Beechcraft Procedures Manual

Beechcraft
Procedures
Manual
Beechcraft
C90 (King Air)
EASA
THIS GUIDE IS CURRENT WITH THE MASTER MINIMUM EQUIPMENT LIST WHICH IS
ISSUED BY TEXTRON AVIATION REVISION Original DATED 11/DEC/2015, FOR THE
ABOVE AIRCRAFT OF THIS TYPE AS CERTIFIED BY THE EUROPEAN AVIATION SAFETY
AGENCY AND OPERATED UNDER THE JURISDICTION OF EASA MEMBER STATES
NATIONAL AUTHORITIES.
COPYRIGHT © 2015 EASA MMEL REVISION ORIGINAL

TEXTRON AVIATION COMP REVISION ORIGINAL
WICHITA, KANSAS, U.S.A.
C90BPMEU-00-00
NOTICE
The Master Minimum Equipment List (MMEL) is issued by Textron Aviation for aircraft
certified by the European Aviation Safety Agency and operated under jurisdiction of
EASA member states National Authorities. This Master Minimum Equipment List
Operation and Maintenance Procedures Manual contains only the items from the Master
Minimum Equipment List which have Operational (O) or Maintenance (M) procedure
requirements. Textron Aviation does not support Minimum Equipment List items not
published in the MMEL.
Textron Aviation’s policy is to revise this manual only to accommodate changes to a new
MMEL revision, which requires a change to, or a new, Operational (O) or Maintenance (M)
required procedure. If a revised MMEL is released, but does not affect any required
procedure, the Operational and Maintenance manual will not be revised at that time.
Textron Aviation reserves the right to make format changes without generating a new
revision.
Operational (O) and Maintenance (M) procedures in this manual are recommended by
Textron Aviation. Most of the procedures in this guide have been approved in some
MEL’s. This document is not JAA/EASA approved, but is intended to aid operators in
writing and gain approval for their specific Minimum Equipment List (MEL). The Operator
is responsible to ensure that all crew members are properly trained in the use of MEL (O)
and (M) procedures.
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NOTES
For all provisos – Unless the proviso requires a system to be verified, it is assumed that
all other systems are operative and no action is required to test these systems.
Where ever a dash (-) is listed in Column 2: Number Installed or Column 3: Number
Required for Dispatch, it is the responsibility of the operator to replace the dash (-) with
the actual number of each item, if any, installed on the aircraft in question.
The operator must make an appropriate entry in the discrepancy report for each
inoperative item.
The diagrams, drawings and/or pictures in this document may not reflect all possible
installations. Refer to the aircraft equipment list, continuous history report and/or STC
for current installed equipment.
The maintenance procedures in this document may be different than those found in the
current revision of the Maintenance Manual for the associated aircraft model. In the event
of conflict, use the more restrictive maintenance procedure to accomplish the task.
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PLACARDING REQUIREMENTS
When relief is taken for an item listed in a MMEL or operator’s MEL, regulations require
the operator to placard the item or system as inoperative or missing. The following
guidelines are designed to assist operators with placarding inoperative or missing items
or systems. Operators may develop alternate procedures for placarding inoperative or
missing items or systems.
Placards should be placed above, adjacent to or on the associated / affected control

(annunciator, circuit breaker, switch, button, gauge, indicator, knob or light).
Pre-manufactured “INOP” or “INOPERATIVE” placards may be used at the discretion of

the operator.
For missing items or systems, the placard should include text which specifies the
component that is missing.
If the inoperative item or system is not within view of the flight crew, an additional
placard should be placed on the instrument panel in view of the flight crew. The placard
should include text which specifies the component that is inoperative.
If the relief for an item or system includes limitations on aircraft operations, an additional
placard should be placed on the instrument panel in view of the flight crew. The placard
should include text which states the limitation. If the limitation contracts a permanent
placard installed in the cockpit as a part of the certified aircraft, the placard should be
placed adjacent to the permanent placard. For example, a placard restricting V MO should
be placed near the MAX OPERATING SPEED placard. Examples of common limitations
on aircraft operations are:
 RVSM OPERATIONS ARE PROHIBITED

