Revision:       1

 

Date:     Nov 12, 2008

 

 

 

 

 

 

 

 

 

 

 

DEPARTMENT OF TRANSPORTATION

 

 

 

 

 

FEDERAL AVIATION ADMINISTRATION

 

 

 

 

 

WASHINGTON , D.C.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

MASTER MINIMUM EQUIPMENT LIST

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

GULFSTREAM G150

 

 

 

 

 

 

 

 

 

 

 

 

 

 

APPROVED BY:

 

STEPHEN L. FORD, CHAIRMAN

FLIGHT OPERATIONS EVALUATION BOARD

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Federal Aviation Administration

 

 

Flight Standards Division

 

 

Aircraft Evaluation Group, LGB-AEG

 

 

3960 Paramount Blvd, Suite 100

 

 

Lakewood , CA  90712-4137

 

 

 

 

 

 

 

 

Telephone:

(562)-627-5279

 

FAX:

(562)-627-5281

 

                                   

 

 

 

 

 

 

 


--

Table of Contents

I

--

Log of Revisions

II

--

Control Pages

III thru V

--

Highlights of Change

VI

--

Definitions

VII thru XV

--

Preamble

XVI thru XVII

21

Air Conditioning

21-1, 2, 3, 4, 5, 6,

21

Air Conditioning

21-7

22

Auto Flight

22-1, 2, 3, 4, 5, 6

23

Communications

23-1, 2, 3, 4, 5, 6

23

Communications

23-7, 8

24

Electrical Power

24-1, 2, 3

25

Equipment/Furnishings

25-1, 2, 3, 4, 5, 6

25

Equipment/Furnishings

25-7, 8, 9

26

Fire Protection

26-1, 2

27

Flight Controls

27-1, 2, 3, 4, 5

28

Fuel

28-1, 2, 3, 4, 5

29

Hydraulic Power

29-1, 2, 3

30

Ice and Rain Protection

30-1, 2, 3, 4,5

31

Indicating/Recording Systems

31-1, 2, 3

32

Landing Gear

32-1, 2

33

Lights

33-1, 2, 3, 4

34

Navigation

34-1, 2, 3, 4, 5, 6

34

Navigation

34-7, 8, 9, 10, 11

34

Navigation

34-12, 13, 14,15

35

Oxygen

35-1, 2

38

Water / Waste

38-1, 2

45

Central Maintenance Computer

45-1

46

Information Systems

46-1, 2

49

Airborne Auxiliary Power

49-1

52

Doors

52-1, 2

71

Powerplant

71-1

73

Engine Fuel & Control

73-1

74

Ignition

74-1

76

Engine Controls

76-1

77

Engine Indicating

77-1

78

Engine Exhaust

78-1

79

Engine Oil

79-1

80

Starting

80-1


ORIGINAL

12/07/2005

ALL

 

1

11/12/2008

21-1 thru 21-7

 

1

11/12/2008

22-1 thru 22-6

 

1

11/12/2008

23-1 thru 23-8

 

1

11/12/2008

24-1 thru 24-3

 

1

11/12/2008

25-1 thru 25-9

 

1

11/12/2008

26-1 thru 26-2

 

1

11/12/2008

27-1 thru 27-5

 

1

11/12/2008

28-1 thru 28-5

 

1

11/12/2008

29-1 thru 29-3

 

1

11/12/2008

30-1 thru 30-5

 

1

11/12/2008

31-1 thru 31-3

 

1

11/12/2008

32-1 thru 32-2

 

1

11/12/2008

33-1 thru 33-4

 

1

11/12/2008

34-1 thru 34-15

 

1

11/12/2008

35-1 thru 35-2

 

1

11/12/2008

38-1 thru 38-2

 

1

11/12/2008

45-1

 

1

11/12/2008

46-1 thru 46-2

 

ORIGINAL

12/07/2005

49-1

 

1

11/12/2008

52-1 thru 52-2

 

ORIGINAL

12/07/2005

71-1

 

1

11/12/2008

73-1

 

ORIGINAL

12/07/2005

74-1

 

1

11/12/2008

76-1

 

1

11/12/2008

77-1

 

1

11/12/2008

78-1

 

1

11/12/2008

79-1

 

ORIGINAL

12/07/2005

80-1

 

 

 


Cover Page

-

1

11/12/2008

Table of Contents

I

1

11/12/2008

Log of Revisions

II

1

11/12/2008

Control Page

III

1

11/12/2008

 

IV

1

11/12/2008

 

V

1

11/12/2008

Highlights of Change

VI

1

11/12/2008

Definitions

VII

14

08/26/2008

 

VIII

14

08/26/2008

 

IX

14

08/26/2008

 

X

14

08/26/2008

 

XI

14

08/26/2008

 

XII

14

08/26/2008

 

XIII

14

08/26/2008

 

XIV

14

08/26/2008

 

XV

14

08/26/2008

Preamble

XVI

2

06/14/1989

 

XVII

2

06/14/1989

21

21-1

1

11/12/2008

 

21-2

1

11/12/2008

 

21-3

1

11/12/2008

 

21-4

1

11/12/2008

 

21-5

1

11/12/2008

 

21-6

1

11/12/2008

 

