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

 

 

 

 

 

 


--

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


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

 


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

 


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 Page

 

5

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.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 


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


 

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


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


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.


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.


 

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.


 

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).


 

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.

 


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.

 


 


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.

 


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.

 


 

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."


 

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.

 


 

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


 

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.

 

 

21-9-4

(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.

 

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.


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.

 

 

22-2

(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.

 

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

 

 

22-2-4

(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.

 

 

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.


 

 

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.

 

 

26-3

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

(M)Procedure to lock and placard Lavatory Door.

 

 

26-4

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

(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.

 

 

27-4

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

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

 

 


28-1

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

 

 

28-5-1

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

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.

 

 

30-2

(O)Procedure to determine inoperative motor does not affect other actuator motor.

 

(O)Procedure to ensure ice vanes are in the extended position.

 

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

 

 

30-4-1

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

 

(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.

 

 


31-2

(O)Procedure for recording aircraft time for maintenance purposes.

 

 

31-5

(O)Procedure to check operation of individual circuits.

 

 

31-11

(M)Procedure to pull and collar CB in the open position.

(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

 

 

32-1-2

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

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

 

 

32-4

(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.

 

 

32-5

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

(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.

 

 

34-3

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

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.

 

 


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.

 

 

34-16-2

(O)Procedure to ensure non-flying pilot monitors pilot display.

(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.


 

 

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.

 

 

37-3

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

 

(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.

 

 

38-2

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

 

(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.


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

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

 

 

 

 

 

 

 

 

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.

 

 

 

 

 

 

 

 

 

 


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.

 

 

 

 

 

 

 

 


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.

 

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Any available pressurization capability may be used provided system limits are not exceeded.

|

 

 

 

 

 

 

 

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.

 

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Any available pressurization capability may be used provided system limits are not exceeded.

|

 

(Continued)

 

 

 

 

 


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, and

b)      Fluctuation cannot cause cabin pressure to exceed maximum differential.

 

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Any available pressurization capability may be used provided system limits are not exceeded.

|

 

 

 

 

 

 

 

4)

Cabin Pressure TEST Function

C

1

0

(O) May be inoperative provided system can maintain cabin altitude at or below 9,500 feet.

 

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Any available pressurization capability may be used provided system limits are not exceeded.

|

 

 

 

 

 

 

 

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.

 

 

 

 

 

 

 

 


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