1900d - master minimum equipment list

Revision: 5 Date: 02/07/2006 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION WASHINGTON, D.C. MASTER MINIMUM EQUIPMENT LIST BE-1900D Federal Aviation Administration Aircraft Evaluation Group DOT Building, Room 332 901 Locust Street Kansas City, MO 64106-2641 Telephone: (816)-329-3233 FAX: (816)-329-3241

DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST

FEDERAL AVIATION ADMINISTRATION AIRCRAFT:

BE-1900D REVISION NO. 5 DATE: 02/07/2006

PAGE NO. I

TABLE OF CONTENTS SYSTEM NO. SYSTEM PAGE NO.

-- Table of Contents I -- Log of Revisions II, III, IV -- Control Page V, VI, VII -- Highlights of Change VIII -- Definitions IX, X, XI, XII -- Definitions XIII, XIV -- Preamble XV, XVI -- Guidelines for (O) & (M) Procedures XVII, XVIII XIX, -- Guidelines for (O) & (M) Procedures XX, XXI, -- Guidelines for (O) & (M) Procedures XXII, XXIII 21 Air Conditioning 21-1, 2, 3, 4, 5 22 Auto Flight 22-1 23 Communications 23-1, 2, 3, 4 24 Electrical Power 24-1, 2 25 Equipment/Furnishings 25-1, 2, 3, 4, 5 25 Equipment/Furnishings 25-6 26 Fire Protection 26-1, 2 27 Flight Controls 27-1, 2 28 Fuel 28-1, 2, 3, 4, 5 30 Ice and Rain Protection 30-1, 2, 3, 4 31 Indicating/Recording Systems 31-1, 2, 3, 4 32 Landing Gear 32-1, 2 33 Lights 33-1, 2, 3 34 Navigation 34-1, 2, 3, 4, 5 34 Navigation 34-6 THRU 10 35 Oxygen 35-1 37 Vacuum/Pressure 37-1, 2 38 Water/Waste 38-1 52 Doors 52-1 56 Windows 56-1 61 Propellers 61-1 73 Engine Fuel & Control 73-1 74 Ignition 74-1 77 Engine Indicating 77-1



BE-1900D REVISION: 5 DATE: 02/07/2006

PAGE NO: II

Log of Revisions Rev No. Date Page Numbers Initials

0a 02/14/1992 HIGHLIGHTS OF REV. 0a 02/14/1992 23-2 0b 04/30/1992 HIGHLIGHTS OF REV.,GUIDELINES 0b 04/30/1992 28-2 0c 07/23/1993 HIGHLIGHTS OF REV.,DEFINITIONS 0c 07/23/1993 GUIDELINES 0c 07/23/1993 21-1,21-2,21-3,22-1,23-1 0c 07/23/1993 23-2,24-1,24-2,25-1,25-2 0c 07/23/1993 26-1,27-1,27-2,28-1,28-2 0c 07/23/1993 30-1,30-2,30-3,30-4,31-1 0c 07/23/1993 32-1,33-1,33-2,33-3,34-1 0c 07/23/1993 34-2,34-3,34-4,35-1,37-1 0c 07/23/1993 52-1,61-1 0d 12/15/1993 HIGHLIGHTS OF REV.,GUIDELINES 0d 12/15/1993 21-1,21-2,21-3,23-1,23-2 0d 12/15/1993 24-1,28-1,31-1,33-1,33-2 0d 12/15/1993 33-3,34-4,52-1 0e 05/24/1994 HIGHLIGHTS OF REV.,GUIDELINES 0f 10/28/1994 HIGHLIGHTS OF REV.,GUIDELINES 0f 10/28/1994 30-1,30-2,30-3,30-4 0g 12/08/1995 HIGHLIGHTS OF REV.,DEFINITIONS 0g 12/08/1995 GUIDELINES 0g 12/08/1995 34-3,34-4,52-1 0h 02/15/1996 HIGHLIGHTS OF REV.,DEFINITIONS 0h 02/15/1996 GUIDELINES 0h 02/15/1996 23-2,23-3,30-1,30-2,30-3 0h 02/15/1996 30-4,77-1 0i 03/18/1997 HIGHLIGHTS OF REV.,DEFINITIONS 0i 03/18/1997 25-1,25-2,26-1,32-2,33-1 0i 03/18/1997 34-1,34-2,34-3,34-4 0j 06/09/1997 HIGHLIGHTS OF REV.,DEFINITIONS 0j 06/09/1997 23-1,28-2,33-2,33-3,34-2 1 11/03/1998 HIGHLIGHTS OF REV.,DEFINITIONS 1 11/03/1998 GUIDELINES 1 11/03/1998 21-1,21-2,21-3,22-1,23-1 1 11/03/1998 23-2,23-3,24-1,24-2,25-1 1 11/03/1998 25-2,25-3,26-1,27-1,27-2 1 11/03/1998 28-1,28-2,28-3,28-4,30-1 1 11/03/1998 30-2,30-3,31-1,31-2,32-1 1 11/03/1998 32-2,33-1,33-2,33-3,34-1 1 11/03/1998 34-2,34-3,34-4,34-5,35-1 1 11/03/1998 37-1,52-1,56-1,61-1,74-1 1 11/03/1998 77-1




PAGE NO: III


2 10/25/1999 HIGHLIGHTS OF REV.,DEFINITIONS 2 10/25/1999 GUIDELINES 2 10/25/1999 21-1,21-2,21-3,22-1,25-1 2 10/25/1999 25-2,25-3,25-4,27-1,28-3 2 10/25/1999 31-1,31-2,33-1,33-2,33-3 2 10/25/1999 34-1,34-2,34-3,34-4,34-5 2 10/25/1999 34-6,56-1,61-1,74-1 3 04/11/2000 HIGHLIGHTS OF REV.,DEFINITIONS 3 04/11/2000 PREAMBLE,GUIDELINES 3 04/11/2000 22-1,56-1 3a 09/18/2001 HIGHLIGHTS OF REV.,DEFINITIONS 3a 09/18/2001 GUIDELINES 3a 09/18/2001 21-1,21-2,21-3,21-4,21-5 3b 02/15/2002 HIGHLIGHTS OF REV.,DEFINITIONS 3b 02/15/2002 GUIDELINES 3b 02/15/2002 21-1,21-2,21-3,21-4,21-5 3b 02/15/2002 34-1,34-2,34-3,34-4,34-5 3b 02/15/2002 34-6,34-7 4 07/30/2002 HIGHLIGHTS OF REV.,DEFINITIONS 4 07/30/2002 GUIDELINES 4 07/30/2002 21-1,21-2,21-3,21-4,21-5 4 07/30/2002 22-1,23-1,23-2,23-3,23-4 4 07/30/2002 24-1,24-2,25-1,25-2,25-3 4 07/30/2002 25-4,25-5,25-6,26-1,26-2 4 07/30/2002 27-1,27-2,28-1,28-2,28-3 4 07/30/2002 28-4,28-5,30-1,30-2,30-3 4 07/30/2002 30-4,31-1,31-2,31-3,31-4 4 07/30/2002 32-1,32-2,33-1,33-2,33-3 4 07/30/2002 34-1,34-2,34-3,34-4,34-5 4 07/30/2002 34-6,34-7,34-8,34-9,34-10 4 07/30/2002 35-1,37-1,37-2,38-1,52-1 4 07/30/2002 56-1,61-1,73-1,74-1,77-1 4a 10/04/2004 HIGHLIGHTS OF REV.,DEFINITIONS 4a 10/04/2004 GUIDELINES 4a 10/04/2004 22-1,25-1,25-2,25-3,25-4 4a 10/04/2004 25-5,25-6,26-1,26-2,27-1 4a 10/04/2004 27-2,28-1,28-2,28-3,28-4 4a 10/04/2004 28-5,30-1,30-2,30-3,30-4 4a 10/04/2004 31-1,31-2,31-3,31-4,33-1 4a 10/04/2004 33-2,33-3,34-1,34-2,34-3 4a 10/04/2004 34-4,34-5,34-6,34-7,34-8 4a 10/04/2004 34-9,34-10,37-1,37-2,38-1 4a 10/04/2004 52-1,56-1,73-1,74-1




PAGE NO: IV


4b 12/14/2004 HIGHLIGHTS OF REV.,DEFINITIONS 4b 12/14/2004 27-2 5 02/07/2006 Log of Revisions 5 02/07/2006 Control 02/07/2006 Highlights of Change 5 07/05/2005 Definitions 5 02/07/2006 Guidelines for (O) & (M) Procedures 5 02/07/2006 21-1, 21-2, 21-3, 21-4, 21-5, 22-1, 23-1, 23-2,

23-3, 23-4, 24-1, 24-2, 25-1, 25-2, 25-3, 25-4, 25-5, 25-6, 26-1, 26-2, 27-1, 27-2, 28-1, 28-2, 28-3, 28-4, 28-5, 30-1, 30-2, 30-3, 30-4, 31-1, 31-2, 31-3, 31-4, 32-1, 32-2, 33-1, 33-2, 33-3, 34-1, 34-2, 34-3, 34-4, 34-5, 34-6, 34-7, 34-8, 34-9, 34-10, 34-11, 34-12, 35-1, 37-1, 37-2, 38-1, 52-1, 59-1, 61-1, 73-1, 74-1, 77-1.




PAGE NO: V

Control Page System Page No. Rev. No. Current Date

Cover Page - 5 02/07/2006 Table of Contents I 5 02/07/2006 Log of Revisions II 5 02/07/2006 III 5 02/07/2006 IV 5 02/07/2006 Control Page V 5 02/07/2006 VI 5 02/07/2006 VII 5 02/07/2006 Highlights of Change VIII 5 02/07/2006 VIIIa 5 02/07/2006 Definitions IX 9 07/05/2005 X 9 07/05/2005 XI 9 07/05/2005 XII 9 07/05/2005 XIII 9 07/05/2005 XIV 9 07/05/2005 XV 9 07/05/2005 Preamble XVI 2 06/14/1989 XVII 2 06/14/1989 Guidelines for (O) & (M) Procedures XVIII 5 02/07/2006 XIX 5 02/07/2006 XX 5 02/07/2006 XXI 5 02/07/2006 XXII 5 02/07/2006 XXIII 5 02/07/2006 XXIV 5 02/07/2006 21 21-1 5 02/07/2006 21-2 5 02/07/2006 21-3 5 02/07/2006 21-4 5 02/07/2006 21-5 5 02/07/2006 22 22-1 5 02/07/2006 23 23-1 5 02/07/2006 23-2 5 02/07/2006 23-3 5 02/07/2006 23-4 5 02/07/2006 24 24-1 5 02/07/2006 24-2 5 02/07/2006 25 25-1 5 02/07/2006




PAGE NO: VI


25-2 5 02/07/2006 25-3 5 02/07/2006 25-4 5 02/07/2006 25-5 5 02/07/2006 25-6 5 02/07/2006 26 26-1 5 02/07/2006 26-2 5 02/07/2006 27 27-1 5 02/07/2006 27-2 5 02/07/2006 28 28-1 5 02/07/2006 28-2 5 02/07/2006 28-3 5 02/07/2006 28-4 5 02/07/2006 28-5 5 02/07/2006 30 30-1 5 02/07/2006 30-2 5 02/07/2006 30-3 5 02/07/2006 30-4 5 02/07/2006 31 31-1 5 02/07/2006 31-2 5 02/07/2006 31-3 5 02/07/2006 31-4 5 02/07/2006 32 32-1 5 02/07/2006 32-2 5 02/07/2006 33 33-1 5 02/07/2006 33-2 5 02/07/2006 33-3 5 02/07/2006 34 34-1 5 02/07/2006 34-2 5 02/07/2006 34-3 5 02/07/2006 34-4 5 02/07/2006 34-5 5 02/07/2006 34-6 5 02/07/2006 34-7 5 02/07/2006 34-8 5 02/07/2006 34-9 5 02/07/2006 34-10 5 02/07/2006 34-11 5 02/07/2006 34-12 5 02/07/2006 35 35-1 5 02/07/2006 37 37-1 5 02/07/2006 37-2 5 02/07/2006