21-7

1

11/12/2008

22

22-1

1

11/12/2008

 

22-2

1

11/12/2008

 

22-3

1

11/12/2008

 

22-4

1

11/12/2008

 

22-5

1

11/12/2008

 

22-6

1

11/12/2008

23

23-1

1

11/12/2008

 

23-2

1

11/12/2008

 

23-3

1

11/12/2008

 

23-4

1

11/12/2008

 

23-5

1

11/12/2008

 

23-6

1

11/12/2008

 

23-7

1

11/12/2008

 

23-8

1

11/12/2008

24

24-1

1

11/12/2008

 

24-2

1

11/12/2008

 

24-3

1

11/12/2008

25

25-1

1

11/12/2008

 

25-2

1

11/12/2008

 

25-3

1

11/12/2008

 

25-4

1

11/12/2008


25

25-5

1

11/12/2008

 

25-6

1

11/12/2008

 

25-7

1

11/12/2008

 

25-8

1

11/12/2008

 

25-9

1

11/12/2008

26

26-1

1

11/12/2008

 

26-2

1

11/12/2008

27

27-1

1

11/12/2008

 

27-2

1

11/12/2008

 

27-3

1

11/12/2008

 

27-4

1

11/12/2008

 

27-5

1

11/12/2008

28

28-1

1

11/12/2008

 

28-2

1

11/12/2008

 

28-3

1

11/12/2008

 

28-4

1

11/12/2008

 

28-5

1

11/12/2008

29

29-1

1

11/12/2008

 

29-2

1

11/12/2008

 

29-3

1

11/12/2008

30

30-1

1

11/12/2008

 

30-2

1

11/12/2008

 

30-3

1

11/12/2008

 

30-4

1

11/12/2008

 

30-5

1

11/12/2008

31

31-1

1

11/12/2008

 

31-2

1

11/12/2008

 

31-3

1

11/12/2008

32

32-1

1

11/12/2008

 

32-2

1

11/12/2008

33

33-1

1

11/12/2008

 

33-2

1

11/12/2008

 

33-3

1

11/12/2008

 

33-4

1

11/12/2008

34

34-1

1

11/12/2008

 

34-2

1

11/12/2008

 

34-3

1

11/12/2008

 

34-4

1

11/12/2008

 

34-5

1

11/12/2008

 

34-6

1

11/12/2008

 

34-7

1

11/12/2008

 

34-8

1

11/12/2008

 

34-9

1

11/12/2008

 

34-10

1

11/12/2008


 

34-11

1

11/12/2008

 

34-12

1

11/12/2008

 

34-13

1

11/12/2008

 

34-14

1

11/12/2008

 

34-15

1

11/12/2008

35

35-1

1

11/12/2008

 

35-2

1

11/12/2008

38

38-1

1

11/12/2008

 

38-2

1

11/12/2008

45

45-1

1

11/12/2008

46

46-1

1

11/12/2008

 

46-2

1

11/12/2008

49

49-1

Original

12/07/2005

52

52-1

1

11/12/2008

 

52-2

1

11/12/2008

71

71-1

Original

12/07/2005

73

73-1

1

11/12/2008

74

74-1

Original

12/07/2005

76

76-1

1

11/12/2008

77

77-1

1

11/12/2008

78

78-1

1

11/12/2008

79

79-1

1

11/12/2008

80

80-1

Original

12/07/2005


 

 

1

 

 

This is Revision 1 to the Master Minimum Equipment list (MMEL). It is the result of a public Flight Operations Evaluation Board (FOEB) meeting held on April 23 - 24, 2008 to consider approximately 234 items proposed by GAC for inclusion in the MMEL. The majority of those items were accepted by the FOEB.

 

 

 

FAA Policy Letters 1-122 were also incorporated in this revision. For a complete listing of FAA Policy Letters visit “www. opspecs.com”.

 

 

 

 

 

 

 

 

 

 

 

 


 

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.  Repair interval categories (A, B, C, and D) are listed on right side of column 1.  Repair intervals are described in definition 22.

 

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 items inoperative, provisos (conditions and 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. The term “14 CFR” may be substituted for “FAR” in MMELs or operator MELs.

 

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. As used in MMELs, "ER" refers to Extended Operations (ETOPS) of an airplane with operational approval to conduct ETOPS in accordance with the applicable regulations .

 

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 (structural) or in the engine(s) (induction).

 

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.  For time intervals specified in "flight days," the day the malfunction was recorded in the aircraft maintenance record/logbook is excluded.  For all other time intervals (flights, flight legs, cycles, hours, etc), repair tracking begins at the point when the malfunction is deferred in accordance with 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.

 


An operator who has the authorization to use an MEL also has the authority to approve extensions to the maximum repair interval for category B and C items provided the responsible Flight Standards District Office (FSDO) is notified within 24 hours of the MEL extension.  The operator is not authorized to extend A and D items in the MEL. Misuse of the MEL extension authority may result in the operators OpSpecs/Mspecs being amended by removing the authority for the operator to use the MEL extension authority and/or use an MEL.

 

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-747-400, 757, 767, 777, 787)

 

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 effects 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, MAINTENENACE 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 messagesFailures 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, GIV-X, G-150 and G200)

 

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.
 