 OPERATIONS IN IMC ARE PROHIBITED
 FLIGHT INTO ICING IS PROHIBITED
 OPERATIONS AT NIGHT ARE PROHIBITED
 CARRIAGE OF CABIN OCCUPANTS IS PROHIBITED
 CARRIAGE OF CARGO (EXCLUDING BALLAST) IS PROHIBITED
 SINGLE-PILOT OPERATIONS ARE PROHIBITED
 OPERATIONS ABOVE FL410 ARE PROHIBITED
For indications shown on an electronic display, the placard should be placed adjacent to
or on the bezel of the display and should include text which specifies the indication that
is inoperative. The placard should NOT be placed on the display as this may obstruct the
view of other indications in alternate or reversionary modes. This also applies to specific
software functions or items within a system such as a Flight Management System (FMS)
Navigation Database.
Placards installed on equipment used by cabin passengers should include text such as
“DO NOT USE” if the item or system is deactivated. For example, a vanity basin with an
inoperative drain should include a placard stating “DO NOT POUR LIQUIDS INTO
BASIN”. Make sure the placard can be easily understood by all passengers. Consider any
passengers whose primary language is not the same as the placard’s language.
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Items or systems which have external access such as a baggage door or refueling panel
should include a placard on the exterior side of the door or on the interior side provided
it is prominently in view when accessed. The placard should include text specifying the
item or system that is inoperative and / or states limitations on aircraft operations.
Placard text should be of appropriate size, font and color so that it can be easily read.
Placards placed on the exterior of the aircraft should be made of materials that will not
degrade or depart the aircraft, such as aerodynamic tape and permanent marker.
Placarding does NOT satisfy the requirement to make an appropriate entry in the
discrepancy report for an inoperative or missing item or system.
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Page Intentionally Left Blank
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21-30-01 Bleed Air Shutoff Valve(s)
C/2/1
(M) One may be inoperative in the closed position for pressurized flight.
MAINTENANCE PROCEDURE
1. Pull and secure the inoperative side ENVIRONMENTAL BLEED AIR CONTROL circuit
breaker located on the right side circuit breaker panel.
2. Select the inoperative BLEED AIR VALVE to the CLOSED position.
OPERATIONAL PROCEDURE
1. Start the engine on the inoperative side, and with the other engine shutdown, select the
inoperative BLEED AIR VALVE to the CLOSED position.
2. Verify the PNEUMATIC PRESSURE gauge indicates normally.
3. Keep inoperative valve closed.
4. Do not operate aircraft in known or forecast icing conditions.
5. Operate aircraft at or below FL250.
21-30-01 Bleed Air Shutoff Valve(s)
C/2/0
(M)(O) May be inoperative in the closed position for unpressurized flight.

1. Pull and secure the both ENVIRONMENTAL BLEED AIR CONTROL circuit breakers located
on the right side circuit breaker panel.
2. Select the both BLEED AIR VALVEs to the CLOSED position.
1. Flight planning must consider the fuel burn and range associated with flight at lower altitudes.
2. Minimum enroute altitudes must be taken into account for the planned route.
3. Place both BLEED AIR VALVES to CLOSED.
4. Place the Cabin Press switch to DUMP position.
5. Passengers must be briefed prior to each flight that cabin pressurization will be unavailable.
6. Do not operate aircraft in known or forecast icing conditions.
7. Operate aircraft at or below 10,000 feet MSL.
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21-30-02 Safety Valve (Dump)
C/1/0
(M)(O) May be inoperative provided:

a) Aircraft is configured and operated unpressurized at or below 10,000 feet MSL, and
b) The Safety Valve is secured open.
1. Remove the safety valve. Refer to the 90 Series Maintenance Manual Chapter 21,
Environmental/Air Conditioning – Outflow Valve and Safety Valve Removal.
2. Bag and stow any loose connectors.
5. Passengers must be briefed prior to each flight that cabin pressurization will be unavailable
21-30-03 Outflow Valve
C/1/0

a) Aircraft is configured and operated unpressurized at or below 10,000 feet MSL, and
b) The Safety Valve is secured open.
1. Remove the outflow valve. Refer to the 90 Series Maintenance Manual Chapter 21,
Environmental/Air Conditioning – Outflow Valve and Safety Valve Removal.
2. Bag and stow any loose connectors.
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21-31-01 Pressurization Controller
C/1/0
(O) May be inoperative provided aircraft is configured and operated unpressurized at or below
10,000 feet MSL.
21-32-01 Cabin Rate of Climb Indicator
C/1/0
10,000 feet MSL.
21-32-02 Differential Pressure/Cabin Altitude Indicator
C/1/0
10,000 feet MSL.
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21-34-01 Cabin Altitude (red) Warning System
C/1/0
(O) May be inoperative provided aircraft is operated at or below 10,000 feet MSL.
21-50-01 Air Conditioner
C/1/0
(M)
Pull and secure CB1 A/C START circuit breaker on the 133A circuit breaker panel.
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22-10-01 Autopilot System
C/-/0
(M) May be inoperative provided operations do not require its use.
NOTE: RVSM is not authorized.

1. Pull and secure the appropriate FGC1 SERVO or FGC2 SERVO circuit breaker on the right
circuit breaker panel.
2. The Rudder Boost System is verified operative prior to departure in accordance with the
Airplane Flight Manual.
3. Cabin pressurization is operative.
4. Operations do not require use of autopilot.
22-10-02 Yaw Damper (Except Winglet STC #SA02054SE)
C/1/0
(M)
Maintenance procedure to ensure no electrical/mechanical fault exists that would have an

adverse effect on any Flight Control function.
22-10-03 Autopilot Disconnect (AP/YD/DISC Trim Switches) (Except GFC-700)
B/2/0
(M) May be inoperative provided:

a) Autopilot is considered inoperative,
b) Electric Elevator Trim is considered inoperative, and
c) Yaw Damper is considered inoperative.

Maintenance procedure to ensure no electrical/mechanical fault exists that would have an

adverse effect on any Flight Control function.
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23-00-02-01 Flight Phone System Automatic Position Reporting Functions
If installed
D/-/0
(M)
In accordance with EASA CS-MMEL:

Provide alternate procedures if the affected Flight Phone System was used to accomplish
procedures for flight reporting.
Provide procedures to address the next in-flight failure of the remaining system(s), if not
otherwise available.
23-10-01 High Frequency (HF) Communication System
A/-/1
(O) Any in excess of one may be inoperative provided:

a) Alternate communication procedures are established and used, and
b) Repairs are made within three calendar days.