PAGE NO: VII


38 38-1 5 02/07/2006 52 52-1 5 02/07/2006 56 56-1 5 02/07/2006 61 61-1 5 02/07/2006 73 73-1 5 02/07/2006 74 74-1 5 02/07/2006 77 77-1 5 02/07/2006




PAGE NO. VIII

HIGHLIGHTS OF CHANGE

All Pages All pages updated for change in header and format to Word tables. Definitions Update to Revision 9 to comply with PL-25, GC-131. 21-4, 5, 17 Add (O) procedure to extinguish or mask illuminated annunciator. 21-9 Add “NOTE:” nomenclature to remarks. 21-9-1 Add alternate relief for Maximum Pressure Differential Function. 21-11,15 Change “ATA” to “Item”. 22-1 Changed Autopilot System to comply with PL-101, GC-103. 22-1-1 Add relief for Autopilot Disconnect in compliance with PL-93. 22-2 Corrected “(M)” nomenclature to correlate to Guidelines for (O) & (M). 23-6-3 Add CVR relief for “other than certificated operator” in compliance with

PL-29, GC-128. 23-12 Update HF relief to comply with PL-106, GC-120. 24-9 Editorial change to clarify “affected” component. 25-1 Change Passenger Seat repair category to comply with PL-79, GC-134. 25-1-3 Add relief for Armrest in compliance with PL-79, GC-134 25-2 Combined ELT Remote Switch with ELT system for clarity due to

system dependence, add “System” to System Sequence & Number. 25-3 DELETED Combined with 25-2 25-4 Update Passenger Convenience Items / Non-Essential Equipment &

Furnishing to current PL-116, GC-138. 25-12 Changed “Cockpit Doors” to “Flightdeck Doors” and added relief for

Security Doors/Barriers with Locking Mechanisms. 27-1 DELETED duplicate relief for Flap Position Indicator. 27-4 Change “No” to “Without” to standardize language. 27-5 Changed “ATA” to “Item”. 28-7 Add “system” to remark c) for clarity and standardization. 28-7-1 Add f) and g) to remarks for “0(zero) required for dispatch” set to

correct oversight.




PAGE NO. VIIIa

HIGHLIGHTS OF CHANGE

30-2 Changed “below 5 degrees” to “at or below +5 degrees” per AFM. 30-4-1 Changed verbiage to agree with “number installed/number required. 30-4-2 Add “Affected” to second set for clarification. 30-6-1 Add relief for Park Mode of Windshield Wipers. 30-6-2 Add relief for Slow Mode of Windshield Wipers. 30-10 Changed “ATA” to “Item”. 31-3 Updated FDR relief to comply with PL-87, GC-125. 31-11 Removed Remark and add “***” to comply with PL-31. 32-1, 2, 3, 4 Update nose wheel steering relief to comply with PL-114, GC-122. 33-2-4 Add relief for Compass Control Unit back lighting. 33-4 Changed “ATA” to “Item”. 33-12 Change relief for Wing Ice Lights to comply with PL-72, GC-54. 34-2-3 Relocated Windshear Detection and Avoidance System (Predictive) to

be a subset of Weather Radar from 34-23 to comply with PL-67,GC-88. 34-6 Change category for ATC Transponders and add relief to comply with

PL-76, TC-133. 34-8 Changed “ATA” to “Item”. 34-19 Add relief for TAWS / GPWS to comply PL-54. 34-22 Relocated to 34-19 TAWS subset to comply with PL-67,GC-88 & PL-54 34-23 Relocate to 34-2-3 as subset of Weather Radar IAW PL-67, GC-88 35-3 Removed “19” number installed because some aircraft have 21

passenger oxygen masks installed, replaced with “-“. 52-5 Add “damaged” to remarks for Airstair Door Cable Coverings and

proviso to remarks. 52-7 Add relief for Cabin/Cargo Door Seals 77-1 Add relief for Decimal Point on Digital Tachometer Display.



BE-1900D REVISION: 9 DATE:07/05/2005

PAGE NO: IX

DEFINITIONS

1. System Definitions. System numbers are based on the Air Transport Association (ATA) Specification Number 100 and items are numbered sequentially. a. "Item" (Column 1) means the equipment, system, component, or function listed in the "Item" column. b. "Number Installed" (Column 2) is the number (quantity) of items normally installed in the aircraft. This number represents the aircraft configuration considered in developing this MMEL. Should the number be a variable (e.g., passenger cabin items) a number is not required. c. "Number Required for Dispatch" (Column 3) is the minimum number (quantity) of items required for operation provided the conditions specified in Column 4 are met. NOTE: Where the MMEL shows a variable number required for dispatch, the MEL must reflect the actual number required for dispatch or an alternate means of configuration control approved by the Administrator. d. "Remarks or Exceptions" (Column 4) in this column includes a statement either prohibiting or permitting operation with a specific number of limitations) for such operation, and appropriate notes. e. A vertical bar (change bar) in the margin indicates a change, addition or deletion in the adjacent text for the current revision of that page only. The change bar is dropped at the next revision of that page. 2. "Airplane/Rotorcraft Flight Manual" (AFM/RFM) is the document required for type certification and approved by the responsible FAA Aircraft Certification Office. The FAA approved AFM/RFM for the specific aircraft is listed on the applicable Type Certificate Data Sheet. 3. "As required by FAR" means that the listed item is subject to certain provisions (restrictive or permissive) expressed in the Federal Aviation Regulations operating rules. The number of items required by the FAR must be operative. When the listed item is not required by FAR it may be inoperative for time specified by repair category. 4. Each inoperative item must be placarded to inform and remind the crewmembers and maintenance personnel of the equipment condition. NOTE: To the extent practical, placards should be located adjacent to the control or indicator for the item affected; however, unless otherwise specified, placard wording and location will be determined by the operator.




PAGE NO: X

DEFINITIONS

5."-" symbol in Column 2 and/or Column 3 indicates a variable number (quantity) of the item installed. 6. "Deleted" in the remarks column after a sequence item indicates that the item was previously listed but is now required to be operative if installed in the aircraft. 7."ER" refers to extended range operations of a two-engine airplane which has a type design approval for ER operations and complies with the provisions of Advisory Circular 120-42A. 8. "Federal Aviation Regulations" (FAR) means the applicable portions of the Federal Aviation Act and Federal Aviation Regulations. 9. "Flight Day" means a 24 hour period (from midnight to midnight) either Universal Coordinated Time (UCT) or local time, as established by the operator, during which at least one flight is initiated for the affected aircraft. 10. "Icing Conditions" means an atmospheric environment that may cause ice to form on the aircraft or in the engine(s). 11. Alphabetical symbol in Column 4 indicates a proviso (condition or limitation) that must be complied with for operation with the listed item inoperative. 12. ”Inoperative" means a system and/or component malfunction to the extent that it does not accomplish its intended purpose and/or is not consistently functioning normally within its approved operating limit(s) or tolerance(s). 13 .”Notes:" in Column 4 provides additional information for crewmember or maintenance consideration. Notes are used to identify applicable material which is intended to assist with compliance, but do not relieve the operator of the responsibility for compliance with all applicable requirements. Notes are not a part of the provisos. 14. Inoperative components of an inoperative system: Inoperative items which are components of a system which is inoperative are usually considered components directly associated with and having no other function than to support that system. (Warning/caution systems associated with the inoperative system must be operative unless relief is specifically authorized per the MMEL).




PAGE NO: XI

DEFINITIONS

15."(M)" symbol indicates a requirement for a specific maintenance procedure which must 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 should 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. 16."(O)" symbol indicates a requirement for a specific operations procedure which must be accomplished in planning for and/or operating with the listed item inoperative. Normally these procedures are accomplished by the flight crew; 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. NOTE: The (M) and (O) symbols are required in the operator's MEL unless otherwise authorized by the Administrator. 17. "Deactivated" and "Secured" means that the specified component must be put into an acceptable condition for safe flight. An acceptable method of securing or deactivating will be established by the operator. 18. "Visual Flight Rules" (VFR) is as defined in FAR Part 91. This precludes a pilot from filing an Instrument Flight Rules (IFR) flight plan. 19. "Visual Meteorological Conditions" (VMC) means the atmospheric environment is such that would allow a flight to proceed under the visual flight rules applicable to the flight. This does not preclude operating under Instrument Flight Rules. 20. "Visible Moisture" means an atmospheric environment containing water in any form that can be seen in natural or artificial light; for example, clouds, fog, rain, sleet, hail, or snow. 21. "Passenger Convenience Items" means those items related to passenger convenience, comfort or entertainment such as, but not limited to, galley equipment, movie equipment, ash trays, stereo equipment, overhead reading lamps, etc.




PAGE NO: XII

DEFINITIONS

22. Repair Intervals: All users of an MEL approved under FAR 121, 125, 129 and 135 must effect repairs of inoperative systems or components, deferred in accordance with the MEL, at or prior to the repair times established by the following letter designators: Category A. Items in this category shall be repaired within the time interval specified in the remarks column of the operator's approved MEL. Category B. Items in this category shall be repaired within three (3) consecutive calendar days (72 hours), excluding the day the malfunction was recorded in the aircraft maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the three day interval would begin at midnight the 26th and end at midnight the 29th. Category C. Items in this category shall be repaired within ten (10) consecutive calendar days (240 hours), excluding the day the malfunction was recorded in the aircraft maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the 10 day interval would begin at midnight the 26th and end at midnight February 5th. Category D. Items in this category shall be repaired within one hundred and twenty (120) consecutive calendar days (2880 hours), excluding the day the malfunction was recorded in the aircraft maintenance log and/or record. The letter designators are inserted adjacent to Column 2. 23. Electronic fault alerting system – General New generation aircraft display system fault indications to the flight crew by use of computerized display systems. Each aircraft manufacturer has incorporated individual design philosophies in determining the data that would be represented. The following are customized definitions (specific to each manufacturer) to help determine the level of messages affecting the aircraft's dispatch status .When preparing the MEL document, operators are to select the proper Definition No. 23 for their aircraft, if appropriate. a. BOEING(B-757/767, B-747-400, B-777) Boeing airplanes equipped with Engine Indicating and Crew Alerting Systems (EICAS), provide different priority levels of system messages (WARNING, CAUTION, ADVISORY, STATUS and MAINTENANCE).Any messages that affects airplane dispatch status will be displayed at a STATUS message level or higher. The absence of an EICAS STATUS or higher level (WARNING, CAUTION, ADVISORY) indicates that the system/component is operating within its approved operating limits or tolerances.




PAGE: XIII

DEFINITIONS

System conditions that result only in a maintenance level message, i.e. no correlation with a higher level EICAS message, do not affect dispatch and do not require action other than as addressed within an operator’s standard maintenance program. b. BOEING (B-717, MD-10, MD-11) These aircraft are equipped with an alerting function which is a subsystem within the Electronic Instrument System (EIS).The alerting function provides various levels of system condition alerts (WARNING, CAUTION, ADVISORY, MAINTENANCE and STATUS) Alerts that affect aircraft dispatch will include WARNING, CAUTION, STATUS or MAINTENANCE level. MAINTENANCE alerts are displayed on the status page of the EIS display panel under the maintenance heading. A MAINTENANCE alert on the EIS indicates the presence of a system fault which can be identified by the Central Fault Display System (CFDS) interrogation. The systems are designed to be fault tolerant, however, for any MAINTENANCE alert, the MEL must be verified for dispatch purposes. c. AIRBUS (A-300-600, A-310, A-318/319/320/321, A-330, A-340) Airbus aircraft equipped with Electronic Centralized Aircraft Monitoring (ECAM) provide different levels of system condition messages (WARNING, CAUTION, STATUS, and ADVISORY). A-318/319/320/321, A-330, and A-340 also provide MAINTENANCE status messages. Any message that affects airplane dispatchability will normally be at the WARNING, CAUTION or STATUS level. MAINTENANCE messages (A-318/319/320/321, A-330, and A-340 only) are also indicated on ECAM Status Page below the white Maintenance label. A MAINTENANCE status (Class II) message on ECAM indicates the presence of a system fault which can be identified by CFDS (A-318/319/320/321) or CMS (A-330/A-340) interrogation. The systems are designed to be fault tolerant. For A-318/319/320/321 MAINTENANCE status (Class II) do not affect dispatch but are listed in the MMEL. Dispatch is allowed without specific conditions except for: - BLUE RSVR MAINTENANCE status: If applicable, and - AIR BLEED MAINTENANCE status: As applicable. For the A-330 and A-340, MAINTENANCE status messages do not affect dispatch.