Gulfstream mid-cabin airplanes (G-150, G-200) equipped with EICAS provide different priority levels of system messages: WARNING (red), CAUTION (amber), ADVISORY (green), and STATUS (white).  The Airplane Flight Manual prohibits take off with any WARNING message displayed.  CAUTION, ADVISORY and STATUS messages may affect airplane dispatch status and requires the Airplane Flight Manual or the MEL be used to determine dispatch capability.  The airplane may dispatch with CAUTION, ADVISORY and STATUS messages that indicate proper system operation and are not illuminated due to a system failure (i.e. FUEL STBY PUMP ON when the pump is selected ON, GND A/B OUT with LAND selected on the ground, or APU GEN OFF with the switch OFF).  MAINTENANCE and MAINTENANCE DATA STATUS messages do not affect airplane dispatch status.  They indicate the presence of a system fault which can be retrieved from the Maintenance Diagnostics Computer.  In all cases, the Airplane Flight Manual must be referenced and procedures compiled with for the displayed message prior to applying MEL dispatch relief.

 

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."

 


28. “Considered Inoperative”, as used in the provisos means that item must be treated for dispatch, taxi and flight purposes as though it were inoperative. The item shall not be used or operated until the original deferred item is repaired.  Additional actions include: documenting the item on the dispatch release (if applicable), placarding, and complying with all remarks, exceptions, and related MMEL provisions, including any (M) and (O) procedures and observing the repair category.

 

29. “ Is not used” in the provisos, remarks or exceptions for an MMEL item may specify that another item relieved in the MMEL “is not used.”  In such cases, crewmembers should not activate, actuate, or otherwise utilize that component or system under normal operations.  It is not necessary for the operators to accomplish the (M) procedures associated with the item.  However, operational requirements must be complied with, and an additional placard must be affixed, to the extent practical, adjacent to the control or indicator for the item that is not used to inform crewmembers that a component or system is not to be used under normal operations.


 

30. Nonessential equipment and furnishings (NEF) are those items installed on the aircraft as part of the original type certification, supplemental type certificate, or other form of alteration that have no effect on the safe operation of flight and would not be required by the applicable certification rules or operational rules.  They are those items that if inoperative, damaged or missing have no effect on the aircraft’s ability to be operated safely under all operational conditions.  These nonessential items may be installed in areas including, but not limited to, the passenger compartment, flight deck area, service areas, cargo areas, crew rest areas, lavatories, and galley areas.  NEF items are not items already identified in the MEL or CDL of the applicable aircraft.  They do not include items that are functionally required to meet the certification rule or for compliance with any operational rule.  Operator’s NEF process shall not provide for deferral of items within serviceable limits identified in the manufacture’s maintenance manual or operator’s approved maintenance program such as wear limits, fuel/hydraulic leak rates, oil consumption, etc.  Cosmetic items that are fully serviceable but worn or soiled may be deferred under an operator’s NEF process.

 

 


 

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


21

AIR CONDITIONING

 

 

 

 

 

 

 

 

 

 

 

 

1.

Bleed Switching Valves

C

2

1

(M) One may be inoperative provided airplane is operated at or below FL250.

 

|

 

 

 

 

 

 

 

 

 

C

2

0

(M) May be inoperative provided:

a)          Affected valves are CLOSED, and

b)          Environment Control System (ECS) Selector is in RAM.

 

 

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE:  Cabin pressurization and Temperature control are not available with Environmental Control System (ECS) Selector in RAM.

|

|

|

|

 

 

 

 

 

 

 

2.

HP Bleed Air Duct Blow Out Discs

C

2

0

(M) One or both disks may be missing provided no airflow from respective port(s) is verified with respective engine(s) running before each takeoff.

|

|

|

|

 

 

 

 

 

 

 

3.

Ram Air Check Valve

C

1

0

(O) May be inoperative in OPEN position provided airplane is operated unpressurized.

|

|

|

 

 

 

 

 

 

 

4.

Automatic Temperature Control Cabin

C

1

0

May be inoperative provided Manual Temperature Control Cabin is operative.

 

 

 

 

 

 

 

 

 

 

C

1

0

(O) May be inoperative provided airplane is operated unpressurized. 

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: When operating without either automatic or manual temperature control, it is possible to heat cabin/cockpit using emergency bleed air from right engine by moving ECS Selector to EMERG (reduce right engine thrust to avoid display of DUCT TEMP HI warning message).

|

|

|

|

|

|

|

 

 

 

 

 

 

 


21

AIR CONDITIONING

 

 

 

 

 

 

 

 

 

 

 

 

5.

Manual Temperature Control Cabin

C

1

0

May be inoperative provided Automatic Temperature Control Cabin is operative.

 

 

 

 

 

 

 

 

 

 

C

1

0

(O) May be inoperative provided airplane is operated unpressurized.

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: When operating without either automatic or manual temperature control, it is possible to heat cabin/cockpit using emergency bleed air from right engine by moving ECS Selector to EMERG (reduce right engine thrust to avoid display of DUCT TEMP HI warning message).

|

|

|

|

|

|

|

 

 

 

 

 

 

 

6.

Air Conditioning Unit

C

1

0

May be inoperative provided airplane is operated with Environment Control System (ECS) Selector in RAM.

