MEL_CHAP_1_MEL

CHAPTER 1 01-1

MINIMUM EQUIPMENT LISTDL/FCM

01 Jun 2013

CHAPTER TABLE OF CONTENTS REV 4.5

EU-OPS 1 OM Part B - AIRCRAFT OPERATING MATTERS

AVRO RJ 85 & 100U:\0_Manuals & documentation\OM part B\Ba46RJ\Administrator\05 - MEL AVRO - Actual\RJ ONLY AVRO_MEL_01_Mel_Rev 4.5.doc - Print date: 23/09/2013 - Save date: 12/08/2013

01. MINIMUM EQUIPMENT LIST

Chapter Table of Contents

01.01 21 - AIR CONDITIONING ....................................................................................01.01-101.02 22 - AUTO FLIGHT..............................................................................................01.02-101.03 23 - COMMUNICATIONS ....................................................................................01.03-101.04 24 - ELECTRICAL POWER .................................................................................01.04-101.05 25 - EQUIPMENT / FURNISHING .......................................................................01.05-101.06 26 - FIRE PROTECTION.....................................................................................01.06-101.07 27 - FLIGHT CONTROLS ....................................................................................01.07-101.08 28 - FUEL ............................................................................................................01.08-101.09 29 - HYDRAULIC POWER...................................................................................01.09-101.10 30 - ICE AND RAIN .............................................................................................01.10-101.11 31 - INDICATING/RECORDING SYSTEMS ........................................................01.11-101.12 32 - LANDING GEAR...........................................................................................01.12-101.13 33 - LIGHTS ........................................................................................................01.13-101.14 34 - NAVIGATION ...............................................................................................01.14-101.15 35 - OXYGEN ......................................................................................................01.15-101.16 36 - PNEUMATIC ................................................................................................01.16-101.17 38 - WATER/WASTE...........................................................................................01.17-101.18 46 – INFORMATION SYSTEMS..........................................................................01.18-101.19 49 - APU..............................................................................................................01.19-101.20 52 - DOORS ........................................................................................................01.20-101.21 53 - FUSELAGE ..................................................................................................01.21-101.22 56 - WINDOWS ...................................................................................................01.22-101.23 71 - POWERPLANT.............................................................................................01.23-101.24 73 - ENGINE & FUEL CONTROL ........................................................................01.24-101.25 74 - IGNITION......................................................................................................01.25-101.26 76 - ENGINE CONTROLS ...................................................................................01.26-101.27 77 - ENGINE INDICATING ..................................................................................01.27-101.28 79 - ENGINE OIL .................................................................................................01.28-101.29 80 - STARTING ...................................................................................................01.29-1

CHAPTER 1 01.01-1


01 Jun 2013

21 - AIR CONDITIONING REV 4.5



01.01 21 - AIR CONDITIONING

1. ITEM

2. RECTIFICATION INTERVAL3. NUMBER INSTALLED

4. MINIMUM REQUIRED FOR DISPATCH5. REMARKS OR EXCEPTIONS

21-10-1Pack Flow Control andIsolation Valves

1) Pack 1 or Pack 2a IsolationValve - OPEN

B 2 1

(O)

One may be INOP OPEN provided:

a) Engine Air for the associated engines are selected OFF,

b) APU air is selected OFF,

c) TAIL ANTI ICE is selected OFF,

d) The aircraft is not operated in known or forecast icing conditions,

e) Ram air ventilation system operates normally,

f) The A/C is operated in accordance with the electrical coolingrestrictions for ground operation in high ambient temperatures,

g) During descent ensure that the A/C is operated in accordancewith the appropriate FCOM Abnormal Procedures, and

h) The aircraft is operated in accordance with the FCOM SystemOperating Procedures: Air Conditioning

2) Pack 1 or Pack 2 IsolationValve - CLOSED

B 2 1

(M) (O)

One may be INOP CLOSED provided:

a) Ram air ventilation system operates normally,

b) The aircraft is operated in accordance with the electrical coolingrestrictions for ground operation in high ambient temperatures,and

c) If during descent, the airframe anti-ice is not selected ON, set allengines to a minimum of:

80 % N2 above 20.000 ft.

75 % N2 at or below 20.000 ft until the approach.

3) Pack 1 and Pack 2 IsolationValves - CLOSED

B 2 0

(M) (O)

Both may be INOP CLOSED provided:

The A/C is operated in an approved unpressurized configuration(Flight limited to 10.000 ft)

21-20-1Flight Deck Fan

C 1 0 May be INOP

21-20-2AVIONICS FAN OFFAnnunciator

C 1 0

(M) (O)

May be INOP provided:

The avionics cooling fan is checked to be operating normally prior tothe first flight of each day.

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21-20-3Avionics Cooling Fans

C 2 1

(M*)

One fan may be INOP provided:

a) The cooling switch is selected to the operative fan, and

b) The circuit breaker for the failed fan is pulled and safety tagged

21-20-4Cabin Fan

C 1 0 May be INOP.

21-21-1Passenger Individual AirSystem

D 1 0 May be INOP

21-30-1AUTO PressurisationSystem

1) Analog System( AVRO RJ 85)

B 1 0

(O)


a) Manual pressurization system is operating normally and is used,

b) Discharge valve position indication are operative, and

c) The autopilot is operating normally and is used.

2) Digital System(AVRO RJ 100)

Channels

C 2 1(O)

One Channel may be inoperative.

ADC Input C 2 1

ADC 1 or ADC 2 input to the Auto-Pressurization system may beinoperative

NOTE:

ADC 1 or ADC 2 signal failure will be accompanied by overheadpanel controller indication ADC 1 or ADC 2 respectively and MWSwhite “PRESS” indication.

3) Analog and Digital System C 1 0(O)

May be INOP provided A/C is operated in an approvedunpressurized configuration (flight below 10.000 ft)

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21-30-2Pressurization Indications

1) Cabin Altimeter

RJ 85 (ANALOG System)

C

C

1

1

0

0

(O)

May be inoperative provided an alternative means of determiningcabin altitude is available.

OR

(O)

Aircraft is operated in an approved unpressurized configuration.

C 2 1May be inoperative provided an alternative display is operable.(Controller panel/Quad Instrument)

OR

RJ 100 (DIGITAL System) C 2 0(O)

May be inoperative provided an alternative means of determiningcabin altitude is available.

C 2 0

OR

(O)


2) Cabin Differential PressureIndicator


C 1 0

(O)

May be, inoperative provided an alternative means of determiningcabin differential pressure is available.

OR

C 1 0(O)


RJ 100 (DIGITAL System) C 2 1

(O)

May be, inoperative provided an alternate display is operable.(Controller panel/Quad Instrument)

OR

C 2 0

(O)

May be inoperative provided an alternative means of determiningcabin differential is available.

OR

C 2 0

(O)


(Continued)

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1. ITEM



3) Cabin Rate of ClimbIndicator


C

C

1

1

0

0

(Continued)

(O)

May be inoperative provided automatic pressure control operatesnormally on both discharge valves.

OR

(O)


RJ 100 (DIGITAL System) C 2 1

(O)

May be inoperative provided alternate display is operable (Controllerpanel/Quad Instrument)

OR

C 2 0

(O)

May be inoperative provided automatic pressure control operatesnormally on both outflow valves.

OR

C 2 0(O)


4) Landing Altitude Indicator(Digital PressurisationSystem Only) (AVRO RJ100)

C

C

C

2

2

2

1

0

0

May be inoperative provided alternate display is operable (Controllerpanel/Quad Instrument).

OR

(O)

May be inoperative provided:

a) Destination and alternate airfields are at or below 9000 feetpressure altitude, and

b) Manual mode is used to achieve zero cabin differential prior tolanding.

OR

(O)


21-30-3Discharge Valve(Analog PressurisationSystem only) (AVRO RJ 85)

C 2 1

(M) (O)

One may be INOP in normal control mode, provided the safetyfunctions of each valve are checked to be operative once each day,and the discharge valve position indicator for the operative valve isoperating normally.

21-30-4Discharge Valve PositionIndicator

C 2 0 May be INOP provided cabin pressure is controlled in AUTO mode.

21-30-5Outflow Valve Open / ClosedIndicator

C 2 0 May be INOP provided cabin pressure is controlled in AUTO mode.

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21-30-6CABIN HI ALT WarningSystem

C 1 0(M*) (O)

May be INOP provided altitude is limited to 10,000 ft.

21-50-1Air Conditioning Packs

1) Pack 1 or Pack 2 INOP B 2 1

(O)

Either pack may be INOP provided:

a) Ram air ventilation system is installed and operates normally,

b) The aircraft is operated in accordance with the electrical coolingrestrictions for ground operation in high ambient temperatures,and

c) If during descent, the airframe anti-ice is not selected ON, set allengines to a minimum of:

80 % N2 above 20.000 ft.

75 % N2 at or below 20.000 ft until the approach.

2) Pack 1 and Pack 2 INOP C 2 0(O)

Both may be INOP provided A/C is operated in an approvedunpressurised configuration (flight below 10.000 ft)

21-50-2Mode Selector Valve

C 1 0

May be INOP provided the valve is in the FRESH air mode.

NOTE:

Engine bleed air must not be used for cabin air conditioning duringtake-off and landing.

21-50-3Recirculation Isolation Valve

C 1 0

May be INOP in the closed (FRESH mode) position. Air conditioningpacks must be operated in the FRESH air mode.

NOTE:

Engine bleed air must not be used for cabin air conditioning duringtake-off and landing.

21-50-4Flight Deck ConditioningBoost Valve System

D 1 0

(M)

May be INOP.

21-51-1Ram Air Valve

C 1 0 May be INOP provided both air conditioning packs are operative.

21-60-1Cabin temperature Indicator

C 1 0 May be INOP

21-60-2Inlet DUCT TemperatureIndicator

C 2 0May be INOP provided the respective temperature control system isoperative in AUTO.

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1. ITEM



21-60-3Cabin Temperature Control

1) Manual Mode C 1 0 May be INOP provided Automatic Mode operates normally.

2) Automatic Mode C 1 0 May be INOP provided Manual Mode operates normally.

3) Manual and AutomaticModes

C 2 0

(M)

May be INOP provided;

a) The temperature control valve is fixed in an intermediateposition, and

b) Flight deck temperature control is operative.

4) Cabin Temperature ControlValve

C 1 0

(M)


a) The temperature control valve is fixed in an intermediateposition, and

b) Flight deck temperature control is operative.

21-60-5Flight Deck TemperatureControl (AUTO)

C 1 0 May be INOP.

21-60-6Flight Deck TemperatureControl (MANUAL)

C 1 0 May be INOP provided AUTO control is operative.

21-70-1Cabin Air Filtration System

D 2 0

(M)

One or both may be INOP providing both the cabin AND the flightdeck filters element are removed.

NOTE:

See note at 30-71-2 for a possible effect on this systems operation.

CHAPTER 1 01.02-1


01 Jun 2013

22 - AUTO FLIGHT REV 4.5



01.02 22 - AUTO FLIGHT

1. ITEM



22-10-1Autopilot System

C 2 1

(O)

One may be INOP provided:

a) The alternate FGC is selected and remains operational, and

b) A/P MASTER Switch for failed autopilot is selected OFF.

C 2 0

Both may be INOP provided:

a) MCP Disengage switch is selected OFF,

b) CAT 2 or CAT 3 approaches shall not be made

NOTE:

1) For Dispatch with INOP A/P in conjunction with INOP Electricpitch trim, see item 27-30-1.

2) ALT HOLD function is required for RVSM operations.

22-10-2AP (Autopilot) DisconnectAnnunciator (red)

C 2 0

(O)

One or both may be INOP provided:

a) Aural warning is operative, and

b) At least one PFD autopilot annunciator is operative on thenon-flying pilot’s side.

22-10-3FLARE Annunciator (green)

C 2 0 May be INOP.

22-10-4AUTOLAND FAIL Annunciator(red)

C 2 1One may be INOP providing the flying pilot has the operativeannunciator.

C 2 0Both may be INOP provided flying is restricted to non AUTOLANDoperations.

22-10-5AUTOLAND Annunciator(green)

C 2 0Both may be INOP provided both CAT 3 (green) Annunciators areoperative.

22-10-6NO AUTOLAND Annunciator(amber)

C 2 0Both may be INOP provided both CAT 3 (green) Annunciators areoperative.

22-10-7CAT 2 Annunciator (green)

C 2 1One may be INOP provided non-flying (CAPT) pilot has operativeannunciator (if aircraft operated to CAT 2) .

C 2 0Both may be INOP provided operations are restricted to CAT I orCAT 3.

22-10-8CAT 3 Annunciator (green)

C 2 0Both may be INOP provided both AUTOLAND (green)Annunciators are operative.

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22-10-9NO CAT 3 LAND Annunciator(white)

C 1 0 May be INOP OFF.