When the route enters airspace for which an In Flight Blind Broadcast Procedure exists, select
the appropriate I.F.B.B. VHF frequency and apply the procedure.
23-10-01 High Frequency (HF) Communication System
C/-/1
(O) Any in excess of one may be inoperative while conducting operations which require two
Long-Range Communication Systems (LRCS) provided:
a) SATCOM voice or data link operates normally,
b) Alternate procedures are established and used,
c) SATCOM coverage is available over intended route of flight, and
d) If SATCOM voice is to be used over intended route of flight, SATCOM voice short codes
(INMARSAT) or direct dial commercial numbers (IRIDIUM) must be available, prior
coordination with appropriate ATS (FIR) facility is required.
NOTE: SATCOM voice is to be used only as a backup to normal HF communications.

1. Determine what available alternate communications is available, such as VHF or SATCOM.

2. Ensure that you will have adequate communications coverage over the flight leg.
3. On initial ATC contact on a flight leg that would otherwise use HF, advise ATC of your
communications limitations.
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23-12-01-02 Communications System (VHF & UHF) (Commercial Air Transport
operations)
C/-/1
(O) Any in excess of one may be inoperative provided:

a) Operations are conducted under VFR over routes navigated by reference to visual
landmarks,
b) Applicable airspace requirements for the intended flight route are complied with,
c) Alternate procedures are established and used if applicable, and
d) It is not required for emergency procedures.

Provide alternate procedures if the affected VHF was used to accomplish procedures for the
intended flight route.
Provide procedures to address the next in-flight failure of the remaining system(s), if not
otherwise available.
23-40-01-01 Passenger Address System (PA) Passenger Configuration
C/1/0
(O) May be inoperative provided alternate normal and emergency procedures and/or operating
restrictions are established and used.
1. During Normal, Abnormal and/or Emergency situations or checklists requiring use of PA

system, a crew member must face the passengers from the cockpit and make the
appropriate announcements/instructions for the situation.
2. A crew member must orally brief passengers on any items they would normally use the PA
system to brief.
23-50-04 Audio Panel (Pro Line 21 Only)
C/2/1
(M) Right side panel may be inoperative provided aircraft is operated single-pilot.
1. Pull and secure the COPILOT AUDIO CONT and COPILOT AUDIO circuit breakers on
the right side circuit breaker panel.
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23-50-04 Audio Panel (Third Panel Only)
If installed
D/1/0
(M)
1. Pull and secure the OBSVR AUDIO circuit breaker on the right side circuit breaker panel.
2. The audio panel is placarded DO NOT USE.
23-62-00-02 Emergency Locator Transmitter (ELT) Fixed ELTs
A/-/0

a) System is deactivated or removed, and
b) Repairs are made within six flights or 25 flight hours, whichever occurs first.
Deactivate or remove the ELT per chapter 25-60 in the maintenance manual.
23-62-00-02 Emergency Locator Transmitter (ELT) Fixed ELTs
D/-/-
(M) Any in excess of those required by operating rule may be inoperative provided system is
deactivated or removed.
Deactivate or remove the ELT per chapter 25-60 in the maintenance manual.
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23-62-00-03 Emergency Locator Transmitter (ELT) Remote Switch
If installed
D/1/0

a) Remote switch is disconnected from the ELT, and
b) ELT switch is placed in the ARM position.
1. Make sure all electrical power is removed from the aircraft.

2. Using the most current revision of the Maintenance Manual, section 25-60 gain access to the
ELT.
3. Disconnect, bag and stow the associated coax cable to the remote ELT switch.
4. Reset the ELT to make sure that it has not been activated.
5. Reinstall all access panels.
6. Tune a Comm source to (ships Comm, other aircraft Comm, handheld Comm) to 121.5 and
listen for an ELT signal. If an ELT signal is heard and can be verified as originating from the
affected aircraft, the ELT must be removed and deactivated in accordance with the
appropriate ELT relief.
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25-20-01-01 Passengers Seats Recline Mechanism
D/-/-
(M) May be inoperative and seat occupied provided seatback is secured in the full upright
position.
Using the appropriate seat manual, secure the seat in the full upright position.
1. If the recline mechanism is failed in the upright position and is locked in place, proceed to
step
2. If the seat back is failed in any other position and not locked in place, the recline lock
mechanism must be manually locked with seat back in the upright position in the following
manner:
a. Remove the recline cylinder and replace with a same length fixed rod or bar using the
existing hardware.
3. Place a placard stating "RECLINE INOP - DO NOT USE" on the front of the seat.
NOTE: Refer to the appropriate Maintenance Manual, Component Maintenance Manual and/or
Interiors Manual for information of the individual aircraft installation.
25-20-01-02 Passengers Seats Armrest with Recline mechanism
D/-/-
(M) May be inoperative or missing and seat occupied provided:

a) Armrest does not block an Emergency Exit,
b) Armrest does not restrict any passenger from access to the main aircraft aisle, and
c) If armrest is missing, seat is secured in the full upright position.
Using the appropriate seat manual, secure the seat in the full upright position.
4. If the recline mechanism is failed in the upright position and is locked in place, proceed to
step
5. If the seat back is failed in any other position and not locked in place, the recline lock
mechanism must be manually locked with seat back in the upright position in the following
manner:
a. Remove the recline cylinder and replace with a same length fixed rod or bar using the
existing hardware.
6. Place a placard stating "RECLINE INOP - DO NOT USE" on the front of the seat.
NOTE: Refer to the appropriate Maintenance Manual, Component Maintenance Manual and/or
Interiors Manual for information of the individual aircraft installation.
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25-20-01-05 Passenger Seats Under Seat Baggage Restraining Bars
C/-/-
(O) May be inoperative provided:

a) Baggage is not stowed under seat with inoperative restraining bar,
b) Associated seat is placarded DO NOT STOW BAGGAGE UNDER THIS SEAT, and
c) Procedures are established to alert Crew of inoperative restraining bar.
1. Area under seat is blocked off with tape or rope to ensure baggage cannot be stored under
the seat.
2. Seat is placarded DO NOT STOW BAGGAGE UNDER THIS SEAT.
3. Crew to brief passengers not to store anything under the seat with the inoperative restraining
bar.
4. Make an appropriate entry on discrepancy report.
25-40-01 Waste Receptacles Access Door/Covers
C/-/-

a) Container is empty and the access is secured to prevent waste introduction into the
compartment, and
b) Procedures are established to ensure that sufficient Galley Waste Receptacles are
available to accommodate all waste that may be generated on a flight.
1. Inoperative doors/covers must be secured CLOSED as follows:

a) Remove loose items from affected location (If affixed, the item(s) must be
relocated to another compartment or considered inoperative).
b) Close and latch affected compartment/closet (or use tape if needed) to secure
affected door(s)/drawer(s) in CLOSED position.
2. Place a placard stating "INOP-DO NOT USE" next to the affected component's
latch/handle assembly.
The Flight Crew shall:

5. Ensure the container is empty,
6. Secure the door/cover with fabric reinforced tape (duct tape),
7. Placard the door and latch “DO NOT USE”, and
8. Brief the passengers to use an alternative waste container.
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25-50-01 Storage Compartments/Closets
C/-/-

a) Procedures are established to secure compartment closed,
b) Associated compartment is placarded “DO NOT USE”,
c) Any emergency equipment located in affected compartment is considered inoperative,
and
d) Affected compartment is not used for storage of any item(s) except for those permanently
affixed.
1. Inoperative cabin and storage compartments and closets must be secured CLOSED as
follows:
a) Remove loose items from affected location (If affixed, the item(s) must be
relocated to another compartment or considered inoperative).
b) Close and latch affected compartment/closet (or use tape if needed) to secure
affected door(s)/drawer(s) in CLOSED position.
CAUTION: Do not use duct tape or other tapes that can contain substances known to cause
damage to the furniture finish or leave residues.
2. Place a placard stating "INOP-DO NOT USE" next to the affected component's
latch/handle assembly.
25-50-01 Storage Compartments/Closets
C/-/-

a) Affected door is removed,
b) Associated compartment is not used for storage of any items, except those permanently
affixed,
c) Associated compartment is placarded “DO NOT USE”, and
d) Passengers are briefed that associated compartment is not used.
Remove the Cabin Storage Compartment Door Refer to the appropriate maintenance manual.
Brief cabin occupants that affected cabinet is not to be used.
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25-50-02 Cargo Restraint Systems
If installed
C/-/-
(M) May be inoperative, or missing provided acceptable cargo loading limits from an approved
source, i.e., an Approved Cargo Loading Manual, Cargo Handling Manual or Weight and
Balance Document are observed.
1. Placard the restraint as “DO NOT USE”.

2. Using the Weight and Balance section of the POH/AFM, load the aircraft according to
approved loading zone and limitation data.
3. Any affected area must not have cargo loaded in that location.
25-60-02 EMS Equipment

If installed
C/-/0
(M) May be inoperative provided inoperative system/component is deactivated and secured.
NOTE: Individual EMS components may be listed in the MEL provided the operator develops the
procedure to deactivate the affected system/component and provides Remarks to restrict
operations to patients not dependent on the inoperative system/component
Maintenance procedure to deactivate Emergency medical Services Equipment using the

manufacturer’s maintenance procedure.
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25-61-01 Flotation/Overwater Equipment Life Rafts
D/-/-
(O) Any in excess of those required by operating rule may be inoperative or missing provided
procedures are established and used to alert crew members of inoperative or missing
equipment.
1. Placard inoperative preserver “INOPERATIVE” and remove it from its installed location and
place it out of sight so that it is not mistaken for a functional unit.
2. Crew/passengers will be briefed prior to flight that the Life Raft is not available for use.
3. Remove or obscure life raft placarding where the raft was installed.
25-61-02 Flotation/Overwater Equipment Life Preservers
D/-/-
(O) Any in excess of those required by operating rule may be missing, or inoperative provided:
a) Inoperative preserver is placarded "INOPERATIVE", removed from installed location, and
placed out of sight so it cannot be mistaken for a functional unit,
b) Procedures are established and used to alert crew members of inoperative or missing
equipment, and
c) Location placarding is removed or obscured.
1. Placard inoperative preserver “INOPERATIVE” and remove it from its installed location and
place it out of sight so that it is not mistaken for a functional unit.
2. Crew members will be notified prior to flight of inoperative or missing preservers.
3. Remove or obscure preserver placarding where the preserver was installed.
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27-31-01 Electric Elevator Trim System
C/1/0