 

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE:  Cabin pressurization and Temperature control are not available with Environmental Control System (ECS) Selector in RAM.

|

|

|

|

 

 

 

 

 

 

 


21

AIR CONDITIONING

 

 

 

 

 

 

 

 

 

 

 

 

7.

Cabin Pressurization Control System

 

 

 

 

 

 

 

 

 

 

 

 

1)

Automatic Mode

B

1

0

May be inoperative provided:

a)        Manual Mode is operative, and

b)        CABIN DOOR UNLOCK message is operative.

 

 

|

 

 

 

 

 

 

 

 

 

B

1

0

May be inoperative provided airplane is operated with Environment Control System (ECS) Selector in RAM.

 

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE:  Cabin pressurization and Temperature control are not available with Environmental Control System (ECS) Selector in RAM.

|

|

|

|

 

 

 

 

 

 

 

2)

Manual Mode

B

1

0

May be inoperative provided Automatic Mode is operative.

 

 

 

 

 

 

 

 

 

 

B

1

0

May be inoperative provided airplane is operated with Environment Control System (ECS) Selector in RAM.

 

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE:  Cabin pressurization and Temperature control are not available with Environmental Control System (ECS) Selector in RAM.

|

|

|

|

 

 

 

 

 

 

 


21

AIR CONDITIONING

 

 

 

 

 

 

 

 

 

 

 

 

8.

Valves

 

 

 

 

|

 

 

 

 

 

 

 

1)

Outflow Valve

C

1

0

(M) May be inoperative provided:

a)        Extended overwater operations are not conducted,

b)        Outflow valve is secured OPEN, and

c)        Airplane is operated unpressurized.

|

|

|

|

|

|

|

 

 

 

 

 

 

 

2)

Safety Valve

C

1

0

(O) May be inoperative provided airplane is operated unpressurized.

|

|

 

 

 

 

 

 

 

9.

Cabin Altitude Rate of Climb Indicator

C

1

0

May be inoperative provided:

a)        Cabin Altitude Indicator is operative,

b)        Automatic and Manual Mode of Cabin Pressurization Control System (CPCS) is operative.

 

|

|

|

|

|

 

 

 

 

 

 

 

 

 

C

1

0

May be inoperative provided:

a)        Cabin Differential Pressure Indication is operative,

b)        A chart to convert cabin differential pressure to cabin altitude is provided to crew, and

c)        Automatic and Manual Mode of Cabin Pressurization Control System (CPCS) is operative.

 

 

 

 

 

|

 

|

 

 

 

 

 

 

 

 

 

C

1

0

(O) May be inoperative provided airplane is operated unpressurized.

|

 

 

 

 

 

 

 


21

AIR CONDITIONING

 

 

 

 

 

 

 

 

 

 

 

 

10.

Cabin Altitude Indicator

C

1

0

May be inoperative provided:

a)        Cabin Differential Pressure Indicator is operative,

b)        A chart to convert cabin differential pressure to cabin altitude is provided to crew, and

c)        Cabin Altitude is monitored during flight by crewmember.

 

 

 

 

 

|

 

 

 

 

 

 

 

 

 

C

1

0

(O) May be inoperative provided airplane is operated unpressurized.

|

 

 

 

 

 

 

 

11.

Cabin Differential Pressure Indicator

C

1

0

May be inoperative provided:

a)        Cabin Altitude Indicator is operative,

b)        A chart to convert cabin altitude to cabin differential pressure is provided to crew, and

c)        Cabin Altitude is monitored during flight by crewmembers.

 

 

 

 

 

 

 

 

 

 

C

1

0

(O) May be inoperative provided airplane is operated unpressurized.

|

 

 

 

 

 

 

 

12.

Nose Cooling Fans

C

2

1

One may be inoperative provided AFM procedures are followed for each flight

 

 

 

 

 

 

 

 

13.

Bleed Pressure/ Temperature HI Warning System

C

1

0

May be inoperative provided airplane is operated with Environment Control System (ECS) Selector in RAM.

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Cabin pressurization and Temperature control are not available with Environmental Control System (ECS) Selector in RAM.

|

|

|

|

 

 

 

 

 

 

 


21

AIR CONDITIONING

 

 

 

 

 

 

 

 

 

 

 

 

14.

Duct Temp HI Warning System

C

1

0

May be inoperative provided airplane is operated with Environment Control System (ECS) Selector in RAM.

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Cabin pressurization and Temperature control are not available with Environmental Control System (ECS) Selector in RAM.

|

|

|

|

 

 

 

 

 

 

 

15.

Cockpit Duct Temp HI Warning System

 

 

 

Deleted in Revision 1.

|

 

 

 

 

 

 

 

16.

Overhead Airflow Vents (Wemacs/Gaspers)

D

-

-

 

|

|

 

 

 

 

 

 

 

17.

Cabin Altitude High Warning System

C

1

0

(O) May be inoperative provided airplane is operated unpressurized.

|

|

 

 

 

 

 

 

 


21

AIR CONDITIONING

 

 

 

 

 

 

 

 

 

 

 

 

18.

Cabin Pressurization System

C

1

0

May be inoperative provided airplane is operated unpressurized.

