CONTINUING AIRWORTHINESS REQUIREMENTS CAR -M(93)

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(2) Instructions for use
(This paragraph should provide instructions for using the aircraft technical log and/or continuing airworthiness record system. It should insist on the respective responsibilities of the maintenance personnel and operating crew. Samples of the technical log and/or continuing airworthiness record system should be included in Part 5 "Appendices" in order to provide enough detailed instructions.)
(3) Aircraft technical log approval (For commercial air transport)
(This paragraph should explain who is responsible for submitting the aircraft technical log any subsequent amendment to the DGCA for approval and what is the procedure to be followed)
b) M.E.L. application
(Although the MEL is a document that is normally not controlled by the continuing airworthiness management system, and that the decision of whether accepting or not a MEL tolerance normally remains the responsibility of the operating crew, this paragraph should explain in sufficient detail the MEL application procedure, because the MEL is a tool that the personnel involved in maintenance have to be familiar with in order to ensure proper and efficient communication with the crew in case of a defect rectification to be deferred.)
(This paragraph does not apply to those types of aircraft that do not have an MEL or are not used for commercial air transport and that are not required to have one.)
(1)
 General

(2)
 MEL categories

(This paragraph should explain broadly what a MEL document is. The information could be extracted from the aircraft flight manual.)
(Where an owner/operator uses a classification system placing a time constraint on the
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rectification of such defect, it should be explained here what are the general principles of such a system. It is essential for the personnel involved in maintenance to be familiar with it 
for the management of MEL's deferred defect rectification.)
(3) Application
(This paragraph should explain how the maintenance personnel identify a MEL limitation to the crew. This should refer to the technical log procedures)
(4) Acceptance by the crew (For commercial air transport)
(This paragraph should explain how the crew notifies his acceptance or non acceptance of the MEL deferment in the technical log)
(5) Management of the MEL time limits
(After a technical limitation is accepted by the crew, the defect must be rectified within the time limit specified in the MEL. There should be a system to ensure that the defect will actually be corrected before that limit. This system could be the aircraft technical log for those [small] operators that use it as a planning document, or a specific follow-up system, in other cases, where control of the maintenance time limit is ensured by another means such as data processed planning systems.)
(6) MEL Time Limitation Overrun
(The DGCA may grant the owner/operator to overrun MEL time limitation under specified conditions. Where applicable this paragraph should describe the specific duties and responsibilities for controlling these extensions.)

1.2 Aircraft maintenance programmes - development and amendment
a) General
(This introductory paragraph should remind that the purpose of a maintenance programme is to provide maintenance planning instructions necessary for the safe operation of the aircraft.)
b) Content
(This paragraph should explain what is [are] the format[s] of the company's aircraft maintenance programme[s]. Appendix I to AMC M.A.302 (a) and M.B.301 (d) should be used as a guideline to develop this paragraph.)
c) Development
(1) Sources
(This paragraph should explain what are the sources [MRB, MPD, Maintenance Manual, etc.] used for the development of an aircraft maintenance programme.)
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(2) Responsibilities
　
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