22-10-10Steep Approach Switch

D 1 0 May be INOP provided that no steep approaches are made.

22-20-1Yaw Damper

C 2 1One yaw damper may be INOP provided appropriate YAWDAMPER MASTER switch is selected OFF.

C 2 0

(O)

Both yaw dampers may be INOP provided:

a) Both YAW DAMPER MASTER switches are selected OFF,and

b) FCOM limitations for loss of yaw damper are followed (AVRORJ 85 only).

22-20-2Yaw Damper (YD) FailAnnunciators (amber)

C 2 0Both may be INOP provided both YD (White) annunciators areoperational.

22-20-4Elevator (EL TRIM)Annunciators (Amber)

C 2 0

(O)

May be INOP provided the electric pitch trim system is confirmedoperational.

Note: for Electrical Pitch Trim failure refer to Item 27-30-1

22-20-5Control Column DisconnectSwitch

C 2 1One may be INOP provided the flying pilot has the operativedisconnect switch.

C 2 0Both may be INOP if the autopilot is not used and conditions andprocedures of 22-10-1 are applied.

22-20-6YD 1 or YD 2 Annunciator(white)

C 2 0

May be INOP provided one YD amber annunciator is confirmedoperational.

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22-71-1Navigation Database(s)

NOTE: Database(s) which is /are out of date is / areconsidered to be inoperative

C 2 0

(O)

One or more may be INOP for the intended route whereconventional (non-RNAV) navigation is sufficient, provided:

a) Current aeronautical information (e.g. charts) is available forthe entire route and for the aerodromes to be used, and

b) Navigation database information is disregarded.

C 2 1

Any in excess of one may be inoperative. The operative databasemust be up to date for routes, departures, arrival and approachprocedures that require the use of navigation Database for RNAV,and provided this up to date Database is readily available to theflight crew member(s) responsible for navigation.

A 2 0

(O)

One or more may be out of date for a maximum of 10 calendardays provided:

a) Conventional (Non-RNAV) departure, arrival and approachprocedures, when available, or ANSP assistance are used asan alternative to RNAV procedures which have been amendedin the current database cycle, and

b) Before each flight, current aeronautical information is used toverify the database Navigation Fixes, the coordinates,frequencies, status (as applicable) and suitability of NavigationFacilities required for the intended route

CHAPTER 1 01.03-1


01 Jun 2013

23 - COMMUNICATIONS REV 4.5



01.03 23 - COMMUNICATIONS

1. ITEM



23-10-1Radio Management Panel -Radio Select Button

C 2 1

All Radio Select Buttons may be INOP on a single RMP provided:

a) Two VHF COMM systems can be operated independently,

b) VHF1 can be selected on the left hand RMP, and

c) The serviceable RMP has all radio select buttons operative.

23-11-1VHF COMM System

D 3 2

(M*) (O)

VHF 2 OR VHF 3 may be INOP.

NOTE:

VHF N°1 must be operable from the left hand Radio ManagementPanel (RMP)

23-20-1ACARS System

D 1 0 May be INOP.

23-22-1SELCAL System

Not applicable to our fleet.

23-30-1Cabin Chimes (Seat Belt /No Smoking)

C 1 0 May be INOP provided PA System is operative.

23-30-2Pre-recorded PassengerAnnouncement System

D 1 0(O)

May be INOP provided alternate procedures are established andused.

23-31-1Passenger Address (PA)System

B 1 0


a) Cabin Interphone system is operative,

b) Chime system is operative, and

c) Alternate normal and emergency procedures are establishedand used.

23-31-2Flight Deck Speaker

C 2 0

(O)

May be INOP provided

a) Each crew member has an operative headset, and

b) All appropriate aural alert functions are operating normally andthe associated audible warnings are available to the crew viaheadset, and

c) The Central Audio Unit is verified to operate normally.

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1. ITEM



23-40-1Cabin/Service InterphoneSystem

1) Flight Deck to Cabin/Cabinto Flight Deck (Pre ModHCM 50303 strengthenedFlight deck door)

Not applicable to our fleet

2) Flight Deck to Cabin/Cabinto Flight Deck (Post ModHCM 50303 strengthenedFlight deck door)

A 1 0

(M*) (O)


a) PA System is operative,

b) Alternate procedures are established and used for access to theFlight Deck.

c) Repairs or replacements are made within four (4) flights,

3) Handsets (CabinCrew/Flight Attendants)

C 2 1

(O)

One handset may be INOP provided:

a) The handset at the forward Cabin Crew/Flight Attendant stationis operative, and

b) Alternate communications procedures between the affectedstation(s) are established and used.

NOTE: Any function that operates normally may be used.

C 2 -Handsets at non-required stations (e.g. for cargo/freighteroperations) may be INOP.

4) Flight Deck toGround/Ground to FlightDeck

C 1 0(O)

May be INOP provided hand signals are used during push-back(when applicable) and engine start.

5) Alerting System(Chime/light)

C - -

Visual system may be INOP on the Flight Deck.

(O)

The alerting system in the cabin consists of a chime and 3 lights onthe cabin ceiling.Both visual and aural signals may be INOP in the cabin provided thePA system operates normally from the flight deck.

NOTE: Any station that operates normally may be used

6) Ground Call Horn D 1 0(O)

May be INOP provided alternate procedures are established andused.

23-50-1Hand held Microphones

C 2 0 Any or all may be INOP.

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23-50-2Audio Selector Panel

C 3 2Captain and Co-Pilot Audio Selector Panel must be operative,Observers panel may be INOP provided the Interphone function isavailable to all flight deck stations required for a particular flight.

Captain’s or first officer’s INTR/T Switch

C 2 1One may be inoperative OFF or in the INT position providedassociated control column INT-R/T switch operates normally.

23-50-3Control Column INT-R/Tswitch

B 2 1(O)

One may be INOP OFF or in the INT position provided associatedAudio Selector Panel INT/RT switch operates normally.

23-50-4Audio Selector Panel INT-R/T Switch

1) Captains or First Officers C 2 1(O)

One may be inoperative OFF or in the INT position provided theassociated control column INT-R/T switch operates normally.

2) Third Crew Members C 1 0(O)

May be inoperative OFF or in the INT position if not required.

23-50-5Headsets

3 2One headset (Including boom microphone) must be operative foreach required crew member on flight deck duty.

23-70-1Flight Deck Door VideoSurveillance System


23-71-1Cockpit Voice Recorder

A 1 0


a) It is not reasonably practical to repair or replace beforecommencement of the flight,

b) The A/C shall not exceed eight (8) further flights with the CVRunserviceable,

c) Not more than 72 hours have elapsed since the CVR was foundto be unserviceable, and

d) The Flight Data Recorder (FDR) operates normally.

CHAPTER 1 01.04-1


01 Jun 2013

24 - ELECTRICAL POWER REV 4.5



01.04 24 - ELECTRICAL POWER

1. ITEM



24-09-1Bonding leads (control orlanding gear door surfaces)

A - -

(M)

One or more bonding leads may be broken at each surfaceprovided:

a) At least two bonding leads per surface are available,

b) All broken bonding leads are cleared of surface hinges, and

c) Repairs or replacements shall be made at the next scheduledmaintenance check or within 200 flight hours, whichever occursfirst.

24-11-1Integrated Drive Generator(Engine Driven Generator -EDG)

B 2 1

(M) (O)

One may be INOP with the respective GEN 1 or GEN 4 controlswitch in the OFF/RESET position provided:

a) Maintenance procedure must be performed before the first flightafter failure and then, once each flight day to identify if it isnecessary to remove and blank the generator for continuedMEL operations,

b) The APU generator operates normally and is used to supplybusses of the INOP channel throughout the flight,

c) The operating generators GEN OFF LINE annunciators operatenormally,

d) The aircraft is operated in accordance with the approvedprocedures / limitations for in flight use of the APU,

e) The Left Hand Common Feed Valve is selected to open,

f) Number 1 TRU operates normally,

CAPT. TAKE-OFF IS RECOMMENDED

24-13-1APU Generator

B 1 0

(M) (O)


a) Both engine driven generators operate normally, and

b) Acceptable status of APU generator is confirmed if the APU is tobe used for the supply of air only.

D 1 0 May be inoperative provided APU is not used

24-13-2APU Generator Control Unit

C 1 0

(M) (O)


a) The APU GEN control switch is in the OFF/RESET position, and

b) Both engines driven generators operate normally.

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24-20-1GEN OFF LINE Warning

1) Engines C 2 0(O)

May be INOP provided associated voltage, current and frequency(V, A and Hz) are checked before flight.

2) APU C 1 0(O)

May be INOP provided associated voltage, current and frequency(V, A and Hz) are checked before flight.

24-20-3AC Voltmeter

B 1 0(O)

May be INOP provided electric fault warnings are operative and theAC ammeters are operative.

24-20-4AC Frequency Meter

B 1 0(O)

May be INOP provided electric fault warnings are operative and theAC ammeters are operative.

24-20-5AC Ammeters(GEN 1, GEN 4, APU GEN)

B 3 0

(O)

May be INOP provided electric fault warnings are operative, and theAC Voltmeters are operative.

24-23-1Standby Hydraulic Generator

B 1 0

(O)


a) Both engine driven generators are operative,

b) APU generator is operative and is selected on,

c) APU is operated throughout the flight,

d) Aircraft is operated in accordance with FCOMLimitations/Procedures for in flight use of the APU,

e) The Left Hand Common Feed Valve is selected to open,

f) TRU 1 and TRU 2 are operating normally, and

g) The Stand-by generator is switched OFF.

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1. ITEM



24-25-1AC Rotary Selector Switch

B 1 0(O)

May be INOP provided the electrical fault warnings are operative.

24-30-1DC Ammeters

1) TRU Ammeter B 2 0(O)

May be INOP provided electric fault warnings are checked operativebefore flight.

2) Battery ammeter 1 1

24-32-1Transformer Rectifier Unit(TRU)

B 2 1

(M*) (O)


a) DC ground power is used for starting of engines,

b) Standby hydraulic generator operates normally, and

c) If TRU 1 is INOP, both engine driven generators operatenormally.

24-33-1DC Rotary Selector Switch

B 1 0(O)

May be INOP provided electric fault warnings are operative.

24-40-1AC External Power System

C 1 0 May be inoperative.

24-40-2DC External Power System

C 1 0 May be inoperative.

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01 Jun 2013

25 - EQUIPMENT / FURNISHING REV 4.5



01.05 25 - EQUIPMENT / FURNISHING

1. ITEM



25-10-1Flight Crew Members’Shoulder Harness

NOTE: Both Flight Crew Members’ shoulder harness must beoperative.

1) Inertia Reels A 3 0


a) The affected harness is adjusted and locked to suit therequirements of the individual Flight Crew Member,

b) Repairs or replacements are carried out within three calendardays.

2) Shoulder Harness ReleaseMechanism

B 3 0


a) The combined release function for the shoulder harness, lapstraps and crotch strap operate normally,

b) The shoulder harness inertia reel, go-forward and lock functionsoperate normally, and

c) The occupant can perform the required crew duties with theharness assembly fastened.

25-10-2Pilot’s Seat Adjustment

B 1 1

Adjustment in vertical and recline modes may be INOP providedboth are adjusted and locked to the individual crew membersrequirements.

NOTE: Fore and aft adjustments must operate normally.

25-10-3Flight Deck Seat Observer

C 1 0 May be INOP provided not required and correctly stowed.

25-10-4Loadmaster Seat (QT andQC in FreighterConfiguration)


25-10-5Sun Visors

C 2 1


a) A sun visor is available for the pilot flying,

b) Acceptable to flight crew, and

c) Affected Sun Visor is removed or stowed.

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25-20-1Passenger Seats and Belts

D - -

One or more may be INOP provided:

a) Affected seats do not block emergency exits;

b) Affected seats do not restrict passenger from access to the A/Caisle, and

c) Affected seats must be placarded “DO NOT OCCUPY”.

NOTE 1:A seat with INOP seat lap belt is considered INOP.

NOTE 2:A seat with INOP recline mechanism is considered INOP if seatcannot be secured upright. No restrictions apply if the seat can besecured in the upright position.

NOTE 3:INOP seats do not affect the number of cabin crew required.

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25-20-3Cabin Attendants Seats andHarnesses

D 3 -

(M) (O)

Any CCM seat, other than those required by legislation to beoccupied, may be inoperative.

NOTE:

SCCM seat has to be operative at all times if passengers arecarried.

B 3 -

(M) (O)

One required CCM seat may be inoperative provided:

a) The inoperative seat is not occupied,

b) The CCM displaced by the INOP seat occupies the passengeraisle seat nearest to the inoperative crew seat,

c) Alternate procedures are established for the displaced CCM,

d) Folding type seat is stowed or secured in the retracted position,

e) The passenger seat assigned to the CCM is placarded “FORCABIN CREW USE ONLY”, and

f) If the aircraft is subject to direct view requirements, direct viewof the passenger cabin by the CCM must not be impaired,therefore the SCCM seat has to be operative at all times ifpassengers are carried.