a) Manual Trim is operative, and
b) Autopilot is considered inoperative.
1. Operate all controls through their full range. No binding or resistance should be noted.
2. Conduct a functional check of the manual trim system to determine proper operation,
full range of travel and freedom of movement.
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28-41-05 Fuel Quantity Indicator System
A/2/1
(O) One may be inoperative provided:

a) Both fuel tanks are fueled to a known balanced quantity
b) Both NO FUEL XFR Annunciators are operative, and
c) Both Fuel Flow Indicators are operative.
d) Procedures are established to ensure fuel balance.
e) If autopilot is used it must be disconnected every twenty minutes to detect any possible
fuel imbalance, and
f) Repairs are made within three flight days.
1. To achieve a known quantity in the affected tank, the tank may be defueled then fueled to a
known quantity. It may be completely fueled, or fuel may be transferred out of the tank until it
is empty.
2. To track fuel use, operators may use a fuel log or develop their own procedure. This can
include matched fuel flow techniques, use of the FMS fuel quantity system or other means.
C90BPMEU-00-00
32-42-01 Parking Brake
C/1/0
(O)
1. Parked aircraft must be chocked at all times.

2. During engine start, PIC will apply normal braking and take precautions that all persons are
clear of the aircraft.
3. Do not stop aircraft on a sloping ramp unless there is someone there to chock the airplane
while the PIC is holding the brakes, after engine shutdown.
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33-20-01 Cabin Light System
C/-/-
(O) Individual lights may be inoperative provided:

a) Emergency Exit Lighting System is operative, if installed,
b) Sufficient Lighting is available for crew to perform required duties, and
c) Sufficient Lighting is operative for passenger carrying operations at night.
1. Apply electrical power to the aircraft.

2. A member of the flight crew will turn on all unaffected cabin lights and verify there is sufficient
light to perform any required duties.
3. A member of the flight crew will verify the Cabin Emergency Exit Lighting is operative.
4. A member of the flight crew will verify both Cabin Exit Lights are operative.
5. Remove electrical power from aircraft.
33-20-02 Passenger Notice System (Fasten Seat Belt - No Smoking)
C/1/0
(O) May be inoperative provided appropriate verbal briefings are given to the passengers.
A crew member shall use the PA system or turn and face the cabin occupants from the cockpit
and make the appropriate announcements/instructions for the situation.
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34-00-02 Independent Multi-Function Display (Excludes EFIS Equipped Aircraft)
If installed
C/1/0

a) MFD system does not provide any primary flight or engine instrument display, and
b) MFD integrated systems are considered inoperative.
 Weather Radar
 TCAS Display
 Navigation Map Display
 TAWS Display
 Thunderstorm Detection
Prior to flight, the flight crew will verify all remaining required displays are operative and brief the
flight based on the configuration.
34-00-03 Multifunction Display (Collins EFIS-84 Only) (3 tube or 5 tube)
C/1/0
(O) May be inoperative provided the Multifunction Processing Unit (MPU) is operative.
Prior to flight, the flight crew will verify all remaining required displays are operative and brief the
flight based on the configuration.
34-16-02 Altitude Alerting System
B/-/0

a) Autopilot with Altitude Hold is operative, and
b) Enroute operations do not require its use.

1. Crew briefings must include a reminder that the altitude alerting system is inoperative.
2. The flight crew will use aural callouts pertaining to approach target altitudes as assigned by
ATC or depicted on approach charts.
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34-22-01 Mechanical Gyroscopic Directional Indicator System (Except Pro Line 21
equipped)
B/-/1

a) Operations are conducted under day VFR,
b) A stabilized direction indication is operative at each required pilot’s station, and
c) Magnetic compass is operative.
1. The gyro slaving on the affected side will be selected to DG mode and the compass card will
be set using the slew buttons to match the magnetic compass
2. The crew will regularly check/reset directional gyro once every 15 minutes.
34-23-01 Non-Stabilized Magnetic Compass
B/1/0
(O) May be inoperative provided any combination of three Gyro, AHRS or INS (IRU) Stabilized
Compass Systems are operative.
A crew member verifies combination of three Gyro, AHRS or INS (IRU) Stabilized Compass
Systems are operative prior to flight.
B/1/0

a) Any combination of two Gyro, AHRS or INS (IRU) Stabilized Compass Systems operate
normally, and
b) Airplane is operated with Dual Independent Navigation Capability and under Positive
Radar Control by ATC on the enroute portion of the flight.
Ensure that either two gyros or INS (IRU) stabilized compass systems operate normally, or the
airplane is operated with DUAL independent navigation capability and under positive radar
control by ATC on the enroute portion of the flight.
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B/1/0
(O) May be inoperative for flights that are entirely within areas of magnetic unreliability provided
at least two stabilized directional gyro systems are installed, operative and, an appropriate
navigation technique is established and used.
Ensure that either two gyros or INS (IRU) stabilized compass systems operate normally, and
appropriate navigation techniques are used
34-44-01 Radar Altimeter
C/-/0

a) Class A TAWS and/or GPWS are considered inoperative,
b) TCAS II is considered inoperative,
c) Approach procedures do not require its use, and
d) Alternate procedures are established and used.
Pull and secure the RADIO ALTM circuit breaker on the right side circuit breaker panel.
Pre-Flight planning shall include the inoperative radio altimeter and operations must not
require the use of TCAS, TAWS or GPWS.
1. Copilot will call out altitudes during approach including minimum altitudes.
NOTE: TCAS II is inoperative and red RA flag on the PFD will remain.
NOTE: A radio altimeter or marker beacon receiver providing aural and visual indications of the
inner marker is required for Category II and Category Ill operations with decision heights below
150 feet.
34-44-01-01 Radar Altimeter
D/-/1
(M) May be inoperative provided TCAS, TAWS and/or GPWS are not affected.
Pull and secure the RADIO ALTM circuit breaker on the right side circuit breaker panel.
C90BPMEU-00-00
34-44-03 Terrain Awareness and Warning System (TAWS)
(Class A or B TAWS not required)
If installed
C/1/0
(O) May be inoperative provided alternate procedures are established and used.
NOTE: Any mode that operates normally may be used.

Crew briefings must include aural callouts through use of appropriate aircraft equipment to
ensure obstacle and terrain clearance.
34-44-03-01 Terrain Awareness and Warning System (TAWS)

(Class A or B TAWS)If installed
Forward Looking Terrain Avoidance Function and Premature
Descent Alert Function
B/2/0

a) Approach procedures do not require their use,
b) Alternate procedures are established, and
c) Modes 1-4 are operative.
Crew briefings must include aural callouts through use of appropriate aircraft equipment to
ensure obstacle and terrain clearance.
C90BPMEU-00-00
34-44-03-03A Terrain Awareness and Warning System (TAWS)
(Class A or B TAWS)
Voice Callouts (Mode 6) (“Five-Hundred”)
B/1/0
NOTE: Pilot’s Guide for the GPWS installed in aircraft. Advisory callouts include:
1. Bank Angle (some systems).
2. “FIVE HUNDRED.”
3. Altitude callouts intended to assist in the approach phase of flight (depending on
aircraft model and version).
Advisory callouts may also be referred to as “Mode 6” or “Altitude Callouts” in the GPWS
Pilots Guide.
Crew briefings must include aural callouts during approach through the use of appropriate
aircraft equipment to make sure obstacle and terrain clearance. Briefing must include MDA or
DH and a procedure for a crew member to call out 500 feet above airport elevation, and any
other agreed upon by the flight crew.
34-44-03-03B Terrain Awareness and Warning System (TAWS)

(Class A or B TAWS)
Voice Callouts (Mode 6) (Other)
C/-/0
NOTE: Pilot’s Guide for the GPWS installed in aircraft. Advisory callouts include:
1. “Bank Angle” (some systems).
2. “FIVE HUNDRED.”
3. Altitude callouts intended to assist in the approach phase of flight (depending on aircraft
model and version).
Advisory callouts may also be referred to as “Mode 6” or “Altitude Callouts” in the GPWS
Pilots Guide.
DH and a procedure for a crew member to call out 500 feet above airport elevation, and any
C90BPMEU-00-00
34-44-03-06 Terrain Awareness and Warning System (TAWS)
(Class A or B TAWS)
Advisory Callouts
C/-/0

a) Advisory callout not required by operating rule, and
b) Alternate procedures are established and used.
DH and a procedure for a crew member to call out 500 feet above airport elevation, plus any
34-44-03-07A Terrain Awareness and Warning System (TAWS)

(Class A or B TAWS)
Windshear Mode (Reactive)If installed
C/1/0
NOTE: Operator’s alternate procedures should include reviewing windshear avoidance and
windshear recovery procedures.
1. Crew briefings must include aural callouts through use of appropriate aircraft equipment
(airspeed, IVSI, etc.) and available weather reports for detection and prompt resolution of
windshear encounter.
2. Prior to each takeoff and approach, crew must obtain weather reports to ensure windshear
conditions are neither reported nor forecast for route of flight.
C90BPMEU-00-00
34-44-03-07B Terrain Awareness and Warning System (TAWS)
(Class A or B TAWS)
Windshear Mode (Reactive)If installed
C/1/0

a) Alternate procedures are established and used, and
b) Windshear Detection and Avoidance System (Predictive) is operative.
1. Prior to each flight, ensure that the windshear detection and avoidance system operates
normally.
2. Prior to each takeoff and prior to each approach, crew will obtain available weather reports to
ensure windshear conditions are neither reported nor forecast in the aircraft flight path.
3. Crew briefings will include aural callouts through use of appropriate aircraft equipment, i.e.,
airspeed, IVSI, etc., and available weather reports for detection and prompt resolution of
windshear encounter.
34-45-01 Traffic Alert and Collision Avoidance System (TCAS I)
A/-/0

a) System is deactivated and secured, and
b) Enroute or approach procedures do not require its use.
c) Must be repaired within ten calendar days.
Pull and secure the TCAS circuit breaker located on the right side circuit breaker panel.
34-45-01 Traffic Alert and Collision Avoidance System (TCAS I)
C/-/0

a) Not required by operating rule,
b) System is deactivated and secured, and
c) Enroute or approach procedures do not require its use.
C90BPMEU-00-00
34-45-02 Traffic Alert and Collision Avoidance System (TCAS II)
If installed
A/-/0

a) System is deactivated and secured, and
c) Must be repaired within ten calendar days.
34-45-02 Traffic Alert and Collision Avoidance System (TCAS II)