 

 

 

 

 

 

 

 

19.

Cabin Temperature Indicator

C

1

0

May be inoperative provided Automatic or Manual Temperature Control System is operative.

|

|

|

 

 

 

 

 

 

 

20.

Windshield Defog System

C

1

0

May be inoperative provided windshield heating system is operative.

|

|

 

 

 

 

 

 

 

21.

APU Airflow HI Flow Pushbutton

D

1

0

 

|

|

 

 

 

 

 

 

 

22.

Cabin Temperature Remote Controllers

D

-

-

 

|

|

 

 

 

 

 

 

 

23.

Emergency Pressurization System

C

1

0

(O) May be inoperative provided airplane is operated unpressurized.

|

|

 

 

 

 

 

 

 

24.

Ditch Pushbutton

C

1

0

May be inoperative provided outflow valve can be controlled by Manual Cabin Pressure operation.

|

|

|

 

 

 

 

 

 

 

25.

Dump Pushbutton

C

1

0

May be inoperative provided outflow valve can be controlled by Manual Cabin Pressure operation.

|

|

|

 

 

 

 

 

 

 


22

AUTO FLIGHT

 

 

 

 

 

 

 

 

 

 

 

 

1.

Flight Director Systems

C

2

0

May be inoperative provided enroute or approach minimums do not require its use.

|

|

 

 

 

 

 

 

 

2.

Autopilot System

B

1

0

(M) May be inoperative except where

enroute operations, RVSM operations, or approach minimums require its use provided AFM Limitations are observed.

 

 

 

 

 

 

 

 

 

 

 

 

 

NOTE:  Airplane must be operated at or below FL310 when both autopilot and yaw damper are inoperative.

|

|

|

 

 

 

 

 

 

 

3.

Yaw Damper System

C

1

0

May be inoperative provided:

a)        Autopilot and Yaw Damper are disengaged by placing YD/AP DISC bar in DOWN position, and

b)        Airplane is operated at or below FL310.

|

|

|

|

|

|

 

 

 

 

 

 

 

4.

MACH Trim

C

1

0

May be inoperative provided airplane is operated in accordance with AFM Limitations.

 

 

 

 

 

 

 

 

 

 

 

 

 

NOTE:  Airplane must be operated at or below 0.78 Mach with autopilot disengaged and Mach Trim inoperative.

|

|

|

 

 

 

 

 

 

 

5.

Control Wheel Autopilot Disconnect Buttons

C

2

1

One may be inoperative provided:

a)        Autopilot is not used below 1500 feet AGL, and

b)        Approach minimums do not require use of autopilot.

|

|

|

|

|

 

 

 

 

 

 

 

 

 

B

2

0

May be inoperative provided autopilot is not used.

|

|

 

 

 

 

 

 

 


22

AUTO FLIGHT

 

 

 

 

 

 

 

 

 

 

 

 

6.

Takeoff/Go-Around (TOGA) Buttons

C

2

1

May be inoperative provided airplane is piloted from side with operative button when autopilot is used for coupled approaches.

|

|

|

|

 

 

 

 

 

 

 

 

 

C

2

0

(O) May be inoperative provided autopilot is not utilized for coupled approaches and alternate procedures are established and used.

|

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Flight Director Takeoff and Go-Around Guidance are not available with both TOGA buttons inoperative.

|

|

|

 

 

 

 

 

 

 

7.

Flight Control Computers (FCC)

A

2

0

One or both may be inoperative provided:

a)        Automatic Cabin Pressurization System is operative,

b)        Contingency planned flight time with one engine inoperative does not exceed one hour at cruise from a suitable airport,

c)        Landing weather minimums are not dependent upon its use,

d)        Airplane is operated at or below FL280,

e)        Airplane is operated in accordance with AFM Limitations for Autopilot, Mach Trim and Yaw Damper, and

f)            Repairs are made within one (1) flight day.

|

|

|

|

|

|

|

|

|

|

|

|

|

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Loss of a single FCC results in loss of mach trim compensation, automatic stabilizer trim, yaw damper, autopilot and flight director functions.

|

|

|

|

 

 

 

 

 

 

 


22

AUTO FLIGHT

 

 

 

 

 

 

 

 

 

 

 

 

8.

Pitch Synchronization Pushbutton

C

2

0

 

|

|

 

 

 

 

 

 

 

9.

FMS V-Speed Calculation and Upload System

C

1

0

May be inoperative provided V-speeds are manually input and crosschecked between each pilot station.

|

|

|

 

 

 

 

 

 

 

10.

Autopilot Coupler

 

 

 

 

|

 

 

 

 

 

 

 

1)

Left Selection

C

1

0

May be inoperative provided:

a)        Contingency planned flight time with one engine inoperative does not exceed one hour from a suitable airport, and

b)        All autopilot functions are operative.

|

|

|

|

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: If autopilot will not engage consider FCC inoperative.

|

|

 

 

 

 

 

 

 

2)

Right Selection

C

1

0

May be inoperative provided:

a)        Contingency planned flight time with one engine inoperative does not exceed one hour from a suitable airport, and

b)        All autopilot functions are operative.

|

|

|

|

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: If autopilot will not engage consider FCC inoperative.

|

|

 

(continued)

 

 

 

 

 


22

AUTO FLIGHT

 

 

 

 

 

 

 

 

 

 

 

 

10.

Autopilot Coupler (continued)

 

 

 

 

|

 

 

 

 

 

 

 

3)

Left and Right Selections

A

2

0

Both may be inoperative provided:

a)        Automatic Cabin Pressurization System is operative,

b)        Contingency planned flight time with one engine inoperative does not exceed one hour at cruise from a suitable airport,

c)        Landing weather minimums are not dependent upon its use,

d)        Airplane is operated at or below FL280,

e)        Airplane is operated in accordance with AFM Limitations for Autopilot, Mach Trim and Yaw Damper, and

f)            Repairs are made within one (1) flight day.

|

|

|

|

|

|

|

|

|

|

|

|

|

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Expect loss of mach trim compensation, automatic stabilizer trim, yaw damper, autopilot, and flight director functions.

|

|

|

|

 

 

 

 

 

 

 

11.

Flight Control Panel, Vertical Guidance Modes

 

 

 

 

|

|

 

 

 

 

 

 

 

1)

Vertical Navigation (VNAV) Mode Selector Switch

C

1

0

May be inoperative provided vertical navigation mode is considered inoperative and not used during autopilot operations.

|

|

|

|

 

 

 

 

 

 

 

2)

Vertical Speed (VS) Mode Selector Switch

 

(continued)

C

1

0

May be inoperative provided vertical speed mode is considered inoperative and not used during autopilot operations.

|

|

|


22

AUTO FLIGHT

 

 

 

 

 

 

 

 

 

 

 

 

11.

Flight Control Panel, Vertical Guidance Modes   (continued)

 

 

 

 

|

|

|

 

 

 

 

 

 

 

3)

Flight Level Change (FLC) Mode Selector Switch

C

1

0

May be inoperative provided flight level change mode is considered inoperative and not used during autopilot operations.

|

|

|

 

 

 

 

 

 

 

4)

Pitch Mode (PIT)

C

1

0

May be inoperative provided pitch mode is considered inoperative and not used during autopilot operations.

|

|

|

 

 

 

 

 

 

 

12.

Flight Control Panel, Lateral Guidance Modes

 

 

 

 

|

|

 

 

 

 

 

 

 

1)

½ BANK Mode Selector Switch

C

1

0

May be inoperative provided autopilot operations do not require ½ bank selection.

|

|

|

 

 

 

 

 

 

 

2)

Navigation (NAV) Mode Selector Switch

C

1

0

May be inoperative provided NAV mode autopilot operations are not required.

|

|

 

 

 

 

 

 

 

3)

Back Course (BC) Mode Selector Switch

C

1

0

May be inoperative provided Back Course operations are not required.

|

|

 

 

 

 

 

 

 

4)

Approach (APPR) Mode Selector Switch

C

1

0

May be inoperative provided Approach Mode Operations are not required.

|

|

 

 

 

 

 

 

 


22

AUTO FLIGHT

 

 

 

 

 

 

 

 

 

 

 

 

13.

***

Auto Throttle System

C

-

0

 

|

 

 

 

 

 

 

 

1)

 

Auto Throttle Engage/Disengage Switches (on back of Thrust Lever Knobs)

C

2

1

 

|

|

|

|

 

 

 

 

 

 

 

 

 

C

2

0

Both may be inoperative provided Auto Throttle is not utilized.

|

|

 

 

 

 

 

 

 

2)

 

Auto Throttle Quick Disconnect Switches (on front of Thrust Lever Knobs)

C

2

1

 

|

|

|

|

 

 

 

 

 

 

 

 

 

C

2

0

Both may be inoperative provided Auto Throttle is not utilized.

|

|

 

 

 

 

 

 

 

 


23

COMMUNICATIONS

 

 

 

 

 

 

 

 

 

 

 

 

1.

Communication Systems (UHF, VHF)

D

-

-

Any in excess of those required by 14 CFR may be inoperative provided it is not powered by Battery Bus and is not required for emergency procedures.

|

|

|

|

 

 

 

 

 

 

 

2.

Passenger Address (PA) System

 

 

 

 

 

 

 

 

 

 

 

 

1)

Passenger Configuration

B

1

0

(O) May be inoperative provided alternate, normal and emergency procedures and/or operating restrictions are established and used.

|

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Any station function(s) that is operative may be used.

|

|

 

 

 

 

 

 

 

 

 

C

1

0

(O) May be inoperative provided:

a)          PA not required by 14 CFR, and

b)          Alternate, normal and emergency procedures and/or operating restrictions are established and used.

 

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Any station function(s) that is operative may be used.

 

 

 

 

 

 

 

 

a)

Lavatory Speakers

 

 

(continued)

C

1

0

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

|

|


23.

COMMUNICATIONS

 

 

 

 

 

 

 

 

 

 

 

 

2.

Passenger Address (PA) System (continued)

 

 

 

 

 

 

 

 

 

 

 

 

2)

Cargo Configuration

C

1

0

May be inoperative provided alternate, normal and emergency procedures, and/or operating restrictions are established and used.

|

|

|

|

 

 

 

 

 

 

 

 

 

D

1

0

May be inoperative provided procedures do not require its use.