NOTE 1:

A seat with an inoperative or missing seat belt or harness isconsidered INOP.

NOTE 2:This requirement does not preclude use of passenger seats by CCMcarried in excess of the required Cabin Crew complement.

NOTE 3:A fully automatic folding seat that will not stow automatically orremain stowed is considered INOP and shall be secured in theretracted position or removed. An exception should only be madewhere cabin layout is such that emergency egress is not in any waycompromised by a seat in the deployed position.

25-20-5Cabin Attendants SeatShoulder Harness InertiaReel

D 3 0The shoulder harness inertia reel of any cabin attendant’s seat maybe INOP provided it is adjusted and locked to the individual crewmembers requirements.

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25-20-6Underseat BaggageRestraining Bars

C - -

(M) (O)


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

b) Associated seat is placarded ‘DO NOT STOW BAGGAGEUNDER THIS SEAT’, and,

c) Procedures are established to alert cabin crew of INOPrestraining bar.

25-30-1 (FAA MMEL)Galley waste receptaclesaccess Doors/Covers

C - -(M*)

May be inoperative provided the container is empty and the accessis secured to prevent waste introduction into the compartment.

25-30-2 (FAA MMEL)Galley Container Latches

D - -Galley container latches may be inoperative provided the affectedcontainer is removed from the aircraft.

D - -

(M*)

Latches on fixed containers may be inoperative provided:

a) Affected container is empty and is not used, and

b) The container door is secured shut and placarded“INOPERATIVE-DO NOT USE”

25-50-1Pallet Loading/LockingSystem (QT Aircraft Only)


25-50-2Cargo/Pax Pallet Installationand Pax Pallet Installation


CHAPTER 1 01.05-5


01 Jun 2013




1. ITEM



25-50-3Animal Bay

1) Animal Bay Compartment

a) Lights D 1 0 May be inoperative.

b) Door Panel, Latch,Hinge, Seal, Microswitch

D - 0


a) The bay is not used for the carriage of live animals (baggagemay be carried), and

b) The ANIMAL BAY HEAT switch/annunciator is selected OFF.

c) Door Lock D 1 0 May be inoperative.

d) Door Hold OpenDevice

D 1 0 May be inoperative provided the door is closed.

e) Animal Bay PanelsClass C CargoCompartment (WithCargo Bay SmokeDetection andSuppression)Floor Panels(Including Steps)and/or ForwardPanel/Door

D - -

(M)

May be damaged holed provided:

a) The bay is not used for the carriage of live animals (see NOTE),

b) The ANIMAL BAY HEAT switch/annunciator is selected OFF,and

c) The cargo bay lining is inspected and any damage repaired.

NOTE:

Baggage may be carried if the floor panels (including steps) areNOT damaged.

2) Animal Bay EnvironmentalControl System

D 1 0

(M) (O)

The Animal Bay Heater, Fan, Inlet/Outlet valves (and smokedetector on aircraft fitted with an unconditioned Class D cargocompartment) may be inoperative provided:

a) The inlet and outlet valves are confirmed closed,

b) The appropriate circuits breakers are pulled and collared,

c) The bay is not used for the carriage of live animals (baggagemay be carried), and

d) The ANIMAL BAY HEAT switch/annunciator is selected OFF.

CHAPTER 1 01.05-6


01 Jun 2013




1. ITEM



25-50-4Forward and Aft CargoCompartment Door GuardAssembly

1) Door Guard D 2 0

(M) (O)

May be damaged provided:

a) The affected door guard is removed, and

b) The cargo bay next to the inner face of the cargocompartment door is not used,

OR

a) The affected door guard is removed, and

b) A cargo door protection net is installed to protect the doorwhen closed.

2) Door Guard Shoot Bolts D 4 0(M)

May be inoperative provided an appropriate device is used to holdthe guard in the open position.

CHAPTER 1 01.05-7


01 Jun 2013




1. ITEM



25-50-5Forward and Aft CargoCompartment CargoRestraint System

1) Cargo Door Protection NetAssembly

D 2 0

(O)

May be damaged or missing provided:

a) The cargo bay next to the inner face of the cargo compartmentdoor is not used, and

b) Cargo bay loading should be in accordance with the weightsand balance limits.

NOTE: This net is positioned next to the inner face of cargo door.

2) Forward Restraint NetAssembly

D 2 0

(O)


a) The cargo bay forward of the cargo compartment door is notused,

b) The cargo bay next to the inner face of the cargo compartmentdoor is not used, and

c) Cargo bay loading should be in accordance with the weightsand balance limits.

3) Aft Restraint Net Assembly D 2 0

(O)


a) The cargo bay aft of the cargo compartment door is not used,

b) The cargo bay next to the inner face of the cargo compartmentdoor is not used, and

c) Cargo bay loading should be in accordance with the weightsand balance limits.

25-60-1Megaphones

D 2 1

One may be INOP or missing provided:

a) The INOP megaphone is placarded inoperative, removed fromthe installed location and placed out of sight so it cannot bemistaken for a functional unit.

b) Required distribution of operative megaphones is maintained.

CHAPTER 1 01.05-8


01 Jun 2013




1. ITEM



25-60-2‘FASTEN SEAT BELTSWHILE SEATED’ signs orplacards

C - -

A “FASTEN SEAT BELT WHILE SEATED” sign is installed on theback of each tray table and on the front wall in view of eachpassenger sitting in the front row.

One or more signs or placards may be illegible or missing provideda legible sign or placard is readable from each occupied passengerseat.

NOTE: This relief is applicable to the fixed placards.

For inoperative lights see MEL Item 33-24-1.

25-60-3Cabin Door Escape Slides

A 4 3One may be INOP provided the associated door is considered INOPsee item 52-60-2.

25-60-4Cabin Door Escape Ropes


25-60-5Emergency LocatorTransmitter (ELT)

a) Aircraft equipped with 2portable ELT’s

A 2 1One may be inoperative provided repairs are made within 6 furtherflights or 25 flying hours, whichever occurs first.

b) Aircraft equipped with 1automatic ELT.

A 1 0May be inoperative provided repairs are made within 6 further flightsor 25 flying hours, whichever occurs first.

25-60-6Cabin EmergencyFlashlight/Holders

D - -2 flashlights installed per CCM seat.

One or all may be INOP provided cabin crew member assigned toaffected position has an operative flashlight.

25-60-7Flotation Devices(Life Jackets)

At least one life jacket per occupant + 5 % spare is installed

- -

Any or all may be damaged or missing provided:

The trajectory of the plane do not over-fly water during take-off andlanding;

OR

The flight plan does not intent over-fly water at a distance exceeding50 NM.1

25-60-8First Aid Kits

NOTE: The defibrillator is also not required by regulations.

1) “FIRST AID KIT” A 2 1

2) “BRUSSELS AIRLINESFAK”

A 1 0

25-60-9Emergency Medical Kit


1 BCAA CIR/OPS-03 (07/86)

CHAPTER 1 01.05-9


01 Jun 2013




1. ITEM



25-60-10Portable Protective BreathingEquipment (PBE)(EU-OPS 1.780)

D - 1

(M*)

PBE which are stowed in an approved stowage, but which are inexcess of the required minimum crew complement, may be INOPprovided they are placarded to that effect and must either remain inan approved stowage or be removed from the aircraft.

NOTE:

Refer to approved emergency equipment lay-out for numberinstalled

Required minimum:

In accordance with EU-OPS 1.780 regulations sufficient portablePBE shall be carried to protect the eyes, nose and mouth of allrequired CCM and to provide breathing gas for a period of not lessthan 15 minutes. When 2 CCM are required (e.g. on regular flights)the 2 PBE for cabin crew use must be installed adjacent to eachrequired CCM station.

When no cabin crew members are carried (e.g. on ferry flights),portable PBE must be carried to protect the eyes, nose and mouthof one member of the flight crew and to provide breathing gas for aperiod of not less than 15 minutes.

CHAPTER 1 01.06-1


01 Jun 2013

26 - FIRE PROTECTION REV 4.5



01.06 26 - FIRE PROTECTION

1. ITEM

2. RECTIFICATION INTERVAL

3. NUMBER INSTALLED4. MINIMUM REQUIRED FOR DISPATCH

5. REMARKS OR EXCEPTIONS

26-10-1Upper Freight Bay SmokeDetectors (QT and QC inHorsebox and FreighterConfiguration)


26-11-1Engine Fire Detector (DualLoops only)

C 8 4 One loop per engine must be operative (A OR B).

26-11-3Thrust Lever Light

C 4 0May be INOP provided the MWS warning and the respective firehandle light is operative.

26-13-1Toilet Smoke DetectionSystem

C 2 0

(M*)


a) The toilet is electrically isolated,

b) The toilet waste receptacle(s) is empty,

c) The toilet door(s) is locked closed and placarded “INOP - DONOT ENTER”, and

d) The toilet(s) is not used for any purpose.

OR

B 2 0

(M)


a) The toilet compartment Fire extinguishers are fitted andchecked to be operative on a daily basis, and

b) The toilet compartment(s) are checked at 20 minutes intervalsfor evidence of fire or smoke.

26-13-2Toilet Fire ExtinguisherSystem

C 2 0Any or all may be INOP provided the Toilet Smoke Detectoroperates normally.

26-13-3Lower Cargo CompartmentSmoke Detection andSuppression System


26-14-1Wing Trailing Edge OverheatLoops (ZONE HI TEMP)

C 4 2(O)

One loop on each wing may be INOP.

CHAPTER 1 01.06-2


01 Jun 2013




1. ITEM




26-17-1APU Fire Detection System

C 1 0

(M) (O)


a) The APU is used for ground operation only provided it iscontinuously monitored,

b) The APU external control system is operative, and

c) APU must be shut down prior to taxi.

OR

D 1 0 May be INOP provided APU is not used.

26-17-2APU Fire Detection SystemTest Function

C 1 0

(M) (O)


a) APU is used only for ground operation and is continuouslymonitored,

b) APU external control system operates normally, and

c) APU must be shut down prior to taxi.

OR


26-20-1Fire handle Light

C 4 0May be INOP provided the MWS warning and the respective thrustlever light are operative.

26-20-2Engine Fire ExtinguishingSystem

NOTE:Type of indicator can be found on the left side of the engine,just above the green disc.

1) Pacific-Scientific TypePressure Relief (GREENDisc) Indicator

A 8 4

(M)

One green disc may be missing on each engine provided:

a) It can be confirmed that the remaining fire extinguisher bottle(s)have not thermally relieved.

b) The affected fire extinguisher bottle(s) have not beenelectrically discharged, and

c) Rectification or replacement action is carried out within 1 flightday.

2) Kidde-Graviner TypePressure Relief (GREENDisc) Indicator

C 8 0

(M)

The green disc may be missing provided:

a) It can be confirmed that the fire extinguisher bottle(s) have notthermally relieved, and

b) The affected fire extinguisher bottle(s) have not beenelectrically discharged.

3) ENG EXT USEDAnnunciators

C 8 0(M)

May be INOP provided it can be confirmed that the affected fireextinguisher bottle(s) have not discharged.

CHAPTER 1 01.06-3


01 Jun 2013




1. ITEM




26-20-3EXT USED Lights

Deleted

Incorporated into MEL items 26-21-1 and 26-20-2.

26-21-1APU Fire ExtinguishingSystem

C 1 0

(O)


a) Confirm fire detection system is operative.b) If using APU for ground start, it must be only used for a single

engine.c) Station a fireguard on the ground adjacent to the APU at all

times while it is operating.

d) Start APU just prior to engine start and shut down immediatelyon completion of engine start.

1) Pressure relief indicator C 1 0

(M) (O)

The GREEN disc may be missing provided:

a) It can be confirmed once each flight day, that the fireextinguisher bottle has not thermally relieved, or has beenelectrically discharged,

OR

b) The APU fire extinguishing system is considered to be INOP.

2) APU EXT USED annunciator C 1 0

(M) (O)


a) It can be confirmed that the fire extinguisher bottle has notdischarged,

OR

b) The APU fire extinguishing system is considered to be INOP.

NOTE:

The APU fire extinguishing system is not required when APU is notused.

26-21-2Pressure Relief Indicator(APU Extinguisher)

Deleted

Incorporated into MEL item 26-21-1.

26-22-1Portable Fire Extinguishers

D 5 4

One of the operative fire extinguishers must be located on the flightdeck.Any in excess may be INOP.

NOTE:

Inoperative fire extinguisher is tagged inoperative, removed frominstalled location, and placed out of sight so it cannot be mistakenfor a functional unit.