PAGE: XIV

DEFINITIONS

d. FOKKER(FK-100) Fokker aircraft are equipped with Multi Function Display System (MFDS) which provides electronic message referring to the different priority levels of system information (WARNING (red), CAUTION (amber), AWARENESS (cyan) AND STATUS (white).Any messages that affects aircraft dispatch will be at the WARNING, CAUTION or AWARENESS level. In these cases the MEL must be verified for dispatch capability and maintenance may be required. System conditions that only require maintenance are not ¦presented on the flight deck. These maintenance indications/messages may be presented on the Maintenance & Test Panel (MAP) or the Centralized Fault Display Unit (CFDU) and by dedicated Built in Test Evaluation (BITE) of systems. e. CANADAIR (CL-65, CL-604) Canadair aircraft equipped with Engine Indication and Crew Alerting Systems (EICAS) provide four classes of messages (WARNING, CAUTION, ADVISORY, and STATUS). Any message that affects aircraft dispatch will be at the WARNING, CAUTION, or STATUS level. System conditions that only require maintenance are not visible to the flight crew. These maintenance indications/messages are only activated by maintenance personnel using the Maintenance Diagnostics Computer. f. EMBRAER (EMB-135/145, ERJ-170 Series) The EMB-135/145 and ERJ-170/190 are equipped with an Engine Indicating and Crew Alerting System (EICAS) that provides three different message levels: WARNING, CAUTION, and ADVISORY. The ERJ-170/190 Series add STATUS messages. Failures that effect dispatchability are presented to the flight crew at one of these levels. Other failures may be presented only to the maintenance personnel on the Multi Function Display (MFD) maintenance pages or through the download of the Central Maintenance Computer (CMC). System conditions that result only in a maintenance level message, i.e. no correlation with a higher level EICAS message, do not affect dispatch and do not require action other than as addressed within an operator's standard maintenance program g. GULFSTREAM (G-IV, G-V, GV-SP, and GIV-X) Gulfstream airplanes equipped with EICAS provide different priority levels of system messages: WARNING (red), CAUTION (amber), ADVISORY, STATUS and MAINTENANCE (cyan or blue). Any WARNING or CAUTION message affects airplane dispatch status and requires that the Airplane Flight Manual or the MEL be used to determine dispatch capability. STATUS messages which indicate a system failure (e.g., FMS 1 fail) require that the Airplane Flight Manual or the MEL be used to determine dispatch capability. MAINTENANCE messages do not affect airplane dispatch status. They indicate the presence of a system fault which can be identified by Maintenance Data Acquisition Unit (MDAU on the G-V) interrogation, Central Maintenance Computer (CMC on the GV-SP/GIV-X) interrogation or by reference to the Airplane Flight Manual.




PAGE: XV

DEFINITIONS

h. De-HAVILLAND (DASH 8 SERIES 400) Series 400 aircraft are equipped with a Caution/Warning Panel that annunciates all cautions and warnings. Advisory messages are displayed by the Electronic Indication System (EIS) or individual advisory lights supplied in the cockpit. "Class 1 failures" are failures that prevent continued operation of a specific Line Replacement Unit or channel and are annunciated via advisory messages: caution, warning or advisory lights in the flight compartment. Dispatch with such posted failures are to be in accordance with the MMEL. "Class 2 failures" are failures which do not prevent continued system function. These faults will not be annunciated to the flight crew and the absence of the higher level alert (warning, caution, advisory) indicates that the system/component is operating within its approved operating limits or tolerances. Such faults would be evident during maintenance interrogation performed during maintenance activities. Class 2 faults do not affect dispatch and will be listed in the Fault Isolation Manual (FIM). Class 2 faults will be left to the discretion of the operators when these faults are to be rectified. 24. "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 Principal Operations Inspector provided no relief is granted, or provided conditions and limitations are contained in an approved document (i.e. Structural Repair Manual, airworthiness directive, etc.). If relief other than that granted by an approved document is sought for an administrative control item, a request must be submitted to the Administrator. If the request results in review and approval by the FOEB, the item becomes an MMEL item rather than an administrative control item. 25."***" symbol in Column 1 indicates an item which is not required by regulation but which may have been installed on some models of aircraft covered by this MMEL. This item may be included on the operator's MEL after the approving office has determined that the item has been installed on one or more of the operator's aircraft. The symbol, however, shall not be carried forward into the operator's MEL. It should be noted that neither this policy nor the use of this symbol provide authority to install or remove an item from an aircraft. 26. "Excess Items" means those items that have been installed that are redundant to the requirements of the FARs. 27. "Day of Discovery" is the calendar day an equipment/instrument malfunction was recorded in the aircraft maintenance log and 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, i.e., categories "A, B, C, and D."




PAGE NO: XVI

PREAMBLE (06/14/1989)

The following is applicable for authorized certificate holders operating under Federal Aviation Regulations (FAR) Parts 121, 125, 129, 135: The FAR require that all equipment installed on an aircraft in compliance with the Airworthiness Standards and the Operating Rules must be operative. However, the Rules also permit the publication of a Minimum Equipment List (MEL) where compliance with certain equipment requirements is not necessary in the interests of safety under all operating conditions. Experience has shown that with the various levels of redundancy designed into aircraft, operation of every system or installed component may not be necessary when the remaining operative equipment can provide an acceptable level of safety .A Master Minimum Equipment List (MMEL) is developed by the FAA, with participation by the aviation industry, to improve aircraft utilization and thereby provide more convenient and economic air transportation for the public. The FAA approved MMEL includes those items of equipment related to airworthiness and operating regulations and other items of equipment which the Administrator finds may be inoperative and yet maintain an acceptable level of safety by appropriate conditions and limitations; it does not contain obviously required items such as wings, flaps, and rudders. The MMEL is the basis for development of individual operator MELs which take into consideration the operator's particular aircraft equipment configuration and operational conditions. Operator MELs, for administrative control, may include items not contained in the MMEL; however, relief for administrative control items must be approved by the Administrator. An operator's MEL may differ in format from the MMEL, but cannot be less restrictive than the MMEL. The individual operator's MEL, when approved and authorized, permits operation of the aircraft with inoperative equipment. Equipment not required by the operation being conducted and equipment in excess of FAR requirements are included in the MEL with appropriate conditions and limitations. The MEL must not deviate from the Aircraft Flight Manual Limitations, Emergency Procedures or with Airworthiness Directives. It is important to remember that all equipment related to the airworthiness and the operating regulations of the aircraft not listed on the MMEL must be operative. Suitable conditions and limitations in the form of placards, maintenance procedures, crew operating procedures and other restrictions as necessary are specified in the MEL to ensure that an acceptable level of safety is maintained. The MEL is intended to permit operation with inoperative items of equipment for a period of time until repairs can be accomplished. It is important that repairs be accomplished at the earliest opportunity. In order to maintain an acceptable level of safety and reliability the MMEL establishes limitations on the duration of and conditions for operation with inoperative equipment.




PAGE NO: XVII

PREAMBLE (06/14/1989)

The MEL provides for release of the aircraft for flight with inoperative equipment. When an item of equipment is discovered to be inoperative, it is reported by making an entry in the Aircraft Maintenance Record/Logbook as prescribed by FAR. The item is then either repaired or may be deferred per the MEL or other approved means acceptable to the Administrator prior to further operation. MEL conditions and limitations, do not relieve the operator from determining that the aircraft is in condition for safe operation with items of equipment inoperative. When these requirements are met, an Airworthiness Release, Aircraft Maintenance Record/Logbook entry, or other approved documentation is issued as prescribed by FAR. Such documentation is required prior to operation with any item of equipment inoperative. Operators are responsible for exercising the necessary operational control to ensure that an acceptable level of safety is maintained. When operating with multiple inoperative items, the interrelationships between those items and the effect on aircraft operation and crew workload will be considered. Operators are to establish a controlled and sound repair program including the parts, personnel, facilities, procedures, and schedules to ensure timely repair. WHEN USING THE MEL, COMPLIANCE WITH THE STATED INTENT OF THE PREAMBLE, DEFINITIONS, AND THE CONDITIONS AND LIMITATIONS SPECIFIED IN THE MEL IS REQUIRED




PAGE NO: XVIII

Guidelines for (O) & (M) Procedures

The FOEB has identified a need for certain procedures to provide an adequate level of safety while providing relief for the following items. These procedures must be established by the operator. The following guidelines are to help establish these required procedures: 21-3-1 (O) Procedure to verify environmental and instrument air valves are closed

prior to each flight. 21-3-2 (O) Procedure to verify environmental and instrument air valves are closed

prior to each flight and to either extinguish or mask illuminated annunciator. 21-4 (O) Procedure to verify appropriate environmental bleed air valve is closed

prior to every flight and either extinguish or mask illuminated annunciator, if applicable.

21-5 (O) Procedure to extinguish or mask illuminated annunciator, if applicable. 21-8 (M) Procedure for removing or securing outflow/safety valve in the open

position. 21-9 (M) Procedure for removing or securing outflow/safety valve in the open

position. 21-9-1 (O) Procedure to ensure each crew (and dispatcher if applicable) is aware of

pressurization capability and/or limitations. 21-9-2 (O) Procedure to ensure each crew (and dispatcher if applicable) is aware of

pressurization capability and/or limitations. 21-9-3 (O) Procedure to ensure each crew (and dispatcher if applicable) is aware of

pressurization capability and/or limitations.

(O) Procedure to ensure first flight is planned assuming aircraft will not pressurize. If aircraft pressurizes normally, appropriate adjustments can be made to the flight plan. Coordination with dispatch, if applicable, should be accomplished.

21-9-4

Procedure to ensure each crew (and dispatcher if applicable) is aware of pressurization capability and/or limitations.

21-14 (O)Procedure to verify affected environmental bleed air valve(s) is/are

closed prior to each flight.




PAGE NO: XIX


21-17 (O) Procedure to extinguish or mask illuminated annunciator, if applicable. 22-1 (M)Procedure to disable the autopilot and determine that the servos do not

cause binding of the control cables.

(O)Procedure to disable Rudder Boost function. (M)Procedure to disable the yaw damper and determine that the rudder servo does not cause binding of the control cables.

22-2

Acceptable procedure: Move rudder pedals through full travel to ensure no restrictions and pull and band "servo" circuit breaker.

22-2-1 (O)Procedure to disable the rudder boost function. 22-2-2 (M)Procedure to disable the yaw damper and determine that the rudder

servo does not cause binding of the control cables. Acceptable procedure: Same as 22-2 above.

22-2-3 (M)Procedure to disable the yaw damper and determine that the rudder


22-2-4 (M)Procedure to disable the yaw damper and determine that the rudder


23-1 (O)Procedure to specify how passengers are to be briefed and to operate

within the MMEL restrictions. 23-12 (O)Procedure to ensure remaining Long Range Communications System(s)

operate normally. 24-3 (O)Procedure to ensure that the electrical load is less than 50% on the

operative side generator prior to take-off and at all times during flight and that loads are not added if the generator on the operative side fails.

24-6 (M)Procedure to ensure ground power relay is open. 24-7 (O)Procedure to ensure connection and disconnection of power cart is

verified. 24-9 (O)Procedure to verify generator bus tie relay is closed. 25-1-2 (O)Procedure to ensure crew awareness of inoperative restraining bar.




PAGE NO: XX


25-2 (M)Procedure to secure the ELT to preclude false operation. 25-10 (M)Procedure to ensure seat is locked in the appropriate position. 25-13 (O)Procedure to ensure crew awareness of specific airspeed information. 25-14 (M)Procedure to lock the rudder pedals in a position that allows full rudder

pedal movement. 25-17 (O)Procedure to ensure sufficient waste receptacles are available for the

intended flight. (M)Procedure to secure access to the affected waste receptacle. 25-20 (M)Procedure to secure the compartment/closet in closed position. 25-21 (M)Procedure to ensure that cargo is not secured by an inoperative cargo

restraint system.

(O)Procedure to ensure waste receptacle is empty and lavatory is used by crewmembers only.

26-3

(M)Procedure to lock and placard Lavatory Door.

(O)Procedure to ensure waste receptacle is empty and Lavatory is used by crewmembers only.

26-4

(M)Procedure to lock and placard Lavatory Door. 27-2 (O)Procedure to verify the flaps are secure and in the UP position, the circuit

breaker is pulled and a placard is installed which states the following: "DO NOT SILENCE THE LANDING GEAR WARNING HORN". The placard should be installed near the landing gear warning horn silence button.

(O)Procedure to ensure there is no binding of the trim cables prior to each flight.

27-4

Acceptable procedure: Manually operate trim full travel and visually observe to verify full travel.




PAGE NO: XXI


28-1 (M)Procedure to determine failure will not cause damage to engine or a restriction in fuel flow.

(O)Procedure to deactivate the pump and ensure no electrical power is supplied to it.

28-5-1

Procedure to ensure auxiliary fuel is balanced prior to each flight and is considered unusable for flight planning purposes.

28-7 (O)Procedure to ensure fuel balance is maintained within AFM limits. Acceptable procedure: Fill fuel tanks and calculate fuel burn from full tanks. 28-7-1 (O)Procedure to ensure fuel balance is maintained within AFM limits. Acceptable procedure: Fill fuel tanks and calculate fuel burn from full tanks. 28-7-2 (O)Procedure to ensure fuel balance is maintained within AFM limits.

(O)Procedure to determine inoperative motor does not affect other actuator motor. (O)Procedure to ensure ice vanes are in the extended position.

30-2

(M)Procedure to secure vanes in the extended position.

(O)Procedure for flight crewmember to verify operation of Inertial Ice Vane prior to each departure.

30-4-1

(M)Procedure to secure vanes in the extended position. 30-4-2 (M)Procedure to secure vanes in the extended position 30-6 (M)Procedure to ensure affected windshield has an effective hydrophobic

coating each flight day of operation without operative Windshield Wipers. 30-12 (M)Procedure to secure shutoff valves in the closed position and secure

circuit breaker.




PAGE NO: XXII


31-2 (O)Procedure for recording aircraft time for maintenance purposes. 31-5 (O)Procedure to check operation of individual circuits.

(M)Procedure to pull and collar CB in the open position. 31-11 (O)Procedure to ensure that aircraft time entries are made in the aircraft flight log.

32-1 (O)Procedure to ensure crew and dispatcher awareness for compliance with

MMEL restrictions and AFM procedures. (M)Procedure to ensure nose wheel is in the free caster mode and secure circuit breaker.

32-1-1 (O)Procedure to ensure crew and dispatcher awareness for compliance with

MMEL restrictions and AFM procedures

(O)Procedure to ensure crew awareness that nose steering is in the free caster mode and for compliance with MMEL restrictions and AFM procedures

32-1-2

(M)Procedure to ensure nose wheel is in the free caster mode and secure circuit breaker.

32-4 (O)Procedure to ensure crew awareness of change in nose wheel steering

and for compliance with MMEL restrictions. (M)Procedure to disconnect and secure actuator.

(M)Maintenance procedure to check hydraulic fluid level at the time of discovery and prior to the first flight of the day.

32-5

(O)Procedure to check for leaks prior to and after each flight. 32-7 (O)Procedures to secure aircraft during ground emergencies and prior to

releasing toe brakes during normal operations. 32-8 (O)Procedure to ensure crew awareness of the requirement to manually

move the down lock latch. 33-2-3 (O)Procedure to verify switch function is operative.

(O)Procedure to ensure crew awareness of the need to regularly check/reset directional gyro.

34-3

NOTE: Do NOT select the Heading input (with the HD Reversionary Switch) of the affected Flightdeck Heading Indicator to a single, common gyro heading source. This is NOT permitted because it reduces the heading source redundancy.

34-12-1 (O)Procedure to ensure crew awareness of inoperative G0-AROUND mode.




PAGE NO: XXIII


34-13 (O)Operations procedure to ensure autopilot hold is operative and enroute operations do not require its use.

34-15 (M)Procedure to deactivate and secure the system. (O)Procedure to operate without TCAS I system. 34-16 (M)Procedure to deactivate and secure the system. (O)Procedure to operate without TCAS II system.

(O)Procedure to ensure non-flying pilot monitors pilot display. 34-16-2 (O)Procedure to ensure TA ONLY mode is selected and all TA functions/elements are operative.

34-16-3 (O)Procedure to ensure all RA display/functions are operative. 34-19-1 (O)Procedure to ensure crew awareness of inoperative GPWS and alternate

methods for ground proximity awareness. 34-19-1-a (O)Procedure for crew awareness of inoperative mode(s) and alternate

methods of operating without the inoperative mode(s). 34-19-1-d (O)Procedure to establish alternate methods of operating without advisory

callouts. 34-19-1-e (O)Procedure to establish alternate method of operating without the

windshear mode. 34-19-2 (O)Procedure for crew awareness of inoperative FLTA / PDA and alternate

method for terrain awareness. 34-19 C

(O)Procedure to verify Test Mode is functional with crew awareness of which modes are operative / inoperative. Establish alternate methods to operate without affected modes.(e.g., TAWS, GPWS modes, Windshear, FLTA/PDA, as applicable)

34-21 (O)Procedure to establish alternate method of operating without the

Multifunction Display (MFD). 34-24-1&2 (O)Procedure to operate with expired Navigation Databases. 35-3 (M)Procedure to prohibit oxygen flow from affected outlet.




PAGE NO: XXIV


37-1 (O)Procedure to insure Left and Right Instrument Air Sources are operative

prior to each departure. 37-2 (O)Procedure to verify inoperative valve is in the closed position.

(O)Procedure to ensure L&R Instrument Air Sources are operative and all provisos are complies with prior to each flight.

37-3

(O)Procedure to ensure L&R Instrument Air Sources are operative and all provisos are complies with prior to each flight.

38-1 (M)Procedure to deactivate the affected components and ensure there are

no leaks. (M) Procedure to drain and ensure the system is not serviced.

(M)Procedure to deactivate the affected components and ensure there are no leaks.

38-2

(M) Procedure to deactivate the associated components to prevent leaks and to placard the Lavatory Door.

52-4 (O) Procedure to manually lower the Main Cabin Door in such a manner as

to prevent personal injury and aircraft damage. 52-6 (M) Procedure to remove Cargo Door Snubber and Placard Cargo Door near

the handle to warn ground personnel that the CDS is inoperative.

56-1 (O)Procedure to ensure that AFM Limitations are complied with. 56-2 (O)Procedure to ensure that AFM Limitations are complied with. 73-1 (O)Procedure to determine inoperative condition is not caused by a leak or broken fuel line.



BE-1900D REVISION NO: 5 DATE: 02/07/2006

PAGE NO: 21-1

1. REPAIR CATEGORY 2. NUMBER INSTALLED

3. NUMBER REQUIRED FOR DISPATCH

SYSTEM SEQUENCE & NUMBERS

4. REMARKS AND EXCEPTIONS

21 AIR CONDITIONING

1. Air Cycle Air Conditioning System

C 1 0 May be inoperative for unpressurized flight provided the Environmental Bleed Air Valves are closed.

2. Vapor Cycle Air

Conditioning System C 1 0

3. L or R BL AIR FAIL

Annunciator System

1) Annunciator fails to

illuminate B 2 1 (O) One may be inoperative provided:

a) Environmental and Instrument Bleed Air Valves on inoperative side are verified closed before each flight, and

b) Aircraft is not operated in known or forecast icing conditions.

2) Annunciator remains

illuminated B 2 1 (O) One may be illuminated provided:

a) Environmental and Instrument Bleed Air Valves on inoperative side are verified closed before each flight, and


4. L or R ENVIR FAIL

Annunciator Systems C 2 1 (O) One may be inoperative provided

Environmental Bleed Air Valve on inoperative side is closed.




PAGE NO: 21-2





21 AIR CONDITIONING

5. CABIN ALT HI Annunciator System

C 1 0 (O) May be inoperative for pressurized flight:

a) At or below 10,000 feet MSL, and b) Above 10,000 feet MSL up to and

including 12,000 feet MSL for not more than 30 minutes.

|

C 1 0 May be inoperative for unpressurized

flight in accordance with FAR.

6. Cabin Rate of Climb Indicator

C 1 0 May be inoperative for pressurized flight provided Differential Pressure/Cabin Altitude Indicator is operative.

C 1 0 May be inoperative for unpressurized

flight provided the dump valve is in the open position.

7. Differential

Pressure/Cabin Altitude Indicator

C 1 0 May be inoperative for unpressurized flight provided the dump valve is in the open position.

8. Outflow/Safety Valves C 2 0 (M) May be inoperative for unpressurized

flight provided one valve is removed or secured in the open position.




PAGE NO: 21-3





21 AIR CONDITIONING

9. Pressurization System C 1 0 (M) May be inoperative provided one Outflow/Safety valve is removed or secured in the open position.

1) Maximum Pressure

Differential Function C 1 0 (O) May be inoperative, resulting in failure

to achieve maximum pressure differential, provided:

a) Available stabilized maximum differential must be known and considered for dispatch flight planning, and

b) Cabin Altitude does not exceed 9,500 feet.

C 1 0 May be inoperative provided flight

remains at or below 10,000 feet MSL. ||

NOTE: Any available pressurization

capability may be used provided system limits are not exceeded.

2) Cabin Pressure Control

Function C 1 0 (O) May be inoperative, resulting in failure

to pressurize at selected altitude, provided system can maintain cabin altitude at or below 9,500 feet.



|

3) Cabin Rate Control

Function C 1 0 (O) May be inoperative, resulting in

disagreement between selected rate and actual rate, provided system can maintain cabin altitude at or below 9,500 feet.



|

(Continued)




PAGE NO: 21-4





21 AIR CONDITIONING

9. Pressurization System (Continued)

3) Cabin Rate Control

Function C 1 0 (O) May be inoperative, resulting in

fluctuations of rate indicator, provided: a) System can maintain cabin

altitude at or below 9,500 feet, andb) Fluctuation cannot cause cabin

pressure to exceed maximum differential.



|

4) Cabin Pressure TEST

Function C 1 0 (O) May be inoperative provided system

can maintain cabin altitude at or below 9,500 feet.



|

10. Environmental

Temperature Control C 1 0 May be inoperative for unpressurized

flight provided the Environmental Bleed Air Valves are closed.

1) Automatic Function C 1 0 May be inoperative provided the Manual

Function is operative.

2) Manual Function C 1 0 May be inoperative provided the Automatic Function is operative.




PAGE NO: 21-5





21 AIR CONDITIONING

11. Manual Temperature Control

DELETED Combined with Item 21-10 |

12. Vent Blowers C 2 0

13. Cabin Temperature

Gauge C 1 0

14. Environmental Bleed Air

Systems C 2 1 (O) One may be inoperative provided:

a) Environmental Bleed Air Valve on inoperative side is closed, and

b) ENVIR FAIL Annunciator is operative on operative Environmental Bleed Air System.

C 2 0 (O) May be inoperative for unpressurized

flight provided all Environmental Bleed Air Valves are closed.

15. Precooler and Bypass

Valve Systems DELETED Revision 1. Combined with

Item 21-14. |

16. L or R ENVIR OFF Annunciator Systems

C 2 1 One may be inoperative.

17. CAB DIFF HI Annunciator

System C 1 0 (O) |




PAGE NO: 22-1





22 AUTO FLIGHT

1. ***

Autopilot System C - 0 (M) May be inoperative provided operations do not require its use.

||

1) Autopilot Disconnect C 2 0 May be inoperative provided the autopilot

is no utilized at less than initial approach altitude.

|||

2. Yaw Damper/Rudder

Boost System C 1 0 (O)(M) |

1) Rudder Boost Function

Only C 1 0 (O)

2) Yaw Damper Function

Only C 1 0 (M)

3) LEFT/RIGHT YAW

DAMP Computers C 2 1 One may be inoperative provided the

operative computer is selected. C 2 0 (M) |

4) ***

Single YAW DAMP Computer

C 1 0 (M) |

3. Rudder Boost DELETED Revision 1. Combined with

Yaw Damper System.




PAGE NO: 23-1





23 COMMUNICATIONS

1. ***

Passenger Address System

1) Passenger Carrying

Operations C 1 - (O) May be inoperative provided:

a) PA not required by FAR, and b) Alternate, normal and emergency

procedures, and/or operating restrictions are established and used.

NOTE: Any station that operates normally

may be used.

2) Other Operations D 1 0 May be inoperative unless procedures require its use.

2. ***

Recorded Passenger Briefing Unit

D - 0

3. Static Discharge Wicks C - 17 Any combination of wicks may be missing

or broken except: a) 4 on each wing (includes aileron

and winglet), b) 3 on each side of horizontal

stabilizer (includes tailet), c) 1 on horizontal stabilizer aft bullet,

and d) 1 on each ventral fin.

4. Communications

Equipment (VHF, UHF) D - - Any in excess of those required by FAR

may be inoperative provided it is not powered by an Emergency Power Supply and is not required for Emergency Procedures.




PAGE NO: 23-2





23 COMMUNICATIONS

5. Flight Deck Speakers C 2 1 One may be inoperative. C 2 0 May be inoperative provided an operative

headset is used by each flight crewmember.

6. ***

Cockpit Voice Recorder (CVR)

1) With Flight Data

Recorder (FDR) Installed A 1 0 May be inoperative provided:

a) Flight Data Recorder (FDR) operates normally, and

b) Repairs are made within three flight days.

2) Without Flight Data

Recorder (FDR) Installed A 1 0 May be inoperative provided repairs are

made within three flight days.

3) Installed for an operator other than a holder of an Air Carrier or Commercial Operator certificate

A 1 0 May be inoperative provided repairs are made in accordance with applicable FARs.

||||

7. ***

GND COMM PWR System

D 1 0

8. Crew Intercom System B 1 0 May be inoperative for operations not

using or requiring a second-in-command.

9. ***

SELCAL/CALSEL Systems

C 1 0




PAGE NO: 23-3





23 COMMUNICATIONS

10. Push to Talk Switch (Radio)

1) Aircraft equipped with

separate hand held microphone plug-in (Second-in-command required)

C 2 1 One may be inoperative provided hand microphone on affected side is operative.

2) Aircraft equipped with

separate hand held microphone plug-in (Second-in-command not required)

C 2 1 Right side may be inoperative.

3) Aircraft without separate

hand held microphone plug-in (Second in command not required.)

C 2 1 Right side may be inoperative.

11. ***

Observers Headset Audio Jack

C - 0 May be inoperative provided an alternate audio source is available.




PAGE NO: 23-4





23 COMMUNICATIONS

12. ***

High Frequency (HF) Communication System

D - - Any in excess of those required by FAR may be inoperative.

C - 1 (O) May be inoperative while conducting

operations that require two LRCS provided:

a) SATCOM Voice or Data Link system operates normally,

b) Alternate procedures are established and used

c) SATCOM coverage is available over the intended route of flight, and

d) Prior coordination with the appropriate ATC facility is required when Inmarsat codes for SATCOM Voice are not available.

NOTE: SATCOM is to be used only as a backup to normal HF communications unless otherwise authorized by the appropriate ATC facilities.

||||||||||||||||




PAGE NO: 24-1





24 ELECTRICAL POWER

1. AC VOLT/FREQ. Meter DELETED Revision 1.

2. L or R DC GEN Annunciator System

B 2 1 One may be inoperative provided: a) Both DC LOAD meters are

operative, b) Both Generator Bus Ties are

operative, and c) Both L and R GEN TIE OPEN

Annunciator Systems are operative.

3. DC LOAD Meters B 2 1 (O) One may be inoperative provided:

a) Electrical load is maintained within the capacity of one generator at all times.

b) Both L and R DC GEN Annunciator Systems are operative and

c) Aircraft is not operated in known or forecast icing conditions.

4. Inverters B 2 1 One may be inoperative for day VFR

provided: a) No passengers are carried, and b) Both L and R AC Bus Annunciator

Systems are operative.

5. L or R AC BUS Annunciator System

B 2 0 May be inoperative provided: a) Both Inverters are operative, and b) AC VOLT/FREQ Meter is

operative.




PAGE NO: 24-2





24 ELECTRICAL POWER

6. External Power System C 1 0 (M)

7. EXTERNAL POWER Annunciator System

C 1 0 (O)

8. Generator Bus Tie B 2 1 One may be inoperative for day VMC

provided both DC GEN Annunciators are operative.

9. L or R GEN TIE OPEN

Annunciator Systems B 2 0 (O) May be inoperative provided:

a) Affected Generator Bus Tie Relay is verified closed prior to each departure, and

b) Both DC Gen Annunciators are operative.

|

10. AC VOLT/FREQ Meter

Frequency select button C 1 0 May be missing or broken provided

frequency information can be obtained from the Meter.




PAGE NO: 25-1





25 EQUIPMENT/ FURNISHING

1. Passenger Seat(s) C - 0 May be inoperative provided:

a) Seat does not block an Emergency Exit,

b) Seat does not restrict any passenger from access to the main aircraft aisle, and

c) Affected seat(s) is blocked and placarded “DO NOT OCCUPY”.

|

NOTE: A seat with an inoperative seat

belt is considered to be inoperative. NOTE: Affected seat(s) may include the

seat(s) behind and/or adjacent to the outboard seats.

1) Recline Mechanism C - - May be inoperative and seat occupied

provided seat is secure in the upright position.

|

2) Underseat Baggage

Restraining Bars C - - (O) May be inoperative provided:

a) Baggage is not stowed under seat with inoperative restraining bar,

b) Associated seat is placarded “DO NOT STOW BAGGAGE UNDER THIS SEAT”, and

c) Procedures are established to alert crew of inoperative restraining bar.

|

(Continued)




PAGE NO: 25-2





25 EQUIPMENT/ FURNISHINGS

1. Passenger Seat(s) (Continued)

3) Armrest C - - May be inoperative or missing and seat occupied provided:

a) Armrest does not block an Emergency Exit,

b) Armrest does not restrict any passenger from access to the main aircraft aisle, and

c) For an armrest with a recline mechanism, seat is secure in the upright position.

||||||||||

4) Forward Observer Seat C - 0 May be inoperative provided:

a) Another forward passenger seat is made available to the Administrator for the performance of official duties, and

b) An audio source is available.

|

2. ***

Emergency Locator Transmitter (ELT) System

C 1 0 (M)As required by FAR. |

| C 1 0 (M)May be inoperative for published

scheduled flights in scheduled air carrier service.

|

3. ELT Remote Switch DELETED Combined with ELT System,

Revision 5 ||

4. ***

Passenger Convenience Items (Expires December 31, 2007) (Continued)

- - Passenger convenience items, as expressed in this MMEL, are those related to passenger convenience, comfort or entertainment such as, but not limited to, galley equipment, movie equipment, ashtrays, stereo equipment, overhead reading lamps, etc. Items addressed elsewhere in this document shall not be included. (M) and (O) procedures may be required and included in the air carrier’s appropriate document.

||




PAGE NO: 25-3






4. Passenger Convenience Items (Continued)

NOTE: Exterior lavatory door ash trays are not considered convenience items

||

4. ***

Non-Essential Equipment & Furnishings (NEF) (Before or after December 31, 2007)

- - May be inoperative, damaged or missing provided that the item(s) is deferred in accordance with the operator’s NEF deferral program. The NEF program, procedures and processes are outlined in the operators (insert name) Manual. (M) and (O) procedures, if required, must be available to the flight crew and included in the operator’s appropriate document.

|||||||||

NOTE: Exterior lavatory door ash trays

are not considered NEF items. ||

5. Emergency Medical

Equipment D - - Any in excess of those required by FAR

may be incomplete or missing provided required distribution is maintained.

6. Flotation Devices D - - Any in excess of those required by FAR

may be inoperative or missing provided required distribution is maintained.

7. ***

Flashlight/Flashlight Assembly

D - - Any in excess of those required by FAR may be inoperative or missing.

8. Cockpit Overhead Crew

Assist Straps D - - May be inoperative or missing.

9. Cockpit Sun Visors C 2 0 May be inoperative or missing provided

there are no visual restrictions to the flight crew.

10. Crew Seat Adjustment A - 0 (M) May be inoperative provided:

a) Seat(s) are locked in a position that permits normal pilot visibility,

b) Full flight control movement is available,

c) Position of seat is acceptable to the flight crew,

d) Crew Rudder Pedal Adjustment is operative, and

e) Repairs are made within one flight day.




PAGE NO: 25-4






11. Crew Arm Rests C - 0 May be inoperative provided arm rest is

secured in the upright position.

12. Flightdeck Doors / Security Barrier

C - 0 May be inoperative provided door is secured open or does not block nor impede egress to exit.

|||

1) ***

Flightdeck Security Barrier Lock System

D - 0 May be inoperative provided: a) Door opens and closes normally,

and b) Door remains in selected position.

||||

13. Externally Mounted

Airspeed Indicator Bugs C - 0 (O) May be inoperative, missing or

broken.

14. Crew Rudder Pedal Adjustment

A - 0 (M) May be inoperative provided; a) Associated rudder pedal is locked

in a position that allows full rudder pedal movement,

b) Position of the rudder pedal is acceptable to the flight crew,

c) Associated Crew Seat Adjustment must be operative, and

d) Repairs are made within one flight day.

15. Crew Compartment

Adjustable Air Vent Valves (Wemacs)

C - 0

16. ***

Operator Initiated Placards.

D - -




PAGE NO: 25-5






17. ***

Waste Receptacles Access Doors/Covers

C - - (O)(M) May be inoperative provided; a) The container is empty and the

access is secured to prevent waste introduction into the compartment, and

b) Procedures are established to ensure that sufficient waste receptacles are available to accommodate all waste that may be generated on a flight.

18. ***

“Fasten Seat Belt While Seated” Sign or Placarded

C - - One or more signs or placards may be illegible or missing provided a legible sign or placarded is visible from each occupied seat.

19. ***

Flightcrew Hat Hooks D - 0




PAGE NO: 25-6






20. ***

Cabin and Galley Storage Compartments/Closets

C - - (M) May be inoperative provided; a) Procedures are established to

secure compartment CLOSED, b) Compartment is not used for

storage of Emergency Equipment, and

c) Affected compartment is not used for storage of any item(s) except those permanently affixed.

21. ***

Cargo Restraint Systems C - - (M) May be inoperative, or missing provided acceptable cargo loading limits from an approved source, i.e., an Approved Cargo Loading Manual, Cargo Handling Manual, or Weight and Balance Document are observed.