 

 

 

 

 

 

 

 

a)

Lavatory Speakers

C

1

0

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

|

|

 

 

 

 

 

 

 

 

 

D

1

0

May be inoperative provided procedures do not require its use.

|

|

 

 

 

 

 

 

 

3.

Cockpit Speakers

C

2

0

May be inoperative provided affected crewmember(s) has an operative headset available.

|

|

|

 

 

 

 

 

 

 

4.

Hand Held Microphones

 

C

-

0

One or more may be inoperative provided affected cockpit crewmember:

a)        Uses a boom microphone,

b)                                                                Has an operative Radio Push-to-Talk Switch.

|

|

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE:  Additional Radio Push-to-Talk (PTT) buttons installed on each side console and each Display Control Grip may be used in lieu of each Control Wheel Push-to-Talk Switch.

|

|

|

|

|

 

 

 

 

 

 

 


23

COMMUNICATIONS

 

 

 

 

 

 

 

 

 

 

 

 

5.

Cockpit Voice Recorder (CVR) (With Flight Data Recorder (FDR) Installed)

A

1

0

May be inoperative provided:

a)        Flight Data Recorder (FDR) is operative, and

b)                                                                Repairs are made within three (3) flight days.

 

 

 

 

 

 

           

 

 

Cockpit Voice Recorder (CVR) (Without Flight Data Recorder (FDR) Installed)

A

1

0

May be inoperative provided repairs are made within three (3) flight days.

 

 

 

 

 

 

 

 

 

Cockpit Voice Recorder (CVR) 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 14 CFR.

 

|

 

 

 

 

 

 

 

6.

***

Selective Call System (SELCAL)

C

-

0

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

|

|

 

 

 

 

 

 

 

 

 

D

-

0

May be inoperative provided procedures do not require its use.

|

|

 

 

 

 

 

 

 

1)

Channels

C

-

0

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

|

|

 

 

 

 

 

 

 

 

 

D

-

0

May be inoperative provided procedures do not require its use.

|

|

 

 

 

 

 

 

 

7.

Static Discharge Wicks

C

-

-

Maximum of two (2) may be damaged or missing provided not more than one (1) is damaged or missing from each flight control group surface.

 8.

 

 

 

 

 

 

 


23

COMMUNICATIONS

 

 

 

 

 

 

 

 

 

 

 

 

8.

***

Crewmember Interphone System (Flight Deck to Cabin/Cabin to Flight Deck/Flight Deck to Ground)

C

1

0

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

|

|

 

 

 

 

 

 

 

 

 

D

1

0

May be inoperative provided procedures do not require its use.

|

|

 

 

 

 

 

 

 

9.

***

Automatic Cabin Briefing System

D

1

0

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

 

 

 

 

 

 

 

 

10.

***

Emergency Locator Transmitter

 

 

 

 

|

|

 

 

 

 

 

 

 

1)

Survival Type ELTs

D

-

-

Any in excess of those required by 14 CFR may be inoperative or missing.

|

|

 

 

 

 

 

 

 

2)

Fixed ELTs

A

1

0

May be inoperative or missing provided repairs are made within 90 days.

|

|

 

 

 

 

 

 

 

 

 

D

1

-

Any in excess of those required by 14 CFR may be inoperative or missing.

|

|

 

 

 

 

 

 

 

3)

ELT Remote Switch

C

1

0

(M) May be inoperative provided:

a)          Remote Switch is disconnected from ELT, and

b)          ELT Switch is placed in ARM.

|

|

|

|

 

 

 

 

 

 

 

 

11.

***

Flight Phone Systems

D

-

-

 

 

 

 

 

 

 

 

 

12.

Headset Jacks

C

2

0

May be inoperative provided cockpit speakers are operative.

 

 

 

 

 

 

 

 


23

COMMUNICATIONS

 

 

 

 

 

 

 

 

 

 

 

 

13.

Boom Microphones

 

 

 

 

 

 

 

 

 

 

 

 

 

Cockpit Voice Recorder (CVR) with Flight Data Recorder (FDR) Installed

 

 

 

 

 

 

 

 

 

 

 

 

1)

Cockpit Voice Recorder Equipped to Record Boom Microphone per FAR 121.359(g), 135.151(d) or 125.227(e)

A

-

0

May be inoperative provided:

a)        Flight Data Recorder (FDR) is operative, and

b)                                                                Repairs are made within three (3) flight days.

 

 

 

|

|

 

 

 

 

 

 

 

2)  ***

Cockpit Voice Recorder not equipped to record Boom Microphones.

D

1

0

Any in excess of those required by 14 CFR may be inoperative.

|

|

 

 

 

 

 

 

 

 

Cockpit Voice Recorder without Flight Data Recorder Installed

 

 

 

 

 

 

 

 

 

 

 

 

1)

Cockpit Voice Recorder Equipped to Record Boom Microphone per FAR 121.359(g), 135.151(d) or 125.227(e)

A

-

0

May be inoperative provided repairs are made within three (3) flight days.

 

 

 

|

|

 

 

 

 

 

 

 

2)  ***

Cockpit Voice Recorder not equipped to record Boom Microphones.