CHAPTER 1 01.07-1


01 Jun 2013

27 - FLIGHT CONTROLS REV 4.5



01.07 27 - FLIGHT CONTROLS

1. ITEM




27-10-1Aileron Trim PositionIndicator

C 1 0(O)

May be INOP provided aileron trim checked neutral before eachtake-off.

27-10-2Roll Spoiler Position Indicator

C 2 0(O)

One or both may be INOP provided Roll spoiler operation is visuallychecked before each flight.

27-10-3Aileron Trim System

C 1 0

(M)

May be INOP provided that aileron trim tabs are set at neutral.

NOTE:

Autopilot may be inoperative provided there is no indication ofaileron out of trim.

27-20-1Rudder Trim PositionIndicator

C 1 0(O)

May be INOP provided rudder trim checked neutral before take-off.

27-20-2RUDDER VALVE StuckWarning System

- - - Deleted

27-21-1Rudder Pedal Adjuster

C 2 0May be INOP provided adjustment can be fixed in a position whichsuits individual pilots requirements.

27-30-1Electric Pitch Trim

Note: for Elevator (EL TRIM) Annunciator (Amber) failure refer toMEL Item 22-20-4

1) AVRO RJ 85/100 C 2 1

(O)


a) Alternate FGC is selected and remains operational, and

b) A/P MASTER switch is selected OFF for the INOP system.

2) AVRO RJ 85 only C 2 0

(M) (O)


a) A/P is not used and following proviso’s are observed:

MCP Disengage switch is selected OFF, and

CAT 2/ 3 approaches must not be made, and

b) Alternative procedures for dispatch with INOP flap trimcompensation are established and used, and

c) Electric Pitch Trim circuit breakers are pulled and collared.

27-30-2Control Column Constraint(Gust-Lock)

C 1 0 May be INOP.

CHAPTER 1 01.07-2


01 Jun 2013




1. ITEM




27-30-3EL TRIM Annunciator(amber)

C 2 0 Deleted, replaced by Item 22-20-4.

27-30-4Elevator Surface DamperUnits (Post Mod HCM01692A)

C 2 1

(M) (O)


a) Satisfactory attachment of the damper unit is verified if it is toremain installed,

b) A seized damper unit is removed, and

c) If pitch oscillation conditions are encountered, ensureprocedures are carried out in accordance with the FCOM withrespect to pitch oscillation.

NOTE:

Damping is still partially effective with only one serviceable damper.

B 2 0

(M) (O)


a) Satisfactory attachment of the Damper Units is verified if theyare to remain installed,

b) Seized damper units are removed,

c) Maximum Operating Speed (Vmo) limitations are observed, and

d) If pitch oscillation conditions are encountered, ensureprocedures are carried out in accordance with the FCOM withrespect to pitch oscillation.

27-33-1Stall Warning ControlChannel

B 2 1(O)

One stall warning channel may be INOP provided BOTH stallidentification is operative.

27-33-2Stall Identification ControlChannel

B 2 1

(M) (O)

One may be INOP in the open circuit state (i.e. ‘IDNT’ light fails toilluminate when the IDNT test is carried out) provided:

a) INOP channel is inhibited, and

b) Remaining stall identification channel together with BOTH stallwarning system operates normally.

27-33-3Stick Shaker Motor

C 2 1(O)

One stick shaker motor may be inoperative.

CHAPTER 1 01.07-3


01 Jun 2013




1. ITEM




27-50-1Flap Position Indicator

C 1 0

(O)


a) No indication of ‘FLAP FAULT’ on MWS and

b) ‘FLAP FAULT’ warning is verified before each departure, andoperate normally, and

c) FLAP SAFETY press-to-test is satisfactory.

A visual inspection of flap position must be carried out before eachtake off using the flap setting indices on the flap track fairing.

27-50-3Flap Speed Baulk

1) Baulked Position C 1 0

(M) (O)

May be inoperative baulked provided:

a) Override system operates normally, and

b) The Flap Lever Speed Baulk circuit breaker is pulled and safetytagged.

2) Un-Baulked Position C 1 0

(O)

May be inoperative in the un-baulked position provided the FCOMflap airspeed limitations are not exceeded when flap selections aremade.

27-50-4Flap Trim Compensation

1) AVRO RJ 85 C 2 0(O)

May be INOP provided alternative procedures are established andused.

2) AVRO RJ 100

C 2 1

(O)

Flap Trim compensation from one FGC may be INOP provided:

a) Alternate FGC is selected and remains operational, and

b) A/P master switch is selected OFF for the failed system.

B 2 0

(O)

Flap Trim compensation from both FGC may be INOP provided:

a) Electrical trim operate normally, and

b) Alternate procedures are established and used.

27-50-5Landing Flap Datum -24°/33° Selector System

C 1 1

The 24° selection or PTT (push to test) function of the annunciatormay be inoperative, provided:

a) Only the 33° landing flap datum selection is used, and

b) Aircraft is landed at 33° landing flap datum only.

27-50-6FTC Annunciator (Flap TrimCompensation)

C 2 1 One may be INOP.

CHAPTER 1 01.07-4


01 Jun 2013




1. ITEM




27-50-7Flap Track Shutter Assembly

C 2 0(M)

One or both flap track shutter assemblies may be INOP in thecompressed position or removed.

27-60-1Auto Spoiler System

C 1 0

(M*) (O)


a) Manual deployment of lift spoilers is normal, and

b) Auto-spoiler control and warning circuit breakers are pulled andtagged, and

c) Auto-spoilers ARM switch is selected OFF.

27-61-1Lift Spoiler SPLRUNLOCKED IndicatorSystem

C 1 0(M)

May be INOP only if it is confirmed that the lift spoilers are positivelylocked down before each departure.

27-61-2Lift Spoiler ‘SPLR G’ and‘SPLR Y’ indication (Green)

B 4 0

(O)


a) Correct lift spoiler deployment is verified by a pre-flight check,and

b) Lift spoilers are manually selected after touch-down, and

c) ‘LIFT SPLR’ (Amber) not deployed warning system, operatesnormally.

27-61-3LIFT SPOILERS NOTDEPLOYED Warning System(Amber)

B 1 0

(O)


a) Correct lift spoiler deployment is verified by a pre-flight check,and

b) Lift spoilers are manually selected after touch-down, and

c) Lift spoiler ‘SPLR G’ and ‘SPLR Y’ (Green) indication operatesnormally.

27-63-1Airbrake System

C 1 0

(M*) (O)


a) Cat 3 operations are not carried out,

b) The airbrake is secured in the retracted position by pulling theAIR BRAKE CTRL circuit breaker on the overhead panel,

c) The aircraft is not operated on contaminated runways,

d) The AIR BRK annunciators operate normally,

e) Item not applicable to our fleet

f) Ensure Lift Spoilers are operational, and

g) Operations are conducted in accordance with performancerequirements for an inoperative Airbrake.

CHAPTER 1 01.07-5


01 Jun 2013




1. ITEM




27-63-2’AIR BRK OUT’ (White)indication

C 2 0

(O)

Airbrake extended function of the configuration warning systemmust be verified before flight.

27-63-3Airbrake Auto Retract

C 1 0May be INOP provided ’AIR BRK OUT’ (White) indication isoperative.

CHAPTER 1 01.08-1


01 Jun 2013

28 - FUEL REV 4.5



01.08 28 - FUEL

1. ITEM




28-13-1Center Fuel Tank TransferValve

1) Transfer System

C 1 0

(M) (O)


a) Both transfer valves are confirmed to be in the closed position,

b) CTR TANK TRANSFER switch is selected to SHUT andremains SHUT throughout the flight,

c) Center tank fuel is considered unusable,

d) MZFW is reduced by the amount of fuel contained in the centertank, and

e) Appropriate CG limitations are observed.

D 1 0


a) Center tank is empty,


2) Automatic Fuel TransferSystem

C 1 0

(O)


a) The manual (SHUT/OPEN) selections operate normally,

b) The OPEN selection is not selected whilst the aircraft is on theground, and

c) The OPEN selection is not made until the contents of eachwing tank fall below 2700 kg.

D 1 0




(Continued)

CHAPTER 1 01.08-2


01 Jun 2013

28 - FUEL REV 4.5



1. ITEM




3) Centre Tank Transfer Valve

C 2 1

(Continued)

(M) (O)

One may be INOP closed provided:

a) The inoperative valve is confirmed to be in the closed position,

b) Fuel system balancing is carried out, and

c) Maximum zero fuel weight is reduced by the amount of residualfuel (180kg) contained in the centre tank.

C 2 0

(M) (O)

Both may be INOP closed provided:

a) Both transfer valves are confirmed to be in the closed position,


c) Centre tank fuel is considered unusable,

d) Maximum zero fuel weight is reduced by the amount of fuelcontained in the centre tank, and

e) Appropriate CG limitations are observed.

C 2 1

(M) (O)

One may be INOP open provided:

a) The inoperative valve is confirmed to be in the open position,and

b) Fuel system balancing is carried out.

NOTE: Partially open inoperative valve(s) may still be functional totransfer fuel provided the Centre Tank Fuel Transfer checks aresuccessfully carried out in accordance with AMM 28-13-00.

C 2 0

(M) (O)

Both may be INOP open provided:

a) Both transfer valves are confirmed to be in the open position.

b) Operational requirements do not require maintaining fuel in theCenter Fuel Tank.

NOTE: Partially open inoperative valve(s) may still be functional totransfer fuel provided the Centre Tank Fuel Transfer checks aresuccessfully carried out in accordance with AMM 28-13-00.

D 2 0




28-20-1Refuel Panel LoadPreselector

C 1 0(M) or (M*) if override switches are used to allow refuelling.

May be inoperative provided manual refuel procedure is used.

CHAPTER 1 01.08-3


01 Jun 2013

28 - FUEL REV 4.5



1. ITEM




28-21-1Pressure Refuel System

C 1 0(M)

May be INOP.

28-21-2Pressure Refuel CouplingCap

A 1 0

(M)

May be missing provided:

a) Refuel valves are confirmed closed,

b) There is no leakage from the refuel coupling, and

c) Maximum 6 flights may be operated with cap missing, but shallnot depart an airport where repairs can be made.

28-22-1Electric Fuel Pump

B 4 3

(M) (O)

The outer fuel pump in each wing may be INOP provided:

a) The inoperative Electric Fuel Pump is switched OFF andremains OFF for the duration of the flight,

b) The associated common feed valve is selected OPEN prior todispatch,

c) Both Standby pumps are selected ON prior to take off andlanding, switched OFF in the after take off checks,

d) Fuel planning ensures more than 910 Kg in each wing forlanding, and

e) A water drain test must be performed prior to initial dispatchand once each day thereafter.

28-22-2Common Feed Valve

C 2 0Both may be INOP in the closed position provided all four electricfuel pumps and both hydraulic fuel pumps are operative.

28-40-1Refuel Panel Door Indication

C 1 0

(O)

May be INOP.Crew must visually check that the refuel panel door is closed andsecured before flight.

28-41-1Feed tank Fuel QuantityIndicators

C 4 2(O)

One on each wing may be INOP provided associated low levelwarning lights are operative and main fuel tank gauge are operative.

28-41-2Center Tank Fuel QuantityIndicator

C 1 0

(O) (M)

May be INOP if center tank is empty,

OR

C 1 0

(O)

May be INOP if center tank is completely filled and wing tankgauges are operative.

CHAPTER 1 01.08-4


01 Jun 2013

28 - FUEL REV 4.5



1. ITEM




28-41-3Wing Tank Fuel QuantityIndicators

C 2 1

(M) (O)


a) All fuel flow/fuel used gauges are operative,

b) Associated feed tank gauges are operative,

c) Center tank gauge must be operative if center tank is used,

d) Associated feed tank FEED LO LEVEL light is operative, and

e) Fuel quantity in associated tank is determined by an alternativemeans.

NOTE: The magnetic level indicators allow the fuel contents to bedetermined in the wing only. The fuel quantity in the auxiliary tank(468 kg per auxiliary tank when full) and centre tank is not includedin this quantity.

NOTE: An inoperative gauge may give no indication, or a readingthat is inconsistent with known contents.

28-41-4Refuel Panel Fuel TankQuantity Indicators

C 3 0(M*)

May be INOP.

28-42-1Magnetic Fuel LevelIndicators

C 4 0Not required provided relevant fuel quantity indicators determinefuel quantity.

28-44-1Fuel Low Pressure IndicatingLights(Overhead Panel)

1) Electric Fuel Pumps ‘L/RINNER/OUTER LO PRESS’Warnings

C 4 0

(O)

Lights relating to inner/outer main electric pumps may beinoperative provided MWS “FUEL LO PRESS” lights are operative.

2) Standby Fuel Pumps ‘L/RSTBY LO PRESS’ Warnings

2 2

28-45-1Fuel Temperature Indication

C 1 0May be INOP provided OAT is monitored. OAT must indicate 3°above the freezing point of the fuel being used or -47° C whicheveris higher.

