operating without logo lights
would not.
(b) Global Change. A global change is another type of nonmandatory revision. A global
change generally applies to items of equipment that are required to be installed by a
new regulatory requirement, such as a cockpit voice recorder (CVR), or a traffic alert
and collision avoidance system (TCAS).Items affected by Authority policy decisions,
such as Observer Seat Notice are also global changes. The global change does not
replace the normal MMEL revision process (section 2 of this chapter). When a
standard revision to an MMEL is issued, it will include all global changes issued to
date. However, since the process for revising the MMEL can be lengthy, and the
operator's MEL shall be based on the MMEL, a global change will allow an operator
to revise its MEL prior to the change in the MMEL. The DGCA has the authority to
approve the operator's MEL revision on the basis that the global change is an
approved addendum to the existing MMEL. Availability of global changes will be
transmitted to the DGCA by the appropriate Authority.
(c) Mandatory Revisions. Mandatory changes, which are more restrictive and may
remove relief from the current MMEL, are reflected by the next successive change to
the basic MMEL revision number itself. For example, the next mandatory revision
following the nonmandatory revisions 6a, 6b, or 6c would be revision 7. Any MMEL
changes that are more restrictive than the operator's MEL will be implemented by the
operator as soon as possible. In some cases when relief is removed from the MMEL,
there will be a specific date for compliance, or guidance for an acceptable date to be
negotiated between the DGCA and the operator.
(d) DGCA Initiated Revision. The DGCA may initiate an MEL revision that is not based
on a revision to the MMEL. The DGCA should make such a request to the operator
in writing, stating specific reasons why the revision is necessary. A DGCA initiated
revision may be made upon the discovery that an operator has modified an aircraft or
that faulty maintenance or operations procedures exist. The DGCA should work
closely with the operator and make every effort to resolve the matter in a mutually
agreeable manner. The operator should be given a reasonable time period to make
the required changes depending on whether safety of flight is affected. In the event
that the operator declines to make the required change, the DGCA may consult with
airworthiness inspectors to initiate an amendment of the operator's OpSpecs to
rescind the authority for the MEL.
(4) Modifications Within a Fleet. If an operator has been granted approval to use the MEL for a fleet,
and the operator installs a new piece of equipment in one or more aircraft, the operator may continue
to operate that aircraft under the provisions of the currently approved MEL. The operator may not
defer repair of the new item until an appropriate revision to the MEL has been approved.
3. TRACKING OF REVISION STATUS.
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The DGCA shall maintain a copy of the current MEL for each assigned operator's aircraft type. The
DGCA shall update the MMEL Tracking System (TBD) to record and track the revision status of the
operator's MEL (see section 5 of this chapter).
4. AVAILABILITY OF MEL FOR FLIGHT CREWMEMBERS.
LAR Part VI requires that flight crewmembers have direct access to the MEL at all times prior to
flight. Although not required, the easiest method of compliance with this requirement is for the
operator to carry the MEL aboard each aircraft. The operator may choose to use some system of
access to the MEL other than the MEL document. For example, the flightcrew may obtain access to
the MEL through the ARINC Communications Addressing and Reporting System (ACARS). The
critical element in approving an alternate form of access is whether or not the flightcrew has a direct
means of access to the appropriate information in the MEL, specifically "O" and "M" procedures.
Direct access shall not be construed to mean access through telephone or radio conversations with
maintenance or other personnel. If the operator chooses to provide the flightcrew with access to the
MEL by other than printed means, the method shall be approved in the operator's MEL program.
5. METHOD OF AUTHORIZING FLIGHT CREWMEMBER ACCESS TO MEL.
The DGCA may approve a method other than printed means for providing the flightcrew with access
to the MEL as provided in Section 605.09 of the LARs. Before authorizing such a method, the
DGCA must be confident that the operator has an adequate means in place to provide flightcrews with
the complete equivalent of the actual text of the MEL. This method shall be described in detail in the
operator's DGCA approved general operating manual or equivalent. When the decision is made to
authorize this alternative method, the DGCA should use appropriate provisions. In this case, the
"Applicable LAR Section" of the OpSpecs would be Section 605.09 of the LARs, and the "Remarks
and/or References" section would refer to the appropriate section of the operator's manual.
6. DISCREPANCIES DISCOVERED DURING FLIGHT.
Use of the MEL is applicable to discrepancies or malfunctions that occur before after take-off
pursuant to Section 605.09 of the LARs. Once an aircraft starts the take-off roll, the flightcrew shall
handle any equipment failure in accordance with the approved flight manual. For those operators who
are required to use a dispatch or flight release, the PIC shall handle a discrepancy that occurs after the
issuance of the release, but before the take-off roll in accordance with the MEL. The PIC shall obtain
a new or amended dispatch or flight release, as well as any required airworthiness release. This new
or amended release shall contain any applicable flight restrictions necessary for operation with any
item of equipment that is inoperative.
7. DOCUMENTATION OF DISCREPANCIES.
Provisions of the MMEL preamble require that an airworthiness release be issued or an entry be made
in the aircraft maintenance record or logbook prior to conducting any operations with items of
equipment that are inoperative. LAR Part VI operators generally require the use of a formal
airworthiness release issued by an authorized maintenance person. Operators shall have adequate
methods for recording the authorization to operate the aircraft with items of equipment that are
inoperative. This does not imply that the involvement of a DGCA certified mechanic or other person
authorized under Subpart 575 of the LARs to approve an aircraft for return to service is required in all
cases. Unless maintenance actions are performed on the aircraft, LAR Part VI flightcrews may make
appropriate documentation in the aircraft maintenance log required by Part VI, Subpart 5 of the LARs.
8. CONFLICT WITH AIRWORTHINESS DIRECTIVES.