C - - May be inoperative, or missing provided

cargo compartment remains empty.

22. Cargo Door Assist Lanyard

D - 0 May be inoperative or missing.




PAGE NO: 26-1





26 FIRE PROTECTION

1. Portable Fire Extinguisher

D - - Any in excess of those required by FAR may be inoperative or missing provided;

a) The inoperative fire extinguisher is tagged inoperative, removed from the installed location and placed out of sight so it can be mistaken for a functional unit, and

b) Required distribution is maintained.

2. Fire Extinguisher “Push

to Extinguish” Guard A 2 0 May be broken, missing or lacking safety

wire provided: a) Broken guard shall not interfere

with the proper indication or activation of the extinguisher, and

b) Repairs are made within one flight day.

3. ***

Lavatory Fire Extinguisher System

C - - May be inoperative provided Lavatory Smoke Detector system operates normally.

C - - (M)(O) May be inoperative provided;

a) Lavatory waste receptacle is empty,

b) Lavatory Door is locked closed and placarded “INOPERATIVE-DO NOT ENTER”, and

c) Lavatory is used only be crewmembers.

NOTE 1: These provisos are not intended

to prohibit lavatory use or inspections by crewmembers.

(Continued)




PAGE NO: 26-2





26 FIRE PROTECTION

3. ***

Lavatory Fire Extinguisher System

(Continued) NOTE 2: A Lavatory Fire Extinguisher system is not required for all-cargo operations.

4. ***

Lavatory Smoke Detection System

C - - (O)(M) May be inoperative provided: a) Lavatory Waste Receptacle is

empty, b) Lavatory Door is locked closed

and placarded, “INOPERATIVE-DO NOT ENTER”, and

c) Lavatory is used only by crewmembers.

NOTE 1: These provisos are not intended

to prohibit lavatory use or inspections by crewmembers.

NOTE 2: Lavatory Smoke Detection

System is not required for all-cargo operations.

5. ***

Cargo Compartment Fire Detection System

C - 0 May be inoperative provided cargo compartment remains empty.

NOTE: Does not preclude the carriage or

empty cargo containers, pallets, ballast, etc.




PAGE NO: 27-1





27 FLIGHT CONTROLS

1. Flap Position Indicator DELETED Combined with Item 27-2, Revision 5.

|

2. Flap System B 1 0 (O) May be inoperative provided;

a) Flaps are in full up position, and b) Appropriate performance data for

no flap takeoff and landings is used.

CAUTION: DO NOT SILENCE THE LANDING GEAR WARNING HORN.

1) Flap Position Indicator B 1 0 May be inoperative provided:

a) Flaps are visually checked for full travel and flap operation is not affected, and

b) Flaps are checked at each preselected setting prior to each departure.

3. Trim Tab Indicators

(Aileron, Rudder) C 2 0 May be inoperative provided:

a) Tab is visually checked for full range of operation,

b) Tab operation is not impaired, andc) Tab is positioned to neutral prior

to each departure and neutral position is verified by visual inspection.




PAGE NO: 27-2





27 FLIGHT CONTROL

4. ***

Electric Elevator Trim System

1) With Autopilot C 1 0 (O) May be inoperative provided:

a) Manual trim is operative and unaffected, and

b) Autopilot is not used.

2) Without Autopilot C 1 0 (O) May be inoperative provided manual trim is operative and unaffected.

|

3) Trim Switches C - 0 NOTE: Any operative trim switch may be

used.

4) PITCH TRIM OFF

Annunciator System C 1 0

5. PITCH TRIM Off

Annunciator System DELETED Combined with Item 27-4 |




PAGE NO: 28-1





28 FUEL

1. Engine Driven Low Pressure Fuel Boost Pump

C 2 1 (M) One may be inoperative provided: a) Standby Electric boost pump is

turned on, b) Aviation gasoline is not used, andc) JP4 or Jet B is not used above

8,000 feet MSL.

2. L or R FUEL QTY Annunciator Systems

C 2 1 One may be inoperative provided fuel quantity on board is adequate for the intended flight.

3. FUEL TANSFER

Annunciator System C 1 0 May be inoperative provide both Fuel

Quantity Indicating Systems are operative.

4. Fuel Flow Indicators DELETED Revision 4. Moved to ATA

Section 73.




PAGE NO: 28-2





28 FUEL

5. Auxiliary Fuel Transfer Pump System

1) Auxiliary Fuel Transfer

Pump C 2 0 (O) May be inoperative provided:

a) Fuel quantity in main tanks is adequate for the intended flight,

b) Auxiliary fuel quantity is balanced and is not used for the flight, and

c) Fuel Quantity Indicating System on affected side is operative.

2) AUTO mode C 2 0 May be inoperative provided:

a) AUX PUMP ON mode is operative, and

b) Fuel Quantity Indicating System on affected side is operative.

6. L or R COL TANK LOW

Annunciator System C 2 1 One may be inoperative provided:

a) Fuel quantity on board is adequate for the intended flight, and

b) FUEL QTY annunciator on failed side is operative.




PAGE NO: 28-3





28 FUEL

7. Fuel Quantity Indicating Systems

C 2 1 (O) One may be inoperative provided; a) A reliable means is established to

determine that fuel quantity on board meets the regulatory requirements for the intended flight,

b) Both Fuel Flow Indicators are operative,

c) L and R FUEL QTY annunciators systems are operative,

d) Procedures are established to ensure fuel balance remains within AFM limits, and

e) FUEL TANSFER Annunciator System is operative.

|

1) MAIN Fuel Tank

Indications C 2 1 (O) One may be inoperative provided:

a) A reliable means is established to determine that fuel quantity on board meets the regulatory requirements for the intended flight,

b) Both Fuel Flow indicators are operative,

c) L and R FUEL QTY Annunciator Systems are operative,

d) Procedures are established to ensure that fuel balance remains within AFM limitations, and

e) FUEL TRANSFER Annunciator System is operative.

(Continued)




PAGE NO: 28-4





28 FUEL

7. Fuel Quantity Indicating System (Continued)

1) Main Fuel Tank

Indications A 2 0 (O) Both may be inoperative provided:

a) Both main fuel tanks are visually inspected by a flight crewmember and determined to be fueled to their maximum capacity,

b) The required fuel for the flight (to the destination, all required alternates, and required reserves) does not exceed 50% of the rated capacity of the main tanks,

c) Repairs are made before the third flight (following discovery),

d) The aircraft may not depart any maintenance base authorized to make repairs,

e) Both Fuel Flow Indicators are operative,

f) Both L and R FUEL QTY Annunciator Systems are operative,

g) FUEL TRANSFER Annunciator System is operative, and

h) Procedures are established to ensure fuel balance remains within AFM limits.

|||||

(Continued)




PAGE NO: 28-5





28 FUEL

7. Fuel Quantity Indicating System (Continued)

2) AUX Fuel Tank

Indications C 2 0 (O) May be inoperative provided:

a) A reliable means is established to determine that fuel quantity on board meets the regulatory requirements for the intended flight,

b) FUEL TRANSFER Annunciator System is operative, and

c) Procedures are established to ensure fuel balance remains within AFM limits.




PAGE NO: 30-1





30 ICE AND RAIN PROTECTION

1. Surface De-Ice System C 1 0 May be inoperative provided aircraft is not

operated in known or forecast icing conditions.

1) OUTBD WG DEICE

Annunciator C 1 0 May be inoperative provided boot

operation is normal and is visually monitored.

2) INBD WG DEICE

Annunciator C 1 0 May be inoperative for two pilot day

operations provided boot operation is normal and visually monitored.

2. Engine Inertial Ice Vane

Actuator Motors C 4 2 (O) One actuator motor of each intake

system may be inoperative provided aircraft is not operated in visible moisture at or below +5 degrees Celsius. |

C 4 2 (O) One actuator motor of each intake

system may be inoperative provided; a) Inertial ice vans are in the

extended position, and b) Appropriate ENGINE ANTI-ICE

ON performance data is used. C 4 0 (M) Both actuator motors of each intake

system may be inoperative on one or both engines provided:

a) Inertial ice vanes are secured in the extended position, and

b) Appropriate ENGINE ANTI-ICE ON performance data is used.

3. Alternate Static Air

Source Heater C 1 0 May be inoperative provided aircraft is not





PAGE NO: 30-2






4. Engine Ice Annunciators

1) L and R ENG ANTI-ICE Annunciators

C 2 1 (O) May be inoperative on one side provided ENG ICE FAIL annunciator is operative on the affected side.

||

C 2 0 (M) May be inoperative on one or both

sides provided: a) Affected Inertial Ice Vane(s) is/are

secured in the extended position, and

b) Appropriated ENGINE ANTI-ICE ON performance data is used.

|

2) L and R ENG ICE FAIL

Annunciators C 2 0 (M) May be inoperative on one or both

sides provided: a) Affected Inertial Ice Vane(s) is/are

secured in the extended position, and

b) Appropriate ENGINE ANTI-ICE ON performance data is used.

|

5. Stall Warning Vane and

Mount Plate Heater System

C 1 0 May be inoperative provided aircraft is not operated in known or forecast icing conditions.




PAGE NO: 30-3






6. Windshield Wipers C 2 0 May be inoperative provided aircraft is not

operated in precipitation within 5 nautical miles of the airport of takeoff or intended landing.

C 2 0 (M) May be inoperative provided the

affected windshield has an effective Hydrophobic coating.

|||

1) PARK Mode C 1 0 May be inoperative provided wiper arms

and blades can be positioned to not obstruct the pilots view.

|||

2) SLOW mode C 1 0 May be inoperative provided the FAST

mode is operative. ||

7. Windshield Heaters C 2 0 May be inoperative provided aircraft is not


8. Propeller Deicer

Ammeter C 1 0 May be inoperative provided aircraft is not


9. Propeller Deice System C 1 0 May be inoperative provided aircraft is not


1) Automatic Function C 1 0 May be inoperative provided the Manual

Function is operative.

2) Manual Function C 1 0 May be inoperative provided the Automatic Function is operative.

10. Propeller Deice Systems

(Manual) DELETED Combined with Item 30-9 |




PAGE NO: 30-4






11. Fuel Vent Heaters C 2 0 May be inoperative provided aircraft is not


12. ***

Brake Deice System C 1 0 (M) May be inoperative provided shutoff valves are in OFF position.

13. Pitot Heater B 2 1 One may be inoperative provided;

a) IFR passenger carrying operations are not conducted and


14. STALL HEAT

Annunciator C 1 0 May be inoperative provided aircraft is not


15. L and R PITOT HEAT

Annunciators

1) FAR 121 Operations B 2 0 May be inoperative provided:

a) Both pitot heaters are operative, and

b) The aircraft is not operated in known or forecast icing conditions.

2) Other operations C 2 0 May be inoperative provided

a) Both pitot heaters are operative, and

b) The aircraft is not operated in known or forecast icing conditions.




PAGE NO: 31-1





31 INDICATING/ RECORDING SYSTEMS

1. Clock with presentation of

seconds D - 0 As required by FAR.

2. ***

Flight Hour Recorder D 1 0 (O)

3. ***

Flight Data Recorder (FDR)

C - - Any in excess of those required by FAR may be inoperative.

A - 0 May be inoperative provided;

a) Cockpit Voice Recorder (CVR) operates normally,

b) Airplane is not dispatched from a designated airport as listed in the operators MEL unless:

1. The FDR failure occurs after pushback but prior to takeoff, or

2. The FDR repair was attempted but was not successful.

c) In those cases where repair is attempted but not successful, the aircraft may be dispatched on a flight or series of flights until the next designed airport where repair(s) must be accomplished prior to dispatch, and

d) Repairs are made within three flight days.

(Continued)




PAGE NO: 31-2






3.