CHAPTER 1 01.08-5


01 Jun 2013

28 - FUEL REV 4.5



1. ITEM




28-46-1‘FEED LO LEVEL’ Lights

C 2 1

(M)(O)

One may be INOP provided the respective feed tank gauges areoperative.

Note:A FEED LO LEVEL” light is considered inoperative when thecaption itself does not light (e.g. when pressing OVHD annunciatorTEST) or when the caption comes ON with fuel per wing well above2000 kg and feed tank analogue gauges indicate that the feed tanksare full.

28-48-1Refuel Valve PositionIndication

C 3 0

(M)

Any or all may be INOP provided the associated refuel valves areconfirmed closed after each refueling.

CHAPTER 1 01.09-1


01 Jun 2013

29 - HYDRAULIC POWER REV 4.5



01.09 29 - HYDRAULIC POWER

1. ITEM




29-10-1Standby Generator SystemIsolation Valve

B 1 0

(M) (O)

May be INOP in the OPEN (Green System) position providedrestrictions for dispatch with an INOP Standby HydraulicGenerator are observed. See item 24-23-1

29-20-1AC PUMP System

1) AC Pump B 1 0(M, M* if AC Pump will not run) (O)

May be INOP provided both engine driven pumps and the DCpump are operative.

2) AC Pump Heat Exchanger Fan B 1 0

(M*) (O)


a) AC PUMP heat exchanger fan is isolated and the ACPUMP switch is selected OFF, and

b) Both engine driven pumps and the DC pump are operative.

3) AC Pump Auto Function C 1 0(O)

May be INOP provided alternate procedures are establishedand used.

29-20-2Standby Generator Selector Valve

B 1 0

(M) (O)

May be INOP in the CLOSED position provided restrictions fordispatch with an INOP stand-by hydraulic generator areobserved. See item 24-23-1

29-20-3Standby Generator HeatExchanger Control Actuator

B 1 0May be INOP in the CLOSED position provided restrictions fordispatch with an INOP stand-by hydraulic generator areobserved. See item 24-23-1

29-20-4AUTO function of AC PUMP

Deleted, moved to item 29-20-1, 3)

29-30-1AC PUMP FAIL Warning

C 1 0(O)

May be INOP provided AC PUMP delivery pressure is verifiedbefore each flight.

CHAPTER 1 01.09-2


01 Jun 2013

29 - HYDRAULIC POWER REV 4.5



1. ITEM




29-30-2Hydraulic Contents Gauges

C 2 0

(M*) (O)


a) Reservoir contents are checked prior to each flight, and

b) Amber ‘LO PRESS’ warning must be operativeOR

C 2 0

(M*) (O)


a) Reservoir contents are checked prior to each flight, and

b) Amber 'LO QTY' warning must be operative

29-31-1Hydraulic Pressure Gauges

C 2 0

(M) (O)

May be INOP provided the associated amber ‘LO PRESS’warning is operative.

29-32-1‘LO QTY’ Warnings (amber)

C 2 0

(M*) (O)


a) Reservoir contents are checked prior to flight, and

b) Amber ‘LO PRESS’ warning must be operative.

OR

C 2 0

(O)

a) Both hydraulic contents gauges operate normally, and

b) Amber ‘LO PRESS’ warning must be operative.

29-32-2Hydraulic System PressureSwitch

C 2 0

May be INOP in the failed CLOSED position (amber LO PRESSwarning illuminated). Associated pressure gauge(s) must beoperative and monitored in flight.

OR

C 2 0May be INOP in the failed OPEN position (amber LO PRESSwarning not illuminated). Associated pressure gauge(s) must beoperative and monitored in flight.

CHAPTER 1 01.10-1


01 Jun 2013

30 - ICE AND RAIN REV 4.5



01.10 30 - ICE AND RAIN

1. ITEM




30-10-1Wing and Tail De-ice/Anti-iceValve Warning Lights

B 6 0(O)

May be INOP provided the aircraft is not dispatched into known orforecast icing conditions.

30-11-1Wing Anti-icing Valve

B 4 0(O)

May be INOP CLOSED provided the aircraft is not dispatched intoknown or forecast icing conditions.

30-12-1Tail Anti-icing Valve

B 2 0(O)

May be INOP CLOSED provided the aircraft is not dispatched intoknown or forecast icing conditions.

30-20-1Engine/Intake Anti-iceSystem - Valves

1) Engine Anti-ice Valves A 4 0

(O)


a) The inoperative engine anti-ice valve(s) is (are) confirmed tohave failed in the open position, and

b) Take-off performance is dependent on ‘Engine anti-ice ON’performance stated in the FCOM, and

c) Ambient temperature is less than ISA + 23°, and

d) Engine anti-ice switch for associated engine(s) must be ‘ON’ forflight, and

e) Aircraft may continue the flight or series of flights not to exceed15 flight hours prior to completion of repairs.

2) Engine Intake Anti-iceValves

A 4 0

(O)


a) The inoperative engine anti-ice valve(s) is (are) confirmed tohave failed in the open position, and

b) Take-off performance is dependent on ‘Engine anti-ice ON’performance stated in the FCOM, and

c) Ambient temperature is less than ISA + 23°, and

d) Engine anti-ice switch for associated engine(s) must be ‘ON’ forflight, and

e) Aircraft may continue the flight or series of flights not to exceed15 flight hours prior to completion of repairs.

CHAPTER 1 01.10-2


01 Jun 2013




1. ITEM




30-20-2Engine/Intake ANTI-ICESystem - Indication

1) ENG VLV NOT SHUT Lights C 4 0

(M) (O)

May be INOP provided associated valve(s) is verified to operatenormally before each departure.

2) Engine INTAKE LO PRESSLights

C 4 0

(M) (O)

May be INOP OFF provided associated valve(s) is verified tooperate normally before each departure.

3) ENG A-ICE ON Light(MWS-CWP/CSP)

C 1 0

30-30-1L Pitot, R Pitot, Aux Pitot andQ Feel Heat Fail Lights

B 4 0

(O)

May be INOP for day VMC only,

OR

B 4 3(M)

One may be INOP provided required heater function is verified priorto each flight.

30-30-2Pitot Heaters (P1, P2 &Auxiliary)

B 3 2

(O)

Heater element in one probe may be INOP provided:

a) Stall vane heaters are operative, and

b) Aircraft is not dispatched into visible moisture or known orforecast icing conditions.

NOTE:

The systems P1 & P2 are required to be operative for RVSMoperations.

30-30-3Q Feel Pitot - Static HeadHeating System

B 1 0

(M) (O)


a) Aircraft is not operated in visible moisture or known or forecasticing conditions, and

b) Auxiliary Pitot system (P3) is operative.

30-32-1Static Port Heaters

B 2 1

(M) (O)


a) The aircraft is not dispatched into known or forecast icingconditions,

b) The remaining static plate heater is verified to be operatingnormally once each flight day.

NOTE:

Both systems are required to be operative for RVSM operations.

CHAPTER 1 01.10-3


01 Jun 2013




1. ITEM




30-41-1

Windshield Heating System

1) A Screens C 2 1

(M*) (O)


a) A/C is not operated in known icing conditions, and

b) Heating of both B screens operate normally, and

c) Appropriate windshield circuit breaker(s) is pulled and safetytagged.

2) B Screens

C 2 0

(M*) (O)


a) A/C is not operated in known icing conditions, and

b) Appropriate windshield circuit breakers are pulled and collared.

OR

C 2 1(M*)

One may be INOP provided appropriate windshield circuitbreaker(s) is pulled and collared.

30-41-2Screen ‘HI TEMP’ Light

C 2 0(O)

Not required for an INOP windscreen heater.

30-41-3‘SCREEN HEAT SEL OFF’Light

C 1 0

(O)

The light may be INOP provided windscreen heater system isdetermined to be operative prior to each take-off. Not required foran INOP windscreen heater system.

30-42-1Windshield Wipers

C 2 0

One or both may be INOP provided:

a) The aircraft is not operated in precipitation within the arrival anddeparture area, and

b) Approach minima do not require their use.

High Speed Function C 2 0May be INOP provided the associated Low Speed Functionoperates normally

Low Speed Function C 2 0May be INOP provided the associated High Speed Functionoperates normally

30-43-1Windscreen Wash System

C 1 0 May be INOP.

30-45-1Rain Repellent System

Not applicable to our fleet (not installed).

30-71-1Drain Mast Heater

D 2 0(M)

May be INOP provided associated facilities are isolated.

CHAPTER 1 01.10-4


01 Jun 2013




1. ITEM




30-71-2Water Pipe Heater System

C 2 0

(M)

One or more heater element(s) may be INOP provided the relevantcircuit breaker(s) on the front attendants panel is pulled and collaredbefore flight.

NOTE:

Pulling this circuit breaker will also disable the cabin air treatmentunit, if fitted,(Mod. HCM01316M) Ref 21-70-1.

30-81-1Ice Detector

C 1 0(M) (O)

May be INOP provided alternate procedure is used.

CHAPTER 1 01.11-1


01 Jun 2013

31 - INDICATING/RECORDING SYSTEMS REV 4.5



01.11 31 - INDICATING/RECORDING SYSTEMS

1. ITEM




31-21-1Clocks

C 2 0May be INOP, provided an accurate time pieces available on theflight deck indicating the time in hours, minutes and seconds.

31-30-1Quick Access Recorder(QAR)

C 1 0

May be INOP provided the FDR is operational.

NOTE 1:

This is to guarantee the continuity of FDM program

NOTE 2:

The white QAR FAIL and QAR DISC LOW/TAPE LOWannunciators may be illuminated

31-31-1Flight Data Recorder (FDR)

A 1 0


NOTE:

FDR is considered to be inoperative when more than 5 % of thetotal number of individual parameters (Variable and Discreet)required to be recorded for the particular aircraft, are not beingrecorded.

a) It is not reasonably practical to repair or replace beforecommencement of the flight,

b) The A/C shall not exceed eight further flights with the FDRunserviceable,

c) Not more than 72 hours have elapsed since the FDR becameunserviceable,

d) The A/C will not depart from its maintenance base with the FDRunserviceable, and

e) The Cockpit Voice Recorder CVR operates normally.

31-31-2Flight Data Recorder TestSwitch

B 1 0

(O)

May be INOP in the open circuit state (FDR ground inhibit overridedoes not function) provided alternative means are used to verifyFDR operation.

A 1 0May be INOP in the active state (FDR runs continuously on theground) see item 31-31-1

31-41-1Engine Life Computer

D 1 0(M)

May be INOP.

CHAPTER 1 01.11-2


01 Jun 2013

31 - INDICATING/RECORDING SYSTEMS REV 4.5



1. ITEM




31-50-1Master Warning IndicationSystems

1) Master Warning System(MWS)

B 1 1

(O)

‘MWS FAULT’ warning on Central Warning panel may beilluminated provided red/amber flashers and audio chimes test issatisfactory.

2) Red ALERT Flashers B 2 1

(O)


a) All other MWS functions are operating normally,

b) At least one Amber CAUTION Flasher is operative, and

c) All Audio Tones and Chimes are operative.

3) Amber CAUTION Flashers B 2 1

(O)


a) All other MWS functions are operating normally,

b) At least one Red ALERT flasher is operative, and

c) All Audio Tones and Chimes are operative.

4) Audio Single/Triple Chimesand discrete Bell/Tones

- 1 1

NOTE:At least 1 red and 1 amber flasher must be operative at all times inaddition to the audio chimes.

CHAPTER 1 01.12-1


01 Jun 2013

32 - LANDING GEAR REV 4.5



01.12 32 - LANDING GEAR

1. ITEM




32-40-2Brake Pressure IndicationSystem

C 2 0(M) (O)

May be inoperative provided normal brake operation is confirmed onboth brake systems.

32-40-3Anti-skid Valve

B 8 7

(M) (O)

One may be INOP such that one brake on one wheel only isaffected provided:

a) Manual brake operation on the affected wheel is verified beforeflight, and

b) Brake selector is set to the system (Yellow or Green) on whichall anti-skid valves functioning.

32-40-4Brake Accumulator LowPressure Warning

B 1 0(M*) (O)

May be INOP provided accumulator pressure is checked on itsgauge prior to each dispatch.

32-40-5Brake Cooling Fan System

1) All Brake Fans Inoperative C 4 0(O)

May be INOP provided operations are conducted in accordancewith the FCOM for brake cooling fans INOP.

2) Any Brake Fan Inoperative C 4 0(M*) (O)

May be INOP provided operations are conducted in accordancewith the FCOM for brake cooling fans INOP.

32-40-6BRK FANS SEL ON Light

C 1 0(O)

May be INOP.

32-40-7Tire Pressure Gauges

Not applicable to our fleet (Not installed).

32-40-8Brake selector switch“YEL/GRN” annunciatorLights

C 2 0

(O)

Both may be inoperative provided:

a) Normal switch selection of both systems is verified prior toevery flight, and

b) Both brake pressure gauges are operative.