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Occasionally an AD may apply to an item of equipment that may be authorized to be inoperative

under the MEL. The item may not simply be deferred under the MEL in order to avoid or delay
compliance with the AD or a DGCA approved alternate means of compliance with the AD. In all
cases, when an AD has been issued, the operator shall comply fully with the terms of the AD or a
DGCA approved alternate means of compliance with the AD. The DGCA shall approve any
alternative method of compliance with the AD as provided in the AD. In other cases, the provisions
of an AD may allow operation of the aircraft on the condition that certain items of installed equipment
be used or be operable. In those cases, the affected items shall be operable even though the MEL may
provide for deferral of repair.
9. INTERRELATIONSHIPS OF INOPERATIVE COMPONENTS.
When the MEL authorizes a component of a system to be inoperative, only that component may be
affected. When a system is authorized to be inoperative, individual components of that system may
also be inoperative. Any warning or caution systems associated with that system shall be operative
unless specific relief is authorized in the MEL. The operator shall consider the interrelationship of
inoperative components. This consideration shall include the following:
(a) the interrelationship of one piece of equipment on another
(b) the crew workload
(c) the operation of the aircraft
(d) the flight restrictions
10. REPAIR CATEGORIES.
When an item of equipment becomes inoperative, and repair is deferred under an MEL, the operator
shall make repairs as specified by the associated repair category designator ("A," "B," "C," or "D")
and the operator's MEL management system. In the event that more items are installed then those that
are required for normal operation, the "C" repair category may be used. For example, if one altitude
alerting system is required and the associated repair category is "B," but there are two such systems
installed, failure of the first system could be deferred as specified for a "C" category item (10 days).
Failure of the remaining system would limit at least one system to the repair category for the "B"
category item (3 days). See the definitions section of the MMEL for an explanation of repair
categories.
11. PROGRAM TRACKING AND REPORTING SUBSYSTEM (PTRS) INPUT.
Operations inspectors should use the DGCA MMEL Tracking System (TBD) to record each MEL
revision. The inspector keeping the record open until the revision is approved shall document the
revision process in the DGCA MMEL Tracking System (TBD).
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DIVISION V
CONFIGURATION DEVIATION LISTS
1. GENERAL.
This section contains information for operators concerning the development and approval processes of
configuration deviation lists (CDL). Aircraft certificated under the provisions of an Authority may be
approved for operations with missing secondary airframe and engine parts. Approval for operating
with these parts missing would be authorized by the appropriate aircraft directorate, under an
amendment to the type certificate. Evaluation and approval of CDLs are functions of an Authority’s
aircraft certification office (ACO).
2. DEVELOPMENT AND APPROVAL OF A CDL.
An aircraft manufacturer develops a proposed CDL for a specific aircraft type. The proposed CDL is
submitted to the responsible ACO for approval by engineering specialists. The ACO will then
coordinate with the appropriate aircraft evaluation group (AEG) to resolve any problems and
discrepancies prior to approving the CDL. For United States (U.S.) certificated airplanes, the CDL,
once approved, is incorporated into the limitations section of the airplane flight manual (AFM) as an
appendix. For manufacturers outside the U.S., the CDL may be a stand alone document and part of
the Structure Repair Manual, or another manufacturer's document. Some operators may choose to
attach a copy of the CDL to their MEL for easy and ready reference by flightcrews.
3. USE OF THE CDL.
Operators shall follow the CDL limitations when operating with a configuration deviation. Operators
are required to observe the following:
(a) the limitations in the CDL when operating with certain equipment missing (except as
noted in the appendix to the approved flight manual)
(b) the flight operations, restrictions, or limitations that are associated with each missing
airframe and engine part
(c) any placard(s) required by the CDL describing associated limitations, which must be
affixed in the cockpit in clear view of the pilot in command (PIC) and other
appropriate crewmembers
4. OPERATIONAL CONTROL.
The DGCA shall ensure that the operator has developed appropriate procedures for the PIC and, if
appropriate, procedures for notifying dispatch of the CDL missing parts by an appropriate notation in
the aircraft logbook or other acceptable means.
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Lars Part Vi Subpart 5 Aircraft Requirements Standards - Rev. 5-Oct. 2017

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REPUBLIC OF LEBANON

MINISTRY OF PUBLIC WORKS AND

GENERAL OPERATING AND FLIGHT RULES STANDARDS

General Procedures …………………………………………………………….. 1

Out of Phase Task Listings 1

1. Pursuant to Section 575 ………………………………………………………... 1

Division II – Master Minimum Equipment Lists (MMEL) Development and

Division III – MEL Approval Process

Division IV – MEL Use in Service

4. Availability of MEL for Flight Crewmembers ………………………………….. 22

Division V – Configuration Deviation Lists

GENERAL OPERATING AND FLIGHT RULES STANDARDS

Subpart 5 – Aircraft Requirements

s605.01 to s605.04 Reserved

s605.05 Markings and Placards

s605.07 Minimum Equipment List

Minimum Equipment Lists (MELs) provide an additional measure of

Configuration Deviation Lists (CDLs) may be regarded as the

s605.09 Unserviceable Equipment - Aircraft with a Minimum Equipment List

s605.10 Unserviceable Equipment - Aircraft without a Minimum Equipment List

Although the responsibility for deciding whether an aircraft may be

Defects (e.g. buckling, cracks, extensive corrosion) of the skin or

In the case of an airplane or helicopter not operated pursuant to Part

In the case of an aircraft operated pursuant to LAR 604, specific

In the case of an airplane or helicopter operated pursuant to Part IV,

Such systems provide a greater degree of confidence that the

The complexity of a system used to control the deferral of repairs to

s605.11 to s605.15 Reserved

s605.16 Power-driven Aircraft - Night VFR

s605.17 to s605.32 Reserved

s605.33 Flight Data Recorders and Cockpit Voice Recorders

For the purposes of this Section, the following definitions apply:

Flight Data Recorders (FDRs)

Cockpit Voice Recorders (CVRs)

s605.34 to s605.35 Reserved

s605.36 Altitude Alerting System or Device

s605.37 to s605.40 Reserved

s605.41 Standby Attitude Indicator

(1) Pursuant to LARs 605.41, the standby attitude indicator shall:

s605.42 to s605.83 Reserved

s605.84 Aircraft Maintenance - General

Airworthiness Limitations are those requirements that result when the

Airworthiness Limitations may be in the form of:

s605.85 Maintenance Release and Elementary Work

Elementary work does not require a maintenance release to be

Appendix A of these standards lists the tasks and conditions

s605.86 Maintenance Schedule

Part I of the LARs defines "Owner" as the person who has

Information Notes: Part I of Appendix B of these standards applies to small piston

Part II of Appendix B of these standards applies to balloons

Information Notes: Part I of Appendix B of these standards applies only to small

Part II of Appendix B of these standards applies to balloons

4. Shift and task handover

Advisory or Regulatory Material:

7. Planning of tasks, equipment and spare parts

8. Signing off tasks not seen or checked

9. Competence in Human Factors

• Holders of posts, such as managers or supervisors;

s605.87 Transfer of Aeronautical Products Between Maintenance Schedules

s605.88 Inspections after Abnormal Occurrences

s605.89 to s605.92 Reserved

s605.93 Technical Records - General

Information Note: Computer systems used to control maintenance and/or record

s605.94 to s605.95 Reserved