Flight Data Recorder (FDR) (Continued)

1) FDR Recording

Parameters required by FAR

A - - May be inoperative provided: a) Cockpit Voice Recorder (CVR)

operates normally, and b) Repairs are made within 20

calendar days.

2) FDR Recording Parameters not required by FAR

A - - May be inoperative provided repairs are made prior to the completion of the next heavy maintenance visit.

*** Flight Data Recorder

(FDR) (For operator other than a holder of an Air Carrier or Commercial Operator certificate)

C - 1 Any in excess of those required by FAR may be inoperative.

|||||

A - 0 May be inoperative provided repairs are

made in accordance with applicable FARs.

|||

4. RDR PWR ON

Annunciator System DELETED Revision 2. Combined with

Radar Equipment in ATA 34.




PAGE NO: 31-3






5. Annunciator Power

Source Annunciator C 1 0 (O) May be illuminated provided:

a) Preflight procedures are conducted to check operation of individual annunciation circuits in accordance with Beech Minimum Equipment Procedures (P/N 98-30472 as amended),

b) MEL relief is approved and applicable procedures and restrictions observed for all annunciator circuits found to be inoperative, and

c) Flight is limited to at or below 10,000 feet MSL or

d) Flight above 10,000 feet MSL up to and including 12,000 feet MSL is limited to not more than 30 minutes.

6. Unassigned (----)

Annunciators D - 0

7. Master Caution

Annunciator C 2 1 One may be inoperative provided left side

is operative for singe pilot operations.

8. Master Warning Annunciator

A 2 1 One may be inoperative provided: a) Left side is operative for single

pilot operations, and b) Repairs are made within one flight

day.

9. EFIS Display Timer D 2 0




PAGE NO: 31-4






10. ***

Aircraft Data Acquisition System (Installed per STC SA00095BO)

D - 0

11. ***

Electronic Aircraft Tracking System

D 1 0 (M)(O) ||




PAGE NO: 32-1





32 LANDING GEAR

1. ***

Power Steering System B 1 0 (O)(M) May be inoperative provided: a) AFM procedures are observed,

and b) Landing is limited to 22 knots

crosswind and braking action Poor or better,

||||||

1) ***

PWR STEER FAIL Annunciator System

B 1 0 (O)May be inoperative provided: a) Power steering remains off, and b) Landing is limited to 22 knots


|||||

2) ***

MAN STEER FAIL Annunciator System

B 1 0 (O)(M) May be inoperative provided; a) Power steering is disabled, b) Nose gear must be in free caster

mode. (See item 1.), and c) Landing is limited to 22 knots


|||||||

2. PWR STEER FAIL

Annunciator System DELETED Combined as subset of Power

Steering System, Revision 5 ||

3. MAN STEER FAIL

Annunciator System DELETED Combined as subset of Power

Steering System, Revision 5 ||

4. ***

Manual Steering Disconnect Actuator

B 1 0 (O)(M) May be inoperative provided Landing is limited to 22 knots crosswind and braking action Poor or better.

||||

5. HYD FLUID LOW

Annunciator System B 1 0 (O)(M)

6. ***

Anti-skid System C 1 0 May be inoperative provided: a) The OFF-ON switch remains in

the Off position, and b) AFM performance charts for

operation without anti-skid are used.




PAGE NO: 32-2





32 LANDING GEAR

7. Parking Brake C 1 0 (O)

8. Landing Gear Handle Solenoid

C 1 0 (O) May be inoperative provided down lock latch is operative.

9. ***

Auxiliary Landing Gear Position Indicator System (STC SA00873CH)

D 1 0 May be inoperative provided Landing Gear Position Indicator System is operative.

10. Landing Gear Handle

“Intransit” (Red) Lamps B 2 1

11. Landing Gear Position

Indicator System C 1 0 May be inoperative provided:

a) Auxiliary Landing Gear Position Indicator System STC SA00873CH is installed and operative, and

b) All Auxiliary Landing Gear Position Indicators are operative including the “EL” (electroluminescent) panel.

1) Landing Gear Position

Indicator Lamps. A - - One lamp in each indicator may be

inoperative provided: a) One lamp in each indicator is

operative and provides sufficient illumination for positive down and lock indication, and

b) Repairs are made within one flight day.




PAGE NO: 33-1





33 LIGHTS

1. Cabin Light System (Including Reading Lights)

C - - Individual lights may be inoperative provided lighting configuration is acceptable to the flight crew. Any operative lights may be used.

2. Cockpit/Flight Deck/Flight

Compartment and Instruments Lighting System

C - - Individual lights may be inoperative provided remaining lights are:

a) Sufficient to clearly illuminate all required instruments, controls and other devices for which it is provided,

b) Positioned so that direct rays are shielded from flight crewmembers eyes, and

c) Lighting configuration and intensity is acceptable to the flight crew.

1) Standby Attitude Indicator

Internal Illumination C 1 0 May be inoperative for day operations.

2) Pressurization Controller

Internal Illumination System

D 1 0 May be inoperative for day operations.

D 1 0 May be inoperative for night operations

provided adjacent post light is operative.

3) Emergency Light Switch Position (Red/Green) Indication

B 1 0 (O) Red/Green switch position indication may be inoperative (stuck in either red or green indication) provided switch function is verified operative before each flight at night.

4) Compass Control Unit

Internal Illumination (Slaving Meter)

D 2 1 One may be inoperative provided both Gyroscopic Directional Compass Systems operate normally and Comparator Warning is operative.

||||




PAGE NO: 33-2





33 LIGHTS

3. Landing Lights C 2 0 May be inoperative for day operations. C 2 1 One may be inoperative for night

operations provided taxi light is operative.

4. Standby Attitude Indicator Internal Illumination System

DELETED Revision 1. Combined with Cockpit Instrument Lighting System Item 33-2.

|

5. Navigation Position

Lights C 6 0 May be inoperative for day operations.

C 6 3 One may be inoperative at each location

for night operations.

6. Anti-Collision Beacon Light System

B 1 0 May be inoperative for day operations.

B 1 0 May be inoperative for night operations

provided Anti-Collision Strobe Light System is operative.

7. ***

Anti-Collision Strobe Light System

D 1 0 May be inoperative for day operations. Any operative lights may be used.

D 1 0 May be inoperative for night operations

provided Anti-Collision Beacon Light System is operative. Any operative lights may be used.

8. Taxi Light C 1 0 May be inoperative for day operations. C 1 0 May be inoperative for night operations

provided both landing lights are operative.




PAGE NO: 33-3





33 LIGHTS

9. TAXI LIGHT Annunciator System

C 1 0

10. ***

Recognition Lights D 2 0

11. ***

Tail Flood Lights D 2 0

12. Wing Ice Lights C 2 0 May be inoperative except for night

operation in known or forecast icing conditions.

||

13. Master Caution Lights DELETED Revision 1. Moved to ATA

Section 31.

14. Cargo Compartment Lighting System

D 1 0 Any operative light may be used.

15. Boarding Lighting System

(including lights within the Airstair and in the entryway foyer)

C 1 0 Any operative light may be used.




PAGE NO: 34-1





34 NAVIGATION

1. Vertical Speed Indicators B 2 1 As required by FAR. NOTE: Left side must be operative for

single pilot IFR operations.

2. ***

Weather Radar/ Thunderstorm Detection Equipment

C - - As required by FAR.


1) Radar Antenna Gyro

Stabilization Function D 1 0 May be inoperative provided;

a) Antenna sweep function is parallel to aircraft pitch axis, and

b) Antenna tilt function operates normally.

2) ***

RDR PWR ON Annunciator

C 1 0

3) ***

Windshear Detection and Avoidance System (Predictive Windshear)

B - 0 May be inoperative provided alternate procedures are established and used.

|||

NOTE: Operator’s alternate procedure

should include reviewing windshear avoidance and recovery procedures.

|||

C - 0 May be inoperative provided:

a) Alternate procedures are established and used, and

b) Windshear Warning and Guidance System (reactive) operates normally.

||||||




PAGE NO: 34-2





34 NAVIGATION

3. Gyroscopic Directional Compass

B 2 1 (O) One may be inoperative in slaved mode provided:

a) DG mode is operative, and b) Non-Stabilized Magnetic Compass

is operative.

4. Non-Stabilized Magnetic Compass

B 1 0 May be inoperative provided any combination of three gyro or INS (IRU) stabilized compass systems are operative.

B 1 0 May be inoperative provided:

a) Any combination of two stabilized gyro or INS stabilized compass systems are operative, and

b) Aircraft is operated with dual independent navigation capability and under positive radar control by ATC on the enroute portion of the flight.

B 1 0 May be inoperative for flights that are

entirely within areas of magnetic unreliability provided at least two stabilized directional gyro systems are installed, operative, and used in conjunction with approved free gyro navigation techniques.

5. Navigation Equipment

(VOR/ILS, Loran, RNAV, INS, GPS Omega/VLF, Doppler, FMS, MLS, TACAN)





PAGE NO: 34-3





34 NAVIGATION

6. ATC Transponders and Automatic Altitude Reporting Systems

B - 0 May be inoperative provided: a) Enroute operations do not require

its use, and b) Prior to flight, approval is obtained

from ATC facilities having jurisdiction over the planned route of flight.

|

D - 1 Any in excess of those required by FAR

may be inoperative.

1) Elementary and Enhanced Downlink Aircraft Reportable Parameters not required by FAR

A - 0 May be inoperative provided: a) Enroute operations do not require

its use, and b) Repairs are made prior to

completion of the next heavy maintenance visit.

||||||

7. Marker Beacon D - - Any in excess of those required by FAR

may be inoperative.

8. Altitude Encoder DELETED Combined with Item 34-6. |

9. Distance Measuring Equipment (DME) Systems


10. Automatic Direction

Finding Equipment (ADF) D - - Any in excess of those required by FAR

may be inoperative.




PAGE NO: 34-4





34 NAVIGATION

11. Radar Altimeter

1) Necessary for GPWS operation when GPWS is required by FAR.

A - 0 May be inoperative provided: a) GPWS is considered inoperative, b) Alternate procedures are

established and used, c) Repairs are made within two flight

days, and d) Landing minimums are not based

on its use.

2) Necessary for GPWS operation when GPWS is not required by FAR

C - 0 May be inoperative provided landing minimums are not based on its use.

3) Not necessary for GPWS D - 0 Any in excess of those required by FAR

may be inoperative.

12. Flight Director System C - 0 May be inoperative provided landing minimums are not based on its use.

NOTE: Any operative mode may be used.

1) Go Around Function C - 0 (O)

13. ***

Altitude Alerting System A - 0 (O) May be inoperative provided: a) Autopilot with altitude hold is

operative, b) Enroute operations do not require

its use, and c) Repairs are made within three

flight days. C - 0 May be inoperative provided it is not

required by FAR.




PAGE NO: 34-5





34 NAVIGATION

14. RMI C - 0

15. ***

Traffic Alert and Collision Avoidance System (TCAS I)

B - 0 (M)(O) May be inoperative provided: a) System is deactivated and

secured, and b) Enroute or approach procedures

do not require its use. C - 0 (M)(O) May be inoperative provided:

a) Not required by FAR, b) System is deactivated and

secured, and c) Enroute or approach procedures

do not require its use.

16. Traffic Alert and Collision Avoidance System (TCAS II)

B - 0 (M) May be inoperative provided: a) System is deactivated and

secured, and b) Enroute or approach procedures

do not require its use. C - 0 (M)(O) May be inoperative provided:

a) Not required by FAR, b) System is deactivated and

secured, and c) Enroute or approach procedures

not require its use.

1) Combined Traffic Alert (TA) and Resolution Advisory (RA) Dual Display System(s)

C 2 1 May be inoperative on the nonflying pilot side provided;

a) TA and RA visual display is operative on the flying pilot side, and

b) TA and RA audio function is operative on the flying pilot side.