CHAPTER 1 01.12-2


01 Jun 2013

32 - LANDING GEAR REV 4.5



1. ITEM




32-44-1Brake TemperatureIndication

C 1 0

(O)

May be INOP provided

a) Operations are conducted in accordance with the FCOM Vol 3Part 1, Chapter 9 Topic 15, 'Landing Gear' and

b) Operation are conducted in accordance with the FCOM Vol 3Part 1, Chapter 6 Topic 4 with respect to Winter Operation (ifapplicable)

32-50-1Tiller steering

C 2 1(M) (O)

Handling pilot’s tiller steering must be operative.

32-60-1Gear Selector HandleWarning Light

B 1 0(O)

May be INOP provided the aural gear warning is operative.

CHAPTER 1 01.13-1


01 Jun 2013

33 - LIGHTS REV 4.5



01.13 33 - LIGHTS

1. ITEM




33-10-1Flight Deck and InstrumentsLighting Systems

C 1 0May be INOP for daylight operations.

OR

C - -

Individual lights may be INOP provided:

a) Sufficient lighting is operative to make each required instrument,control and other device for which is provided easily readable,and

b) Sufficient flight deck emergency lighting is operative, and

c) Lighting configuration at dispatch is acceptable to the flight crew.

33-10-2MWS Annunciator PanelDimming

B 1 0


a) Daylight flight only, and

b) All Central Warning Panel annunciators are serviceable andacceptable to the crew on pre-flight test, and

c) O/RIDE is selected for flight.

33-10-3Overhead AnnunciatorPanel Dimming

B 1 0


a) Daylight flight only, and

b) All Central Warning Panel annunciators are serviceable andacceptable to the crew on pre-flight test, and

c) O/RIDE is selected for flight.

33-20-1Cabin Lighting Systems

A - -

(M)

If there is any sign or indication (such as an electrical smell, smokeor a buzzing noise) that an overheat condition has occurred or isoccurring, the maintenance procedure shall be completed priorfurther operation.

Also, when 2 adjacent lights do not come on, the relevant light switchon the cabin attendant’s panel shall be selected OFF. Additionally anentry shall be made in the ATL. Upon arrival at home base or priordeparture out of home base, the maintenance procedure shall becompleted.

1) Cabin Interior Lighting

C - -

Individual lights may be INOP provided:

a) Lighting must be adequate for the cabin crew to perform theirrequired duties, and

b) Cabin emergency lighting is operative.

OR

D - - c) Passengers are not carried.

NOTE

Cabin emergency lighting does not include emergency escapepath marking systems.

CHAPTER 1 01.13-2


01 Jun 2013

33 - LIGHTS REV 4.5



1. ITEM




2) Cabin Lighting System (foraircraft equipped with photo-luminescent emergencyescape path marking)


33-24-1Safety Notices

(NO SMOKING/FASTENSEAT BELTS/RETURN TOSEAT)

C - -

NO SMOKING/FASTEN SEAT BELTS signs are installed on eachseat row (both left and right of the aisle).

FASTEN SEAT BELT signs are provided on Cabin attendant’s lightpanels (1R and 2R)

A RETURN TO SEAT sign is installed in each toilet.

No passenger seat, C/A seat or lavatory may be occupied fromwhich a ‘NO SMOKING/FASTEN SEAT BELT/RETURN TO SEAT’sign is not readily legible or that seat or lavatory must be blocked andplacarded ‘DO NOT OCCUPY’

OR

‘NO SMOKING/FASTEN SEAT BELT/RETURN TO SEAT’ sign maybe INOP and the affected passenger seat(s), C/A seat(s) orlavatories may be occupied provided:

a) PA system is operative and can be clearly heard throughout thecabin during flight, and

b) An acceptable procedure is used to notify passengers when seatbelts must be fastened, smoking is prohibited and whenpassengers should return to cabin from toilet compartment.

OR

No passengers are carried

33-30-1Service Lights(Electrical bay,Landing gear bay,Hydraulic equipment bay,Air conditioning Bay,Cargo Compartment)

C - 0 May be INOP.

33-30-2 Not applicable to our fleet.

33-30-3

Refuel Panel Flood LightSystem

C 1 0

33-40-1Logo Lights

D 2 0 May be INOP.

33-41-1Taxi Lights

C 2 0 May be INOP.

CHAPTER 1 01.13-3


01 Jun 2013

33 - LIGHTS REV 4.5



1. ITEM




33-41-2Landing Lights

C 2 0 May be INOP for daylight operations

B 2 1

One may be INOP for night operations provided:

a) The adjacent taxi light is operative, (If adjacent taxi light is INOP,refer to 33-41-4), and

b) It is not reasonably practical to repair or replace beforedeparture.

33-41-3Main Landing Gear DoorLights


33-41-4Landing/Taxi Light Units

B 2 1

One light unit may be INOP for night operations provided the forecastweather condition at, and the runway and taxi path lighting of thedeparture and destination airports are acceptable to the flight crewfor operating the aircraft without the aid of any taxi or landing lights.

33-42-1Navigation (Position) Lights

C 6 0 May be INOP for daylight operations.

C 6 3One light on each wing tip, and one light on tail must operatenormally for night operations.

33-43-3Runway Exit Lights

C 2 0 May be INOP.

33-44-1Wing Inspection Lights

D 2 0 May be INOP for daylight operation.

C 2 0

(O)

May be INOP for night operations provided:

a) An alternative means is available and used to adequatelyilluminate ice accretion on another outside surface visible fromthe flight deck,

OR

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

CHAPTER 1 01.13-4


01 Jun 2013

33 - LIGHTS REV 4.5



1. ITEM




33-45-1Anti-collision Light Systems(EU-OPS 1.640)

1) Fuselage Lights (Beacon orStrobe Type)

C 2 1(M)(O)

Either the upper or the lower fuselage light may be INOP provided allwhite wing-tip strobe lights are operative.

C 2 0

(M)(O)

One or more may be INOP for daylight operations provided all whitewing-tip strobe lights are operative.NOTE:

If the fuselage anti-collision light(s) is / are INOP, alternativeprocedure must be developed and used when the aircraft is on theground with the engine(s) running.

2) Strobe Lights (Wingtip /Tail) C 3 0 One or more may be INOP.

33-50-1Floor Proximity Escape PathMarking System

C 1 1

Up to 50 % of the floor markers may be INOP provided:

a) There is a distance of no more than 1.016 meters (40 inches)between operative markers,

b) The aisle floor markers nearest to each exit are operative (atleast one filament in the red section nearest to the exits must beserviceable, the A/C will not depart from its maintenance basewith the concerned filament unserviceable), and

c) All exit identifiers are operative (where an exit identifier isilluminated by more than one light, at least 50% of the lightsmust be operative).

33-50-2Cabin Lighting System (foraircraft fitted with photo-luminescent emergency pathmarking system).


33-50-3Wall Mounted EmergencyLights (QT Aircraft Only)


CHAPTER 1 01.14-1


01 Jun 2013

34 - NAVIGATION REV 4.5



01.14 34 - NAVIGATION

1. ITEM




34-00-1Decision Height Selector

C 2 0(O)

May be INOP providing approach minima do not require it’s use.

34-10-1Altitude Alerting System

B 1 0May be INOP provided an autopilot with an altitude hold is operative.

NOTE: This system is required for RVSM operations.

34-10-2Radio Altimeter Display(With EFIS)


34-10-3Radio Altimeter Transmitter/ Receiver

NOTE 1: If the loss of the radio altimeter prohibits the normaloperation of the GPWS / TAWS, the dispatch deviation and restrictioninterval for an inoperative GPWS / TAWS must be observed.

NOTE 2: If the loss of the radio altimeter prohibits the normaloperation of the ACAS, the dispatch deviation and restriction intervalfor an inoperative ACAS must be observed.

NOTE 3: a Radio Altimeter giving persistent false reading should beconsidered inoperative.

1) System 1 A 1 0

(M*) (O)

System 1 may be INOP provided:

a) Approach minima are not dependent upon its use, and

b) Repairs are made within two flight days.

2) System 2 B 1 0(M*) (O)

System 2 may be INOP provided approach minima are not dependentupon its use.

3) Both Systems A 2 0

(M*) (O)

Both systems may be INOP provided:

a) Restrictions for GPWS / EGPWS INOP which can impose morerestrictive flight cycle/time limitations are observed (item 34-40-2),

b) Restrictions for Windshear System INOP which can imposemore restrictive flight cycle/time limitations are observed(item 34-60-3),

c) Restrictions for TCAS INOP which can impose more restrictiveflight cycle/time limitations are observed (item 34-60-1),

d) Approach minima are not dependent upon their use,

e) Do not use Flight Directors, Autopilot or Auto-throttle until flapsare at zero degrees,

f) Do not use Auto-throttle until flaps are at zero degrees, and

g) Prior to landing disconnect Auto-throttle.

h) Repairs are made within two flight days.

CHAPTER 1 01.14-2


01 Jun 2013




1. ITEM




34-10-6Outside Air TemperatureGauge

C 1 0(O)

May be INOP if GNS-X permits TAS reading.

34-10-8Main Altimeters

C 2 1

(M*) (O)


a) The standby altimeter operates normally, and

b) Approach minima do not require its use.

NOTE:Both main altimeters are required to be operative for dispatch intoRVSM airspace.

34-10-9Standby Altimeter /Airspeed Indicator

B 1 0

(O)


a) Both main altimeters are operating normally,

b) both EFIS PFD’s are operating normally,

c) ENG GEN 1, ENG GEN 4, APU GEN and STBY GEN areoperational, and

d) no CAT 2 or CAT 3 approaches shall be made.

34-10-11Mach/Airspeed Over-speedWarning

B 2 1(O)

One may be INOP provided both EFIS PFD’s are operating normally.

34-10-12Metric Altimeter


34-12-1SAT/TAT/TAS Indicator


34-20-1Standby MagneticCompass (With EFIS)

B 1 0

(O)


a) Both DBI’s are operational and confirmed to be independent withthe ATT/HDG changeover switch in the ‘NORM’ position, and

b) Both EFIS ND displays are operational and confirmed to beindependent with the EFIS changeover switch in the ‘NORM’position.

CHAPTER 1 01.14-3


01 Jun 2013




1. ITEM




34-20-2Radio Magnetic / DistanceBearing Indicators (withEFIS)

C 2 1

A compass card and associated pointers may be INOP provided:

a) Procedures are not dependent upon the use of the remainingDBI,

b) Both IRSs operate normally,

c) An independent stabilized heading indication is available on eachpilot’s panel with the ATT/HDG transfer switch in the NORMposition and the EFIS transfer switch in the NORM position.

NOTE: If DME indication is INOP, refer to MEL Item 34-50-2.

34-20-4Attitude Director Indicators(Analogue InstrumentSystem Only)

Not Applicable to our fleet (not installed).

34-20-5Standby Attitude Indicator(With EFIS)

1) Attitude indications B 1 0

May be INOP for day VFR (VMC) flight conditions only provided:

a) Both EFIS PFD displays are operational and confirmed to beindependent with the ATT/HDG changeover switch in the ‘NORM’position,

b) Cat 2/3 approaches are not made.

2) ILS indications C 1 0 May be INOP

34-20-6Flight Director

C 1 0 May be INOP for CAT I operation only.

Master Annunciator Lights(MA)

A 2 1

One may be inoperative provided repairs or replacements are carriedout within 2 flight days if failure is evident during Flight Deck SafetyChecklist, Annunciator test.

The side which has the operating MA light will be the (PF).

During a CAT 3 Approach attention must be paid to the PFD GS* andLOC* indications to confirm both ILS receivers are in use.

CHAPTER 1 01.14-4


01 Jun 2013




1. ITEM




34-20-7Compass (Heading) andAttitude Transfer System(With EFIS)

1) Heading Transfer System C 1 0

(O)

May be INOP provided both pilots’ DBI’s and both pilot’s EFIS ND’sare operational and confirmed to be independent with the ATT/HDGchangeover switch in the ‘NORM’ position.

2) Attitude Transfer System C 1 0

(O)

May be INOP provided both pilot’s EFIS FPD displays are operationaland confirmed to be independent with the ATT/HDG changeoverswitch in the ‘NORM’ position and provided the Standby AttitudeIndicator is operational.

34-20-8Flight Guidance Computer

1) AVRO RJ 85/100 only C 2 1

One may be inoperative provided:

a) Alternate FGC is selected, and

b) YAW DAMPER and AUTOPILOT MASTER switches for the failedsystem are selected OFF.

