C90BOMP Manual 11_17_15 · Web viewPassengers must be briefed prior to each flight that cabin pressurization will be unavailable. Do not operate aircraft in known or forecast icing

BeechcraftProceduresManual

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 © 2018 EASA MMEL REVISION ORIGINALTEXTRON AVIATION WICHITA, KANSAS, U.S.A.

BPM REVISION 01

C90BPMEU-00-01

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.

C90BPMEU-00-01

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.

C90BPMEU-00-01

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 VMO 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.MAINTENANCE PROCEDURE1. 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.OPERATIONAL PROCEDURE

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, andb) The Safety Valve is secured open.

MAINTENANCE PROCEDURE

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.OPERATIONAL PROCEDURE


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

21-30-03 Outflow Valve

C/1/0

(M)(O) May be inoperative provided:a) Aircraft is configured and operated unpressurized at or below 10,000 feet MSL, andb) 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.OPERATIONAL PROCEDURE



unavailable.

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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.

OPERATIONAL PROCEDURE



unavailable.

21-32-01 Cabin Rate of Climb Indicator

C/1/0





unavailable.

21-32-02 Differential Pressure/Cabin Altitude Indicator

C/1/0





unavailable.

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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.OPERATIONAL PROCEDURE


2. Minimum enroute altitudes must be taken into account for the planned route.

21-50-01 Air Conditioner

C/1/0

(M)MAINTENANCE PROCEDURE

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.MAINTENANCE PROCEDURE

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


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, andc) Yaw Damper is considered inoperative.

NOTE: RVSM is not authorized.MAINTENANCE PROCEDURE

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 FunctionsIf installed

D/-/0


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, andb) Repairs are made within three calendar days.


In accordance with EASA CS-MMEL: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, andd) 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.OPERATIONAL PROCEDURE

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, andd) It is not required for emergency procedures.


In accordance with EASA CS-MMEL: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.MAINTENANCE PROCEDURE

1. Pull and secure the COPILOT AUDIO CONT and COPILOT AUDIO circuit breakers on the right side circuit breaker panel.

C90BPMEU-00-01

23-50-04 Audio Panel (Third Panel Only)If installed

D/1/0


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

(M) May be inoperative provided:a) System is deactivated or removed, andb) 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.MAINTENANCE PROCEDURE

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 SwitchIf installed

D/1/0

(M) May be inoperative provided:a) Remote switch is disconnected from the ELT, andb) 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, andc) 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, andc) 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/-/-

(M)(O) May be inoperative provided:a) Container is empty and the access is secured to prevent waste introduction into the

compartment, andb) Procedures are established to ensure that sufficient Galley Waste Receptacles are

available to accommodate all waste that may be generated on a flight.MAINTENANCE PROCEDURE

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.3. Make an appropriate entry on discrepancy report.OPERATIONAL PROCEDURE

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”, and8. Brief the passengers to use an alternative waste container.

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25-50-01 Storage Compartments/Closets

C/-/-

(M) May be inoperative provided: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.MAINTENANCE PROCEDURE

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.

3. Make an appropriate entry on discrepancy report.

25-50-01 Storage Compartments/Closets

C/-/-

(M)(O) May be inoperative provided: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”, andd) Passengers are briefed that associated compartment is not used.


Remove the Cabin Storage Compartment Door Refer to the appropriate maintenance manual.OPERATIONAL PROCEDURE

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

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25-50-02 Cargo Restraint SystemsIf 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 EquipmentIf 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.OPERATIONAL PROCEDURE

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

(M) May be inoperative provided:a) Manual Trim is operative, andb) 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

C/2/1

(O) One may be inoperative provided:a) A reliable means is established to determine that fuel quantity on board meets the

regulatory requirements for the flight,b) Both NO FUEL XFR Annunciators are operative, andc) Both Fuel Flow Indicators are operative.d) Procedures are established to ensure fuel balance.


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-00-01

31-20 Flight Hour RecorderIf installedC/1/0

(O)OPERATIONAL PROCEDURE

1. Record all aircraft operating time. If Zulu time is not used, make sure to include the appropriate time zone for beginning and ending operations.

2. Following each operating cycle, add the time to the aircraft log for all aircraft compliance items/requirements.

C90BPMEU-00-01

32-42-01 Parking Brake

C/1/0

(O)OPERATIONAL PROCEDURE

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, andc) 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.OPERATIONAL PROCEDURE

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.

C90BPMEU-00-01

34-00-02 Independent Multi-Function Display (Excludes EFIS Equipped Aircraft) If installed

C/1/0

(O) May be inoperative provided:a) MFD system does not provide any primary flight or engine instrument display, andb) 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.OPERATIONAL PROCEDURE

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

(O) May be inoperative provided:a) Autopilot with Altitude Hold is operative, andb) Enroute operations do not require its use.

NOTE: RVSM is not authorized.OPERATIONAL PROCEDURE

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.

C90BPMEU-00-01

34-22-01 Mechanical Gyroscopic Directional Indicator System (Except Pro Line 21 equipped)

B/-/1

(O) May be inoperative provided:a) Operations are conducted under day VFR, b) A stabilized direction indication is operative at each required pilot’s station, andc) 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

(O) May be inoperative provided:a) Any combination of two Gyro, AHRS or INS (IRU) Stabilized Compass Systems

operate normally, andb) Airplane is operated with Dual Independent Navigation Capability and under Positive

Radar Control by ATC on the enroute portion of the flight.OPERATIONAL PROCEDURE

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.

C90BPMEU-00-01


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.OPERATIONAL PROCEDURE

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

(M)(O) May be inoperative provided:a) Class A TAWS and/or GPWS are considered inoperative,b) TCAS II is considered inoperative,c) Approach procedures do not require its use, andd) Alternate procedures are established and used.


Pull and secure the RADIO ALTM circuit breaker on the right side circuit breaker panel.OPERATIONAL PROCEDURE

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.MAINTENANCE PROCEDURE

Pull and secure the RADIO ALTM circuit breaker on the right side circuit breaker panel.

C90BPMEU-00-01

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.OPERATIONAL PROCEDURE

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 installedForward Looking Terrain Avoidance Function and Premature Descent Alert Function

B/2/0

(O) May be inoperative provided:a) Approach procedures do not require their use, b) Alternate procedures are established, andc) Modes 1-4 are operative.


Crew briefings must include aural callouts through use of appropriate aircraft equipment to ensure obstacle and terrain clearance.

C90BPMEU-00-01

34-44-03-03A Terrain Awareness and Warning System (TAWS) (Class A or B TAWS)Voice Callouts (Mode 6) (“Five-Hundred”)

B/1/0

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

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

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

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.

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34-44-03-06 Terrain Awareness and Warning System (TAWS) (Class A or B TAWS)Advisory Callouts

C/-/0

(O) May be inoperative provided:a) Advisory callout not required by operating rule, andb) Alternate procedures are established and used.


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, plus any other agreed upon by the flight crew.

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.

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34-44-03-07B Terrain Awareness and Warning System (TAWS) (Class A or B TAWS)Windshear Mode (Reactive)If installed

C/1/0

(O) May be inoperative provided:a) Alternate procedures are established and used, andb) 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

(M) May be inoperative provided:a) System is deactivated and secured, andb) 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

(M) May be inoperative provided:a) Not required by operating rule,b) System is deactivated and secured, andc) Enroute or approach procedures do not require its use.



C90BPMEU-00-01

34-45-02 Traffic Alert and Collision Avoidance System (TCAS II)If installed

A/-/0

(M) May be inoperative provided: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.



34-45-02 Traffic Alert and Collision Avoidance System (TCAS II)If installed

C/-/0

(M) May be inoperative provided:a) Not required by operating rule,b) System is deactivated and secured, andc) Enroute or approach procedures do not require its use.



34-45-02-02 Traffic Alert and Collision Avoidance System (TCAS II) Resolution Advisory (RA) Display System(s)If installed

C/-/0

(O) May be inoperative provided:a) Traffic Alert (TA) visual display and audio functions are verified operative,b) TA ONLY Mode is selected by the crew, andc) Enroute or approach procedures do not require its use.


1. Using test function, confirm that traffic advisory display elements and voice command audio functions are operative.

2. Select TA only mode of operation.

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34-45-02-03 Traffic Alert and Collision Avoidance System (TCAS II)Traffic Alert (TA) Display System(s)If installed

C/-/0

(O) May be inoperative provided:a) RA visual display and audio functions are verified operative, andb) Enroute or approach procedures do not require its use.


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, andb) 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

(O) May be inoperative provided:a) Flight is conducted under VFR over routes navigated by reference to visual

landmarks, andb) Permission is obtained from the Air Navigation Service Provider(s) along the route or

any planned diversion, c) Aircraft is not operated RVSM, andd) Repairs are made within five flights.



2. Minimum enroute altitudes must be taken into account for the planned route.3. Plan for flight below FL180, using visual landmarks for navigation.

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34-57-01 Area Navigation (RNAV)(Multi-Sensor, LORAN, and/or GPS)

C/-/-

(O) May be inoperative provided: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,

andc) Operational procedures do not require its use.


1. Current Aeronautical Charts should be used to verify Navigation Fixesprior 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, andb) Permission is obtained from the Air Navigation Source Provider(s) when required for

the intended flight route.OPERATIONAL PROCEDURE

1. Current Aeronautical Charts should be used to verify Navigation Fixesprior 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.

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34-61-01 Navigation Databases

C/-/-

(O) May be inoperative provided: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, andd) Radio navigation aids, which are required to for departure, arrival, and approach

procedures, are manually tuned and identified.OPERATIONAL PROCEDURE

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.OPERATIONAL PROCEDURE

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.

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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, andb) 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-00-01

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.OPERATIONAL PROCEDURE

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.OPERATIONAL PROCEDURE

1. Traditional paper data will be carried and used for intended flight, or2. 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.OPERATIONAL PROCEDURE

1. Traditional paper data will be carried and used for intended flight, or2. Operations are to be conducted in accordance with approved EFB Policy and procedures

manual.

C90BPMEU-00-01

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 RadioIf 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-00-01

73-31-01 Shadin Fuel Flow IndicatorIf installed

D/-/0

(M) MAINTENANCE PROCEDURE

Contact the STC holder for assistance.

C90BPMEU-00-01

Documents

C90BOMP Manual 11_17_15 · Web viewPassengers must be briefed prior to each flight that cabin pressurization will be unavailable. Do not operate aircraft in known or forecast icing