D

-

0

Any in excess of those required by 14 CFR may be inoperative.

|

|

 

 

 

 

 

 

 


23

COMMUNICATIONS

 

 

 

 

 

 

 

 

 

 

 

 

14.

High Frequency (HF) Communication System

D

-

-

Any in excess of those required by 14 CFR may be inoperative.

|

|

 

 

 

 

 

 

 

 

 

C

-

1

(O) May be inoperative while conducting operations that require two (2) LRCS provided:

a)   SATCOM Voice or Data Link is operative,

b)   Alternate procedures are established and used,

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

d)   If Inmarsat codes are not available while using SATCOM voice, prior coordination with appropriate ATS facility is required.

|

|

|

|

|

|

|

|

|

|

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

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

|

|

|

|

 

 

 

 

 

 

 

15.

Headsets

C

2

1

One pilot’s headset may be inoperative provided operations do not require its use and both pilot cockpit speakers are operative.

 

 

 

 

 

 

 

 

 

 

C

2

0

Both pilot’s headsets may be inoperative, except when required by 14 CFR (see NOTE below), provided both pilot cockpit speakers are operative.

|

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: 14 CFR requires one operative headset for:

a)            14 CFR 91 overwater flights (more than 30 minutes or 100 nm from shore).

b)            14 CFR 135 extended overwater (more than 50 nm from shore).

c)            14 CFR 135 IFR.

|

|

|

|

|

|

|

|

 

 

 

 

 

 

 


23

COMMUNICATIONS

 

 

 

 

 

 

 

 

 

 

 

 

16.

Alerting System (Audio/Visual)

 

 

 

 

 

 

 

 

 

 

 

 

1)

Passenger Configuration

 

 

 

 

 

 

 

 

 

 

 

 

a)

Flight Deck Call Visual Alerting System

B

1

0

May be inoperative provided flight deck audio alerting system is operative.

 

 

 

 

 

 

 

 

 

 

 

 

 

NOTE:  F light deck audio alerting must always be operative.

|

|

 

 

 

 

 

 

 

b)

Flight Attendant Visual Alerting System

 

 

 

Deleted in Revision 1.

|

 

 

 

 

 

 

 

 

c)

Flight Attendant Audio Alerting System

 

 

 

Deleted in Revision 1.

|

 

 

 

 

 

 

 

17.

Radio Push-to-Talk (PTT) Switches

 

C

6

0

Any or all may be inoperative provided an operative Hand Held Microphone is available to crewmember(s) on side of failed PTT switch(es).

|

|

|

|

 

 

 

 

 

 

 

 

 

C

6

2

Up to two may be inoperative at each cockpit crew position.

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE:  Each cockpit crew position has three radio push to talk buttons; one on yolk, one on side console and one on Display Control Grip.

|

|

|

|

 

 

 

 

 

 

 

18.

Belts/No Smoke Cabin Chime

C

-

-

May be inoperative provided:

a)   Belts/No Smoke signs are visible to all passengers, and

b)   A Crewmember advises passengers verbally to secure their seat belts and when smoking is permitted.

|

|

 

|

 

 

 

 

 

 

 


23

COMMUNIATIONS

 

 

 

 

 

 

 

 

 

 

 

 

19.

Radio Tuning Controls In Cursor Control Panels

C

2

1

May be inoperative provided direct tuning is operative on at least one FMS.

|

|

 

 

 

 

 

 

 

 

 

C

2

0

May be inoperative provided direct tuning is operative on two FMSs.

 

 

 

 

 

 

 

 

 

 

A

2

0

May be inoperative provided:

a)          Direct turning is operative on one FMS, and

b)          Repairs are made within one (1) flight day.

|

|

|

|

|

 

 

 

 

 

 

 

20.

***

Satellite Communication System (SATCOM)

C

-

0

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

|

|

 

 

 

 

 

 

 

 

 

D

-

0

May be inoperative provided procedures do not require its use.

|

|

 

 

 

 

 

 

 

21.

Yoke Mounted Microphone Holder

C

2

0

One or both may be damaged, torn, or missing provided affected microphone is secured or removed.

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

NOTE:  Reference 23-4 if microphone is removed or rendered inaccessible.

|

|

 

 

 

 

 

 

 

22.

***

Airborne Flight Information System (AFIS)

(VHF datalink and/or Satellite XM)

C

1

0

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

|

|

|

|

|

 

 

 

 

 

 

 

 

 

D

1

0

May be inoperative provided procedures do not require its use.

|

|

 

 

 

 

 

 

 

 


24

ELECTRICAL POWER

 

 

 

 

 

 

 

 

 

 

 

 

1.

Left Battery

B

1

0

(M) May be inoperative provided:

a)   Both generators are operative,

b)   APU generator is operative,

c)   A ground power unit is used for APU and engine starts with battery master switch selected to ON,

d)          Left battery disconnect circuit breaker is pulled to disconnect it from its associated bus, and

e)          L BATT OFF message is displayed.

|

 

 

 

 

 

|

|

|

|

 

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Observe APU altitude and electrical load limitations.

 

 

 

 

 

 

 

 

2.

Left Battery Temperature Indicating System

C

1

0

(M) May be inoperative provided:

a)   Both generators are operative,

b)   APU generator is operative,