2) AVRO RJ 85 only A 2 0

(O)


The flight is only to be undertaken by an experienced flight crewwho has received relevant training to operate the A/C with thefollowing systems INOP or selected OFF.

a) Y/D and A/P Master switches are selected OFF,

b) TRP may not be used and alternative procedures must beestablished and used for dispatch with TRP (and Autothrottle)INOP. Ensure Autothrottle ARM switch is selected OFF,

c) Alternative procedure are established and used for dispatch withINOP Flap Trim Compensator, MEL Item 27-50-4,

d) Restrictions for dispatch with Yaw Damper INOP are observed,MEL Item 22-20-1,

e) Approach minima do not require its use.

f) The Altitude Alert system must not be used. The appropriate AirNavigation legislation restrictions must be observed,

g) Flight Director bars must be selected off, and

h) The A/C may continue the flight or series of flight not to exceed 3calendar days / 30 flight hours (whichever occur first), but shallnot depart an airport where repair or replacement can be made.

NOTE: The altitude hold and alert functions are required to beoperative for RVSM operations.

CHAPTER 1 01.14-5


01 Jun 2013




1. ITEM




34-20-9FGC (white) Annunciator

C

C

C

2

2

2

0

0

0

(O)

May be INOP OFF provided the Altitude Alert System is verifiedoperational prior to dispatch. If the Altitude Alerter system is INOP,see item 34-10-1.

(M*) (O)

May be illuminated with other associated FGC failure indication on theflight Deck provided the dispatch conditions for item 34-20-8 areobserved.

OR

(O)

May be illuminated with no other associated FGC failure indicationsprovided prior to flight the FGC RESET PROCEDURE in the FCOMV3P4 CHAPTER 9 is carried out.

34-21-1EFIS Display System

1) EFIS Display Units B 4 3

(M*) (O)

One LOWER unit may be INOP provided:

a) The standby attitude / ILS and standby compass instruments areoperational,

b) The ‘COMPACT’ mode is available and selected on the remainingdisplay on the failed side, and the serviceable display unit islocated in the upper (PFD) position, and

c) Ensures operations are carried out in accordance with the FCOMwith respect to autoflight limitations and procedures withinoperative EFIS displays.

2) L EFIS / R EFIS FanAnnunciators

B 2 0

(M)


a) The EFIS fans operate normally, and

b) The EFIS / IRS FAN FAIL annunciator operates normally for theIRSs and Cross Side EFIS.

3) EFIS / IRS FAN FAILAnnunciator

B 1 0

(M)


a) The EFIS fans operate normally

b) The L EFIS / R EFIS annunciators operate normally, and

c) The IRS1 and IRS2 annunciators operate normally.

34-21-4IRS SYSTEM

Fan AnnunciatorsIRS1 and IRS2

B 2 0

(M) (O)


a) The IRS fans operate normally, and

b) The EFIS/IRS FAN FAIL annunciator operates normally.

CHAPTER 1 01.14-6


01 Jun 2013




1. ITEM




34-40-1Weather Radar

1) Weather Radar System C 1 0

One system may be inoperative provided the weather reports orforecasts available to the commander of the A/C indicate that CB orother potentially hazardous weather conditions, which could bedetected by the system when in working order, are unlikely to beencountered on the intended route or any planned diversion therefrom.

For night flights the Weather Radar System must be serviceable.

2) Weather Radar ControlDisplay Unit

C 1 0


a) Controls on weather radar operate normally, and

b) Weather radar information is available on at least one EFIS NDscreen.

3) Weather Radar Display onEFIS ND Screens

C 2 0May be INOP provided the main weather radar screen operatesnormally.

CHAPTER 1 01.14-7


01 Jun 2013




1. ITEM




34-40-2Ground Proximity WarningSystem

A 1 0

(M*) (O)

May be inoperative provided repairs or replacements are carried outwithin:

a) 6 further flights, or

b) 25 flying hours, or

c) 2 flight days

Whichever occurs first.

NOTE

If any of the Terrain Avoidance modes 1-4 or the Test Mode areinoperative, then the GPWS is considered inoperative.

1) Modes 1 through 4

(Excessive descent,Excessive closure toterrain, Loss of altitudeafter TO or GA and unsafeterrain clearance withrespect to the phase offlight.)

A 4 0

(O)

One or more modes may be inoperative provided:

a) Alternate procedures are used,

b) Repairs are made within two flight days, and

c) The GPWS is considered INOP

2) Test Mode A 1 0

(O)


a) The GPWS is considered inoperative,

b) Alternate procedures are used, and

c) Repairs are made within two flight days.

3) Glide slope Deviation(Mode 5)

B 1 0 May be inoperative.

4) Advisory Callouts C 1 0(O)

May be inoperative provided alternate procedures are established andused.

5) Enhanced GPWS Terrainmode

A 1 0

(O)

Enhanced function may be INOP provided:

a) The EGPWS terrain mode is inhibited as appropriate,

b) The GPWS functions are operative, and

c) Repairs or replacements are carried out within 10 calendar days.

6) Windshear mode C 1 0(O)

May be inoperative provided alternate procedures are established andused.

34-50-2DME Interrogator

C 2 1 One may be INOP if not required by in-flight procedures.

CHAPTER 1 01.14-8


01 Jun 2013




1. ITEM




34-50-3ATC Transponder

Entry deleted by Master MEL Rev 19, refer to 34-52-1

34-50-5Radio compass ADF

C 2 1One may be INOP provided navigation and procedures depend notmainly upon ADF’s use and both VOR are operative.

34-50-6VOR / Marker

B 2 0One or more may be inoperative for IFR operations, providedapproach procedures do not require marker fixes.

34-50-8Navigation ManagementSystem (GNS-X)

C 2 1(O)

One may be INOP provided navigation procedures are not dependenton its use.

Navigation Database(s) See item ref 22-71-1.

34-50-10ILS systems

B 2 2 Both required for Cat 3 operation.

B 2 1 One may be INOP provided CAT 3 operations are not carried out.

B 2 0Not required if the approach procedure at departure, destination andalternate airports is not dependent on its use.

34-50-11Flight Director PitchSynchronization Switches

C 2 0 Both may be INOP.

34-50-12MCP Course SelectorReadout

B 2 0


a) Course Selectors knobs are confirmed operational by control ofappropriate course pointer on the ND display,

b) Navigation procedures do not require their use,

c) Autoland is not used,

d) Operations are restricted to CAT 2 manual landing, even if CAT 3status is achieved

34-52-1Mode A/C SSRTransponder

1) VFR over routes navigatedby reference to visuallandmarks

A 2 0

May be INOP provided agreement can be obtained from all ATCauthorities along the route or any planned diversion, to a place whererepairs.

NOTE:

This system is required to be operative for RVSM operations..

2) IFR, or VFR over routesnot navigated by referenceto visual landmarks


CHAPTER 1 01.14-9


01 Jun 2013




1. ITEM




34-52-2ATC Mode S TransponderSystem

D 2 0

Any in excess of those required for the intended route, may be INOP.

NOTE:

An operative ATC Mode S transponder is defined as a transponder,which can provide, at least, Elementary Surveillance capability.

C 2 0

One or more may be INOP provided permission is obtained from theAir Navigation Service Provider(s) when required for the intendedroute.

NOTE 1:

An operative ATC Mode S transponder is defined as a transponder,which can provide, at least, Elementary Surveillance capability.

NOTE 2:

Altitude reporting, provided by an ATC Mode S Transponder, isrequired for TCAS II operation. Refer to 34-60-1 for flight with TCASINOP.

NOTE 3:

Altitude reporting, provided by an ATC Mode S Transponder, isrequired for RVSM airspace.

1) Enhanced SurveillanceCapability

D 2 0One may or more Downlinked Parameters (DAPs), which provideEnhanced Surveillance, may be INOP when not required for theintended route.

C 2 0One may or more Downlinked Parameters (DAPs), which provideEnhanced Surveillance, may be INOP when required for the intendedroute.

CHAPTER 1 01.14-10


01 Jun 2013




1. ITEM




34-60-1Traffic Alert And CollisionAvoidance System (TCAS)

1) TCAS System A 1 0

(M*) (O)


a) The system is deactivated and secured,

b) It is not reasonable practicable for repairs or replacements to bemade before the commencement of flight, and

c) If the airplane is intended to be flown in airspace in which TCASoperation is required it may not fly for more than 10 calendar dayswith the equipment completely inoperative.

NOTE:

Flying with an inoperative TCAS II is permitted, including withinRVSM airspace, provided it is done in accordance with the MEL.

Local authorities may impose more restrictive rectification intervaldays.

One State in Europe applies a more restrictive requirement: inGerman airspace the time period during which TCAS II may beinoperative is reduced to 3 days.

If flying with an unserviceable TCAS II, then the altitude reportingtransponder must be serviceable.

In Europe, there is no requirement to notify ATC or to make aremark in the flight plan about TCAS II being inoperative.

The above information must be verified through the AIP of therespective countries.

3) Resolution Advisory (RA)Display Systems

C 2 1(O)

One may be INOP on the non-flying pilot side.

C 2 0

(O)


a) All Traffic Alert (TA) display elements and voice command audiofunctions are operative, and

b) The crew selects TA only mode.

4) TA Display Systems C 2 0(O)

May be INOP provided all RA display and voice command audiofunctions are operative.

34-60-3Windshear System

C 1 0(O)

May be INOP provided alternate procedures are used.

CHAPTER 1 01.14-11


01 Jun 2013




1. ITEM




34-60-4WINDSHR Annunciator(amber)

C 2 1

(O)

One may be INOP provided both RED WINDSHR Annunciator andWindshear audio warning is operative

C 2 0(O)

Both may be INOP provided alternative procedures are establishedand used.

34-60-5WINDSHR Annunciator(red)

C 2 1(O)

One may be INOP provided both AMBER WINDSHR annunciator andWindshear audio warning is operative

C 2 0(O)

Both may be INOP provided alternative procedures are establishedand used.

34-60-6Windshear Audio Warning

C 1 0May be INOP provided red and amber visual annunciators areoperative on both sides.

C 1 0(O)

May be INOP provided alternative procedures are established andused.

34-60-8WINDSHR INOPAnnunciator (white)

C 1 0May be INOP provided the restrictions for dispatch with windshearsystem INOP are observed (see item 34-60-3).

CHAPTER 1 01.15-1


01 Jun 2013

35 - OXYGEN REV 4.5



01.15 35 - OXYGEN

1. ITEM




35-10-1System Pressure Gauge(Cockpit)

C 1 0(M) (O)

May be INOP provided an approved procedure is used to ensurethat oxygen supply is above minimum requirements for the flight.

35-10-2Overboard DischargeIndicator

C 1 0(M) (O)

May be missing provided that oxygen quantity is verified by checkingthe bottle gauge and flight deck gauge before each departure.

35-10-3Flight Crew Oxygen System

1 1

35-20-1Passenger Oxygen System

1) Passenger Oxygen System B 1 0

(M) (O)


a) Flight is not conducted where the minimum en-route altitude isabove 12,000 feet Mean Sea Level (MSL),

b) Both air conditioning packs and all other components ofpressurization system operate normally,

c) Maximum altitude does not exceed FL 250,

d) Portable oxygen units are provided for at least 10 % of thepassengers, with each unit capable of delivering a minimum oftwo liters per minute for 30 minutes, and

e) Passengers briefing procedures are modified to accommodatethis operation.

2) Auto Drop-out System B 1 0

The automatic drop-out system may be INOP provided:

a) The manual deployment system operates normally, and

b) The flight is limited to FL 290 or below.

3) PSUs- Oxygen Masks orstowage assemblies

C - -

Above each row (on both sides of the aisle) a Passenger ServiceUnit has been installed.

(M*) (O)

One or more passenger service units may be INOP without flightaltitude restriction provided:

a) Affected seats are blocked and placarded to preventoccupancy, and

b) Units operate normally for all usable passenger seats, toiletcompartments, and flight attendant locations.

CHAPTER 1 01.15-2


01 Jun 2013

35 - OXYGEN REV 4.5



1. ITEM




35-30-1

Cabin Portable Oxygen Set(Bottle And Mask)

Avro RJ 85

Avro RJ 100

C

4

5

2

2

Any bottle in excess of those required may be INOP provided:

a) The inoperative equipment is placarded INOP,

b) Removed from the installed location and,

c) Placed out of sight, so it cannot be mistaken for a functionalunit.

Two bottles are required in cabin for first aid purpose if passengersoxygen system is INOP.

NOTE:No additional bottles required for first aid.

Substance oxygen is available from the fixed passenger oxygensystem and may be used as first aid.

35-30-2Flight Crew SmokeProtection Equipment (Basicand Portable)

1) Quick Donning Mask C 3 -Each occupant of the cockpit must have their assigned maskoperative.

2) PBE Deleted Master MEL Revision 20. See MEL Item 25-60-10

35-30-3Cabin Attendant PortableSmoke Protection Equipment

Deleted Master MEL Revision 20. See MEL Item 25-60-10

CHAPTER 1 01.16-1


01 Jun 2013

36 - PNEUMATIC REV 4.5



01.16 36 - PNEUMATIC

1. ITEM




36-00-1Engine Bleed Air System

C 4 3

(O)


a) The associated isolation / pressure reducing valve is fixed in theclosed position, and

b) The aircraft is not dispatched into known or forecast icingconditions.

