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1.13.1.3 Annex 6, Part I, 6.1.3 and Part III, Section II, 4.1.3 requires that the operator include in the operations manual a MEL, which specifies for a given model of aircraft the minimum operable equipment required, taking into account operating rules for the existing operational conditions, for the commencement and continuance of flight.
1.13.1.4  Annex 6, Part I, Attachment G and Part III, Section, II, Attachment E contain guidance on the MEL which should be developed from the master minimum equipment list (MMEL) which should have been developed by the organization responsible for the type design in cooperation with the operators of the aircraft and the CAA at the time the aircraft first enters service. 
1.13.1.5 The AFM, the MMEL and the CDL are described in Chapter 1.8 of the Part III of this manual.
1.13.2  Operator minimum equipment list
1.13.2.1  Operators engaged in commercial air transportation must be required to produce their own MELs which are then approved by the CAA for incorporation in their operating manuals for the use and guidance of flight and ground operations personnel. The MEL should be tailored to the individual operator’s routes and procedures, within the constraints imposed by the MMEL, meaning that the operator's approved MEL should be based upon, but not less restrictive than the relevant MMEL. The current MMEL for a given aircraft may normally be obtained from the organization responsible for the type design of the aircraft or from the CAA of the State of Design. The MMEL is not normally part of the required aircraft documentation and it is frequently necessary for an operator utilizing aircraft manufactured in another State to request a copy of the current MMEL and amendments as they occur, in order to develop and maintain an MEL for approval by his State CAA.
1.13.2.2  In developing an MEL, the philosophy should be to authorize flights with inoperative equipment only when the inoperative equipment does not render the aircraft unairworthy for the particular flight. Limitations, procedures and substitutions may be used to provide conditions under which the inoperative equipment will not make the operation unsafe or the aircraft unairworthy. It should be emphasized that the operator will need to exercise close operational control over the use of the MEL by all concerned. The MEL is intended to establish limits for the continued operation of the aircraft with MEL items inoperative. In the case of inoperative MEL items, the operator must make repairs and/or replacement within the timeframe prescribed in the MEL.
1.13.2.3  CAA regulations must require that the MEL be carried on board as part of the operations manual (it may be a separate volume). The manual must contain en-route flight, navigation and communications procedures for the continuance of flight if any item of equipment required for the operation becomes unserviceable en route. If dispatch with unserviceable equipment is allowed, the manual must also cover these requirements and procedures.
1.13.2.4  For an inoperative item in the MEL, which would require an operational and/or maintenance procedure to ensure the required level of safety, the operator should develop the necessary operational/maintenance procedures based upon, but not less restrictive than those contained in the MEL. Those procedures should provide clear direction to the crewmembers and maintenance personnel of the action to be taken, including procedures necessary for securing those inoperative items. Alternatively, if the necessary procedure is contained in another document, e.g., other part of the operations manual (for operational procedures) or the maintenance control manual (for maintenance procedures), the MEL may refer to a section of this appropriate document.
1.13.3  Configuration deviation list (CDL)
1.13.3.1  Operators generally use the CDL which is associated to the AFM. In any case, they should use an approved CDL not less restrictive than the one in the AFM.
　
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