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An article from a research study we did on MMEL/MELs, which may be of interest to the Air Ops community:

Development of the Minimum Equipment List: Current Practice and the Need for Standardisation

Full text available at: https://www.mdpi.com/2226-4310/7/1/7/htm

Abstract: As part of the airworthiness requirements, an aircraft cannot be dispatched with an inoperative equipment or system unless this is allowed by the Minimum Equipment List (MEL) under any applicable conditions. Commonly, the MEL mirrors the Master MEL (MMEL), which is developed by the manufacturer and approved by the regulator. However, the increasing complexity of aircraft systems and the diversity of operational requirements, environmental conditions, fleet configuration, etc. necessitates a tailored approach to developing the MEL.

While it is the responsibility of every aircraft operator to ensure the airworthiness of their aircraft, regulators are also required to publish guidelines to help operators develop their MELs. Currently, there is no approved standard to develop a MEL, and this poses a challenge to both aviation regulators and aircraft operators.

This paper reviews current MEL literature, standards and processes as well as MEL related accidents/incidents to offer an overview of the present state of the MEL development and use and reinstate the need for a systematic approach. Furthermore, this paper exposes the paucity of MEL related literature and the ambiguity in MEL regulations. In addition, it was found that inadequate training and guidance on the development and use of MEL as well as lack of prior experience in airworthiness topics can lead to mismanagement and misapplication of the MEL. Considering the challenges outlined above, this study proposes the combination of system engineering and socio-technical system approaches for the development of a MEL.

The following article offers valuable insights from the GA sector in Australia. This is from a research study I conducted with a colleague. The findings can be useful more broadly, thus I wish to bring this to the attention of the EASA GA community:

Winging It: Key Issues and Perceptions around Regulation and Practice of Aircraft Maintenance in Australian General Aviation
Link to the full text: https://www.mdpi.com/2226-4310/7/6/84/htm

Abstract:
The very diverse character of General Aviation (GA) within Australia poses challenges for its effective management of risk and safety in the sector. Improvements for human performance and perceptions of safety within the maintenance environment are among the areas which regulators have targeted for continuous improvement.

This paper provides a timely empirical exploration of maintenance engineer perspectives around:
(1) Changes in the role of the regulator/regulation that have impacted the sector and diminished safe operations; and
(2) specific practical and operational challenges that the GA industry must deal with to sustain safe operations going forward.

A thematic analysis of transcribed qualitative data revealed five key themes and identified a number of key issues from sector changes including a decline in training and education, drift in working practices, and wider power-distance gap. Issues with auditing and bureaucratization, negative safety climate, and underlying values and philosophies were also found. Practical and operational challenges going forward included an array of concerns associated with safety, the mismatch between GA and commercial aviation, workforce development and the financial burden in the sector.

The results draw attention to the interconnectedness between various components of the GA system, and carry timely implications for regulation in the GA sector. Future research directions are discussed.

Check out the new Wellbeing Resource Hub on the Page here:

https://www.easa.europa.eu/community/content/wellbeing

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EU US BASA agreement
On the 19th of November this agreement was signed. It makes clear under which conditions you can transfer a FAA licence to the EU licence incl. the privileges and vice versa. It was not immediately clear if you can now fly a "N" registered aircraft with a EU licence in the EU.. I assume you can not. Is this assumption correct? Leaving aside flying a "N" registered aircraft with an EU licence in your own country.