36-20-1ENG AIR FAULT Lights

C 4 3

(M*) (O)


a) The associated isolation / pressure reducing valve is in theclosed position,

b) The remaining three systems are fully operative, and

c) The aircraft is not dispatched into known or forecast icingconditions.

36-20-2ENG AIR VALVE Lights

C 4 3

(M) (O)


a) The associated pressure reducing valve/ isolation valve is in theclosed position,

b) The remaining three systems are fully operative, and

c) The aircraft is not dispatched into known or forecast icingconditions.

CHAPTER 1 01.17-1


01 Jun 2013

38 - WATER/WASTE REV 4.5



01.17 38 - WATER/WASTE

1. ITEM




38-30-1Lavatory Waste Systems C - -

(M) (O)

Individual components inoperative provided:

a) Associated components are deactivated or isolated, and

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

NOTE: Any portion of system, which operates normally, may beused.

C - -

(M) (O)

Associated Lavatory System(s) may be inoperative provided:

a) Associated components are deactivated or isolated to preventleaks,

b) The Pilot-in-Command will determine if the flight duration isacceptable with lavatory unusable, and

c) The associated lavatory door(s) is secured closed and placarded“INOPERATIVE – DO NOT USE”.

NOTE: These provisions are not intended to prohibit inspection bycrewmembers.

38-40-1Potable Water Tank

C 1 0

(M) (O)

Water tank installed:

- water tank is to be drained.

- corrections are to be applied to the DOM/DOI in accordance withOM Part B.

- the procedure to remove water tank in accordance with AMM38-10-24 shall be completed and the water servicing panel shallbe placarded to prevent servicing as soon as the aircraft arrivesat home base.

NOTE: In case of uncontained water spillage which may affect otheraircraft systems, a qualified technician should inspect the aircraftand take appropriate action when required.

(O)

Water tank removed:

Corrections are applied to the DOM/DOI in accordance with OM B.

CHAPTER 1 01.18-1


01 Jun 2013

46 – INFORMATION SYSTEMS REV 4.5



01.18 46 – INFORMATION SYSTEMS

1. ITEM




46-20-1EFB

A 2 0

Provisions (such as mounting, casing and circuit breakers) have beeninstalled but are not yet operational and must not be used.

The 2 circuit breakers (EFB 1 and EFB 2 have been pulled andcollared).

CHAPTER 1 01.19-1


01 Jun 2013

49 - APU REV 4.5



01.19 49 - APU

1. ITEM




49-00-1APU

D 1 0

(M*) (O)

May be INOP or removed provided:

a) Procedures do not require its use,

b) If required, alternative operational procedures are used for theselection of engine air, and

c) Validation of the generator bus fault relays is carried out onceeach flight day.

NOTE:

If APU is removed, the APU generator control unit must remaininstalled.

49-30-1APU Remote/External shut-down switch

C 2 0(M) (O)

May be INOP. APU may be used provided a qualified operatorremains in the vicinity of the flight deck APU control.


49-50-1APU Air Valve

C 1 0

(O)


a) The valve is closed,

b) APU AIR switch remains off, and

c) If required, alternative operational procedures are developed forthe selection of engine air.

49-70-1APU Indication System

1) APU RPM Indication SystemC 1 0

(M) (O)

May be inoperative provided the APU automatic shutdown systemoperates normally.

D 1 0 May be inoperative provided APU is not used.

2) APU EGT Indication SystemC 1 0

(M) (O)

May be inoperative provided the APU automatic shutdown systemoperates normally.

D 1 0 May be inoperative provided APU is not used.

CHAPTER 1 01.20-1


01 Jun 2013

52 - DOORS REV 4.5



01.20 52 - DOORS

1. ITEM




52-11-1Door Gust Damper

B 4 0

(M) (O)

The door gust damper may be INOP provided:

a) That the operation of the door is not affected by the inoperativeGust Damper.

b) The doors hold open latch is operative.

c) A procedure is established such that the door can be openedand closed safely in gust conditions,

d) Communications are established between the flight crew andground personnel to caution them that the door gust damper isINOP.

52-11-2Cabin Door Hold Open Latch

A 4 3

One cabin door hold open latch may be INOP provided

a) The affected door is considered INOP, and

b) The remarks and exceptions detailed in MEL Item 52-60-2,Section 1) are observed.

52-30-1Freight Door Vent Door (IfFreight Door Fitted)


52-30-2Freight Door Lock/LatchInspection Windows (IfFreight Door Fitted)


52-30-3Cargo Door Tensator Springs

C 4 0

(O)


a) Affected cargo door(s) remains closed and is not used for anypurpose, and

b) Affected cargo door(s) is placarded‘WARNING: DOOR TENSATOR SPRINGS INOPERATIVE -DO NOT OPEN’.

B 4 0

(M) (O)


a) An appropriate device is used to hold the door in the openposition in addition to the existing door latch, and

b) Affected cargo door(s) is placarded‘WARNING: DOOR TENSATOR SPRINGS INOPERATIVE -DO NOT OPEN UNLESS A SAFETY HOLD OPEN DEVICE ISUSED'.

CHAPTER 1 01.20-2


01 Jun 2013

52 - DOORS REV 4.5



1. ITEM




52-40-1

Water Service Door IndicationSystem

C 1 0(O)

May be inoperative provided the Water Service Door is checkedsecured closed prior to every departure.

52-51-1Flight Deck Door LockSystem

1) Electronic Lock System A 1 0

(M*) (O)


a) The Flight Deck Door electronic lock system is deactivated,

b) Alternate procedures for locking/unlocking door are establishedand used,

c) Door manual unlock and locking is verified to operate normally,

d) Repairs or replacements are made within four (4) flights.

e) Not applicable to our fleet (UK operator only).

2) Flight Deck Door NOTLOCKED AnnunciatorSystem

B 1 0

(M*) (O)


a) The Flight Deck Door remote Lock/Unlock switch operatesnormally, and


3) Flight Deck Door LED LightSensing Dimming System

C 1 0 May be inoperative

4) Flight Deck Door MeshCage section2 D 8 6

One section only of damaged mesh from the affected cage may beremoved, provided it does not facilitate easy access to the lock byan intruder, after he has somehow removed or pushed in a grille.

52-60-1Airstairs

D 1 0 May be INOP.

2 Reference NTO 03/8470/AVR/25 September 23rd 2003.

CHAPTER 1 01.20-3


01 Jun 2013

52 - DOORS REV 4.5



1. ITEM




52-60-2Cabin Doors

All Passenger ConfigurationA 4 3

(M) (O)

An exit is considered to be INOP when:

a) The exit does not function correctly;

b) The evacuation slide is not serviceable;

c) The exit sign is not serviceable;

d) The floor proximity exit identifier is not serviceable; or

e) The exit interior emergency lighting is not serviceable.

One exit may be INOP provided:

a) It is not reasonably practicable to repair the inoperative exitbefore the commencement of flight,

b) Not more than 72 flight hours have elapsed since the exitbecame inoperative,

c) The aircraft does not exceed 5 further flights with the exitinoperative,

d) The exit is secured closed prior to passengers boarding and isnot used for any purpose whilst passengers are on board,

e) All other exits and escape slides are fully operative,

f) All passenger seats halfway to the next exit in the direction fromthe inoperative door, across the entire width of the airplane,shall be blocked off. Only the seats in these areas shall beblocked; main passenger aisles, cross aisles, and exit areasmust not be blocked.

For an inoperative forward door/slide, the blocked seating areashall extend from row 1 to row 8 for AVRO RJ 85 and from row1 to row 10 for AVRO RJ 100.

For an inoperative rear door/slide, the blocked seating areashall extend from row 9 to row 17 for AVRO RJ 85 and from row11 to row 20 for AVRO RJ 100.

g) Conspicuous signs and placards shall be placed in appropriatelocations indicating these seats are not occupied bypassengers,

h) All the emergency exit and/or exit markings, signs and lightsassociated with the affected door must be obscured,

(Continued)

CHAPTER 1 01.20-4


01 Jun 2013

52 - DOORS REV 4.5



1. ITEM




(Continued) i) The exit is marked by a red disc at least 23 cm in diameter witha horizontal white bar across it bearing the words 'NO EXIT' inred letters,

j) Passengers are not seated near the unserviceable exit –subject to aircraft centre of gravity limitations,

k) The pre take-off briefing to passengers must accuratelyrepresent the current state and condition of the aircraft's escapefacilities. An oral briefing by cabin staff, or a briefing usingautomatic audio/visual means, or a briefing by reference to abriefing card, must be immediately qualified by an oralannouncement to draw attention of passengers to the fact that aparticular exit is inoperative and displays a red 'NO EXIT' disc,

l) Where evacuation drill calls for cabin crew to be seated by theinoperative exit, they are briefed to direct passengers to aserviceable exit,

m) Cabin crew should remain stationed in the vicinity of each exitwithin the blocked areas. The existence of an inoperative exitdoes not affect the required number and distribution of Cabincrew,

n) In the event of an emergency evacuation, extremecircumstances, such as a last resort, the inoperative exit maybe used (if possible). The crew must analyze the situation andtake appropriate actions,

o) All door abutments must be intact,

p) The door handle must be in the fully closed position and theshoot bolts must be visually checked for full engagement priorto each flight,

q) The MWS CABIN DOOR NOT SHUT indication system must beoperating normally,

NOTE: See item 25-60-3 for inoperative cabin door escape slides.

CHAPTER 1 01.20-5


01 Jun 2013

52 - DOORS REV 4.5



1. ITEM




52-70-1Door Warning Light System

1) Cabin Doors A 1 0

(M*) (O)


a) Cabin doors are verified closed and locked before eachdeparture, and

b) Operations are limited to not more than three flight days beforerepair is made.

2) Lower Doors A 1 0

(M*) (O)


a) All doors and hatches are verified closed and locked beforeeach departure, and

b) Operations are limited to not more than three flight days beforerepair is made.

3) Door Not Shut Not applicable to our fleet.

52-70-2Freight Door Warning LightSystem (QT WithoutHorseboxes Installed and QCin Freighter Configuration)


52-70-3Role Change ConfigurationIndication (QC Aircraft Only)


CHAPTER 1 01.21-1


01 Jun 2013

53 - FUSELAGE REV 4.5



01.21 53 - FUSELAGE

1. ITEM




53-30-1Fuselage adjacent to MainStatic Vents

D - -(M)

For RVSM operations, fuselage damage must be within approvedlimits.

CHAPTER 1 01.22-1


01 Jun 2013

56 - WINDOWS REV 4.5



01.22 56 - WINDOWS

1. ITEM




56-10-1Windshields A & B Outer Ply

(Lucas (ACT), PPG & SullyWindscreen)

B 4 4

(M) (O)

NOTE:

Small areas of delamination do no affect the structural integrity ofthe windshield and are acceptable providing that vision is notimpaired.

One outer non-structural ply on one ‘A’ or ‘B’ windshield panel maybe cracked provided:

a) Visibility through the affected windshield is acceptable to theflight crew, and vision is not impaired on the remainingwindshields,

b) Crack is restricted to the outer glass with no loose pieces,

c) Windshield outer glass is inspected for condition prior to eachdeparture,

d) If an ‘A’ screen is cracked the aircraft must not be operated intoknown or forecast icing conditions,

e) Appropriate windshield circuit breaker is pulled and safetytagged, and

f) If cracks affect windshield wiper operation, adopt conditionsassociated with an INOP wiper.

56-10-2Windshields C Inner Ply

(Lucas (ACT) Windscreenonly)

A 2 2

(M) (O)

NOTE:

Small areas of delamination do not affect the structural intergrity ofthe windshield and are acceptable providing that vision is notimpaired.

One inner non-structural ply on ‘C’ windshield panel may be crackedprovided:

a) Visibility through the affected windshield is acceptable to theflight crew, and vision is not impaired on the remainingwindshields,

b) Windshield inner glass is inspected for condition prior to eachdeparture,

c) Repairs or replacements are carried out within one calendarday.

CHAPTER 1 01.23-1


01 Jun 2013

71 - POWERPLANT REV 4.5



01.23 71 - POWERPLANT

1. ITEM




71-70-1Ecology Fuel Ejector Pump

A 4 0

May be INOP.

The aircraft may continue the flight or series of flights but shall notexceed 15 flight hours prior to completion of repairs.

CHAPTER 1 01.24-1


01 Jun 2013

73 - ENGINE & FUEL CONTROL REV 4.5



01.24 73 - ENGINE & FUEL CONTROL

1. ITEM




73-30-1Fuel Used Indication

C 4 0

(O)


a) