On Thu, 19 Aug 2004 12:33:12 -0700, "Jay Beckman"
wrote:

snip

We use a MEL for the C172SP I rent to train in. Part 141 School.

Doesn't surprise me in the least. But "most" FBO's that rent aircraft
aren't going to bother to jump through the hoops needed to write their
own MEL and get it approved/LOA issued.

The Federales are usually easier to get along with when you start out
with an approved Master Minimum Equipment List, and modify it to suit
your particular airplane(s). Again, if a MMEL exists for a 172 I am
not aware of it.

If the rental 172 in question does have an MEL/LOA, then what you can
do as a pilot (in regard to the busted landing light) should be
spelled out specifically in the O & M portion of the MEL. Some common
items can be placarded by the pilot, others need to be
disabled/placarded by a technician, it all depends on how it is
written.

Here's an example out of the Pt 91 MMEL for an Aztec (which might
look sorta familiar to you):

¦ 3. Landing Light C ¦ 1 ¦ 0 ¦ May be inoperative for day
operations. ¦

The "C" is irrelevant in a Pt 91 MEL, but under 121 and 135, it means
the light must be repaired within 10 days of being entered into the
maintenance record (excluding the day it was entered).

The "1" is the number of landing lights installed, and the "0" is the
number needed to dispatch the aircraft.

"O" indicates that an "operations" (pilot/operator) procedure is
called for, instead of an "M', which would indicate a "maintenance"
(technician) procedure is needed.

"May be inoperative..." is the remark section that shows any limits
placed on the aircraft operation with the listed item failed.

The corresponding O & M line item would probably confirm that night
operations are forbidden, and instruct that the switch be placarded
"INOP".

YMELMV;

TC