If installed
C/-/0

a) Not required by operating rule,
b) System is deactivated and secured, and
34-45-02-02 Traffic Alert and Collision Avoidance System (TCAS II) Resolution
Advisory (RA) Display System(s)
If installed
C/-/0

a) Traffic Alert (TA) visual display and audio functions are verified operative,
b) TA ONLY Mode is selected by the crew, and
1. Using test function, confirm that traffic advisory display elements and voice command audio
functions are operative.
2. Select TA only mode of operation.
C90BPMEU-00-00
34-45-02-03 Traffic Alert and Collision Avoidance System (TCAS II)Traffic Alert (TA)
Display System(s)
If installed
C/-/0

a) RA visual display and audio functions are verified operative, and
1. Turn on TCAS system and conduct a system self-test to insure the RA display and voice
command audio functions are operational.
2. Select “RA” mode.
34-51-01 Distance Measuring Equipment (DME)
C/-/-
(O) One or more may be inoperative provided:

a) The navigation systems required for each segment of the intended flight route are
operative, and
b) Alternate procedures are established and used, where applicable.
Flight planning above FL240 requires an IFR/GPS in lieu of DME only if the database is current.
34-52-01 ATC Transponders and Automatic Altitude Reporting System
A/-/0

a) Flight is conducted under VFR over routes navigated by reference to visual landmarks,
and
b) Permission is obtained from the Air Navigation Service Provider(s) along the route or any
planned diversion,
c) Aircraft is not operated RVSM, and
d) Repairs are made within five flights.
3. Plan for flight below FL180, using visual landmarks for navigation.
C90BPMEU-00-00
34-57-01 Area Navigation (RNAV)(Multi-Sensor, LORAN, and/or GPS)
C/-/-

a) Applicable airspace requirements for the intended flight route are complied with,
b) Certified RNP/RNAV capabilities relevant for the intended flight route are maintained, and
c) Operational procedures do not require its use.
1. Current Aeronautical Charts should be used to verify Navigation Fixes

prior to dispatch.
2. Flight crew should develop and use procedures to verify status and suitability of Navigation
Facilities used to define route of flight.
3. Approach Navigation Radios should be manually tuned and identified.
4. In case of FMS inoperative, Vspeeds (V1, VR, V2, VREF, etc.) will not be able to be
displayed on PFD speed tape, so flight crew should develop and use alternate procedures to
record Vspeeds.
34-57-01 Area Navigation (RNAV)(Multi-Sensor, LORAN, and/or GPS)
A/-/0
(O) May be inoperative for one flight provided:

a) Routing is planned via ground-based navigational aids taking account of promulgated
range, and
b) Permission is obtained from the Air Navigation Source Provider(s) when required for the
intended flight route.
1. Current Aeronautical Charts should be used to verify Navigation Fixes

prior to dispatch.
2. Flight crew should develop and use procedures to verify status and suitability of Navigation
Facilities used to define route of flight.
3. Approach Navigation Radios should be manually tuned and identified.
4. In case of FMS inoperative, Vspeeds (V1, VR, V2, VREF, etc.) will not be able to be
displayed on PFD speed tape, so flight crew should develop and use alternate procedures to
record Vspeeds.
C90BPMEU-00-00
34-61-01 Navigation Databases
C/-/-

a) Conventional (non-RNAV/RNP) navigation is sufficient for route to be flown,
b) Current aeronautical information (e.g. Charts) is available for route to be flown and airports
to be used,
c) Navigation database information is disregarded, and
d) Radio navigation aids, which are required to for departure, arrival, and approach
procedures, are manually tuned and identified.
1. Crew verifies Conventional navigation is sufficient for route to be flown.

2. A current source of aeronautical information for the route being flown is on board the aircraft.
3. The aircraft navigation database is disregarded.
4. Navigation radios are manually tuned and identified.
34-61-01 Navigation Databases
A/-/0
(O) May be out of currency provided:

a) Area navigation (RNAV/RNP) departure, arrival and approach procedures are checked not
to depend on data amended in current database cycle, or Conventional (non-RNAV/RNP)
or ANSP assistance are used as an alternative to RNAV/RNP procedures which have
been amended in current database cycle,
b) Current aeronautical information is used to verify database navigation fixes, coordinates,
frequencies, status (as applicable), and suitability of navigation facilities required for route
to be flown, prior to each flight,
c) Radio navigation aids, which are required for departure, arrival, and approach procedures,
which have been amended in current database cycle, are manually tuned and identified,
and
d) Repairs are made within ten calendar days.
1. Crew verifies Conventional navigation is sufficient for route to be flown.

2. A current source of aeronautical information for the route being flown is used to verify
database navigation fixes, coordinates, frequencies, status (as applicable), and suitability of
navigation facilities prior to each flight.
3. Navigation radios are manually tuned and identified.
C90BPMEU-00-00
35-20-01 Passenger Oxygen Mask
B/-/0
(M) Individual oxygen masks or dispensers may be inoperative or missing provided:

a) Affected mask pintle pin is installed, and
b) Associated seat or lavatory is placarded "DO NOT OCCUPY".
1. Buckle seat belt(s) and secure with plastic tie-strap or equivalent.

2. Place a placard stating, “DO NOT OCCUPY” on or near seat belt buckles(s) of the affected
seats.
3. Secure access panel using existing spring-loaded or magnetic latch if operable, if not, secure
access panel using non-marring, low adhesion tape. Mask may be removed if desired.
C90BPMEU-00-00
46-00-01 Electronic Flight Bag System (EFB)
If installed
C/-/0
NOTE 2: Any function, program or document which operates normally may be used.
Appropriate and current navigational publications for route of flight and alternates must be
carried onboard.
46-00-02-01 Integrated Flight Information System (Pro Line 21 IFIS-5000) File Server
Unit (FSU) (FSU INOP Message)
C/-/0
(O) One or both may be inoperative provided alternate procedures are established and used to
ensure all information associated with the flight is available at the pilot station in current and
appropriate form.
NOTE: If alternate source is electronic, dual redundancy is required for operation.

1. Traditional paper data will be carried and used for intended flight, or
2. Operations are to be conducted in accordance with approved EFB policy and procedures
manual.
46-00-02-02 Integrated Flight Information System (Pro Line 21 IFIS-5000) Cursor

Control Panel (CCP)
C/-/0
(O) May be inoperative provided alternate procedures are established and used to ensure all
information associated with the flight is available at the pilot station in current and appropriate
form.
1. Traditional paper data will be carried and used for intended flight, or
2. Operations are to be conducted in accordance with approved EFB Policy and procedures
manual.
C90BPMEU-00-00
46-00-02-03 Integrated Flight Information System (Pro Line 21 IFIS-5000)
Communications Management Unit (CMU)
If installed
C/1/0
(O) May be inoperative provided alternate procedures are established and used for ACARS and
Universal WX inoperative.
Weather data for the intended flight path including alternates shall be obtained prior to
departure.
46-00-02-04 Integrated Flight Information System (Pro Line 21 IFIS-5000) Third VHF
Communications Radio
If installed
C/1/0
(O) May be inoperative provided alternate procedures are established and used for ACARS and
Universal WX inoperative.
Weather data for the intended flight path including alternates shall be obtained prior to departure.
C90BPMEU-00-00
73-31-01 Shadin Fuel Flow Indicator
If installed
D/-/0
(M)
Contact the STC holder for assistance.
C90BPMEU-00-00

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COPYRIGHT © 2015 EASA MMEL REVISION ORIGINAL

Placards should be placed above, adjacent to or on the associated / affected control

Pre-manufactured “INOP” or “INOPERATIVE” placards may be used at the discretion of

 RVSM OPERATIONS ARE PROHIBITED

21-30-01 Bleed Air Shutoff Valve(s)

(M)(O) May be inoperative in the closed position for unpressurized flight.

(M)(O) May be inoperative provided:

21-30-03 Outflow Valve

(M)(O) May be inoperative provided:

21-32-01 Cabin Rate of Climb Indicator

21-32-02 Differential Pressure/Cabin Altitude Indicator

21-50-01 Air Conditioner

(M) May be inoperative provided operations do not require its use.

NOTE: RVSM is not authorized.

22-10-02 Yaw Damper (Except Winglet STC #SA02054SE)

Maintenance procedure to ensure no electrical/mechanical fault exists that would have an

22-10-03 Autopilot Disconnect (AP/YD/DISC Trim Switches) (Except GFC-700)

(M) May be inoperative provided:

NOTE: RVSM is not authorized.

Maintenance procedure to ensure no electrical/mechanical fault exists that would have an

In accordance with EASA CS-MMEL:

23-10-01 High Frequency (HF) Communication System

(O) Any in excess of one may be inoperative provided:

In accordance with EASA CS-MMEL:

23-10-01 High Frequency (HF) Communication System

NOTE: SATCOM voice is to be used only as a backup to normal HF communications.

1. Determine what available alternate communications is available, such as VHF or SATCOM.

(O) Any in excess of one may be inoperative provided:

In accordance with EASA CS-MMEL:

23-40-01-01 Passenger Address System (PA) Passenger Configuration

1. During Normal, Abnormal and/or Emergency situations or checklists requiring use of PA

23-50-04 Audio Panel (Pro Line 21 Only)

23-62-00-02 Emergency Locator Transmitter (ELT) Fixed ELTs

(M) May be inoperative provided:

23-62-00-02 Emergency Locator Transmitter (ELT) Fixed ELTs

(M) May be inoperative provided:

1. Make sure all electrical power is removed from the aircraft.

25-20-01-02 Passengers Seats Armrest with Recline mechanism

(M) May be inoperative or missing and seat occupied provided:

(O) May be inoperative provided:

25-40-01 Waste Receptacles Access Door/Covers

(M)(O) May be inoperative provided:

1. Inoperative doors/covers must be secured CLOSED as follows:

The Flight Crew shall:

(M) May be inoperative provided:

25-50-01 Storage Compartments/Closets

(M)(O) May be inoperative provided:

Brief cabin occupants that affected cabinet is not to be used.

1. Placard the restraint as “DO NOT USE”.

25-60-02 EMS Equipment

(M) May be inoperative provided inoperative system/component is deactivated and secured.

Maintenance procedure to deactivate Emergency medical Services Equipment using the

25-61-02 Flotation/Overwater Equipment Life Preservers

(M) May be inoperative provided:

(O) One may be inoperative provided:

1. Parked aircraft must be chocked at all times.

(O) Individual lights may be inoperative provided:

1. Apply electrical power to the aircraft.