(Continued)




PAGE NO: 34-6





34 NAVIGATION 16. TCAS II

(Continued) 2) Resolution Advisory (RA)

Display System(s) C 2 1 May be inoperative on non-flying pilot

side. C - 0 (O) May be inoperative provided:

a) Traffic Alert (TA) visual display and audio functions are operative,

b) TA only mode is selected by the crew, and

c) Enroute or approach procedures do not require its use.

3) Traffic Alert Display

System(s) C - 0 (O) May be inoperative provided:

a) RA visual display and audio functions are operative, and

b) Enroute or approach procedures do not require its use.

17. Standby Attitude Indicator C - 0 May be inoperative provided not required

by FAR. B - 0 May be inoperative provided:

a) Operations are conducted in Day VMC only, and

b) Operations are not conducted into known or forecast VFR-on-Top conditions.

1) Sonalert Standby Power

Aural Warning B 1 0 May be inoperative provided the Standby

Power Annunciator is operative.

2) Standby Power Annunciator

B 1 0 May be inoperative provided the Sonalert Standby Power Aural Warning is operative.

18. ***

Flight Profile Advisory System

C 1 0




PAGE NO: 34-7





34 NAVIGATION

19. ***

Terrain Awareness and Warning System(TAWS)

||

A Class A TAWS Equipment Required

||

1) GPWS A - 0 (O) May be inoperative provided: a) Alternate Procedures are

established and used, and b) Repairs are made within two flight

days.

||

a) Modes 1-4 A 4 0 (O) May be inoperative provided:


b) Repairs are made within two flight days.

|

b) Test mode A 1 0 May be inoperative provided:

a) The GPWS is considered inoperative, and

b) Repairs are made within two flight days.

|

c) Glideslope Deviation

(Mode 5) C - 1 |

B - 0 |

d) Advisory Callouts B - 0 (O) May be inoperative provided alternate procedures are established and used.

|

C - 0 (O) May be inoperative provided:

a) Advisory callout not required by FAR, and

b) Alternate Procedures are established and used.

|||||

(Continued)




PAGE NO: 34-8





34 NAVIGATION 19. A

Class A TAWS Equipment Required

||

1) GPWS (Continued) e) ***

Windshear Mode (Reactive)

B 1 0 (O) May be inoperative provided alternate procedures are established and used.

|



|||

C 1 0 (O) May be inoperative provided:


b) Windshear Detection and Avoidance System (Predictive) operates normally.

||||||

2) Terrain System –

Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alert (PDA) Functions


|||||

3) Terrain Displays C - 1 | B - 0 |

4) ***

Runway Awareness & Advisory System (RAAS)

C 1 0 ||




PAGE NO: 34-9





34 NAVIGATION 19. B

Class B TAWS Equipment Required

||

1) GPWS A - 0 (O) May be inoperative provided: c) Alternate Procedures are

established and used, and d) Repairs are made within two flight

days.

|||||

a) Modes 1 & 3 A 2 0 (O) May be inoperative provided:

c) Alternate procedures are established and used, and

d) Repairs are made within two flight days.

|||||

b) Test mode A 1 0 May be inoperative provided:

c) The GPWS is considered inoperative, and

d) Repairs are made within two flight days.

|||||

c) ***

Modes 2, 4 & 5 C 3 0 ||

d) Advisory Callouts B - 0 (O) May be inoperative provided alternate

procedures are established and used. ||

C - 0 (O) May be inoperative provided:

c) Advisory callout not required by FAR, and

d) Alternate Procedures are established and used.

|||||

(Continued)




PAGE NO: 34-10





34 NAVIGATION 19. B

Class B TAWS Equipment Required

||

1) GPWS (Continued) |e) ***

Windshear Mode (Reactive)

C 1 0 (O) May be inoperative provided alternate procedures are established and used.

||



|||

2) Terrain System –

Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alert (PDA) Functions


|||||

3) Terrain Displays C - 0 |

4) ***

Runway Awareness & Advisory System (RAAS)

C 1 0 ||

19. C

TAWS / GPWS not required by FAR. (Class C TAWS)

C 1 0 (O) May be inoperative provided alternate procedures are established and used.

|||

NOTE: Any mode that operates normally

may be used. ||




PAGE NO: 34-11





34 NAVIGATION

20. Weather Storm Scope Deleted Rev. 4.

21. ***

Multifunction Display C - 0 (O) May be inoperative provided alternate procedures are established and used.

22. ***

Windshear Warning and Flight Guidance System

DELETED Combined with TAWS / GPWS Revision 5

||

23. ***

Windshear Detection and Avoidance System

DELETED Combined with Weather Radar, Revision 5

||

24. ***

Navigation Databases

1) Flight Management

System C - - (O) May be out of currency provided:

a) Current Aeronautical Charts are used to verify navigation fixes prior to dispatch,

b) Procedures are established and used to verify status and suitability of Navigation Facilities used to define route of flight, and

c) Approach Navigation Radios are manually tuned and identified.

2) Navigation Management

System C - - (O) May be out of currency provided:

a) Current Aeronautical Charts are used to verify navigation fixes prior to dispatch,

b) Procedures are established and used to verify status and suitability of Navigation Facilities used to define route of flight, and

c) Approach Navigation Radios are manually tuned and identified.




PAGE NO: 34-12





34 NAVIGATION

25. ***

Automatic Dependent Surveillance-Broadcast (ADS-B)

D - 0 May be inoperative provided it is not required by FAR.

NOTE: If ADS-B is installed in lieu of or

as a replacement for FAR required equipment, the repair category in the operator’s MEL will be the same as that of the FAR required equipment.

1) Link and Display

Processor Unit (LDPU) D - 0

NOTE: Cockpit Display Traffic Information (CDTI) display of data from other aircraft systems may be used.

2) Cockpit Display and

Traffic Information (CDTI) D - 0 NOTE: ADS-B data transmissions may

continue.

3) CDTI Control Panel D - 0 May be inoperative provided: a) Flight ID can be set, and b) Screen Display is acceptable to

the flight crew.

4) Data Link Transmitter(s) D - 0

5) Data Link Receiver(s) D - 0




PAGE NO: 35-1





35 OXYGEN

1. Oxygen System (Passenger)

C 1 0 As required by FAR.

2. External Oxygen Gauge C 1 0 May be inoperative provided maintenance

or flight crewmember is in the cockpit and monitors the internal oxygen gauge during servicing to avoid over-servicing.

3. Passenger Oxygen Mask C - 0 (M) May be inoperative provided:

a) Corresponding passenger seat is blocked and placarded “DO NOT OCCUPY”, and

b) Affected mask does not permit flow when cabin oxygen system is activated.

|




PAGE NO: 37-1





37 VACUUM/PRESSURE

1. Gyro Suction Indicator C 1 0 (O) May be inoperative provided; a) Both Instrument Air Valves are

operative, b) Both L and R Bleed AIR FAIL

Annunciator Systems are operative,

c) Both Outflow/Safety Valves are operative,

d) The Cabin Pressure System is operative, and

e) Both Environmental Bleed Air Systems are operative.

2. Instrument Air Valve C 2 1 (O) One may be inoperative provided:

a) Inoperative valve is verified closed, and





PAGE NO: 37-2





37 VACUUM/PRESSURE

3. Pneumatic Pressure Gauge

C 1 0 (O) May be inoperative provided: a) Aircraft is not operated in known

or forecast icing conditions, b) Both Instrument Air Valves are

operative, c) Both L and R Bleed AIR FAIL

Annunciator Systems are operative,

d) Both Outflow/Safety Valves are operative,

e) The Pressurization System is operative, and

f) Both Environmental Bleed Air Systems are operative.

C 1 0 (O) May be inoperative provided;

a) The TAIL DEICE Annunciator is operative,

b) The INBD WG DEICE and OUTBD WG DEICE Annunciators are operative,

c) Both Instrument Air Valves are operative,

d) Both L and R Bleed Air FAIL Annunciator Systems are operative,

e) Both Outflow/Safety Valves are operative,

f) The Pressurization System is operative, and

g) Both Environmental Bleed Air Systems are operative.




PAGE NO: 38-1





38 WATER/WASTE

1. ***

Potable Water Systems C - - (M) Individual components may be inoperative provided:

a) Associated components are deactivated or isolated, and

b) Associated system components are verified not to have leaks.

NOTE: Any portion of the system which

operates normally may be used. C - - (M) May be inoperative provided:

a) System is drained, and b) Procedures are established to

ensure that system is not serviced.

2. ***

Lavatory Waste System C - - (M) Individual components may be inoperative provided:

a) Associated components are deactivated or isolated, and

b) Associated system components are verified not to have leaks.

NOTE: Any portion of the system which

operates normally may be used. C - - (M) Associated Lavatory system(s) may

be inoperative provided: a) Associated components are

deactivated or isolated to prevent leaks.

b) Lavatory door is secured closed and placarded: “INOPERATIVE-DO NOT USE”.




PAGE NO: 52-1





52 DOORS

1. CABIN DOOR Annunciator System

C 1 0 May be inoperative provided a crewmember confirms, by visual inspection, that the door is latched prior to each departure.

2. CARGO DOOR

Annunciator System C 1 0 May be inoperative provided a

crewmember confirms, by visual inspection, that the door is latched prior to each departure.

3. Cabin Door Lock

Observe Light System C 1 0 May be inoperative provided a flashlight is

used by a crewmember to inspect the locking mechanism prior to each departure.

4. Entrance Door Snubber

System C 1 0 (O)

5. Airstair Door Cable

Coverings D - 0 May be damaged or missing provided

door cable does not interfere with door operation.

|||

6. Cargo Door Snubber A 4 3 (M) May be inoperative provided repairs

are made within two flight days.

7. Cabin / Cargo Door Seals

C 2 0 May be damaged or inoperative provided: a) Door seal does not interfere with

door operation, and b) The flight is conducted at or below

10,000 feet MSL.

|||||




PAGE NO: 56-1





56 WINDOWS

1. Cockpit Windshields A 2 1 (O) Relief is permitted only to the extent allowed for in the latest revision of the FAA Approved Flight Manual.

2. Side Windows (Cockpit or

Cabin) A - - (O) Relief is permitted only to the extent

allowed for in the latest revision of the FAA Approved Flight Manual.

PRESSURIZED flight is PROHIBITED

due to a cracked side window.




PAGE NO: 61-1





61 PROPELLERS

1. Propeller Synchrophaser/ Synchronizer System

D 1 0

2. Propeller Synchroscope D 1 0

3. Propeller Auto Feather Indication System

1) AFX Indicators C 2 0 May be inoperative provided L and R

Auto Feather Annunciators are operative and illuminated prior to takeoff brake release.

2) L or R AUTO FEATHER

Annunciators C 2 0 May be inoperative provided AFX

Indicators are operative.

3) AUTO FEATHER OFF Annunciator

A 1 0 May be inoperative provided: a) Auto Feather switches remain in

the ARM position for the entire flight, and

b) Repairs are made within three flight days.



BE-1900D REVISION NO:5 DATE: 02/07/2006

PAGE NO: 73-1





73 ENGINE FUEL & CONTROL

1. Fuel Flow Indicators B 2 1 (O) One may be inoperative provided

both Fuel Quantity Indication Systems and both Main Fuel Tank Indications are operative.

B 2 1 (O) One may be inoperative with one or

both Aux Fuel Tank Indications inoperative provided both Fuel Quantity Indicating Systems and both Main Fuel Tank Indications are operative.




PAGE NO: 74-1





74 IGNITION

1. L or R Auto Ignition System

DELETED Revision 4.




PAGE NO: 77-1





77 ENGINE INDICATING

1. Tachometers N1 Indicator

C 2 0 Digital display portion may be inoperative.

D 2 0 The Decimal Point only of the digital

display may be inoperative. ||

1900d - master minimum equipment list

Documents

highlights of change

d revision

system page

date page numbers initials

control page v

table of contents system

engine fuel control

log of revisions rev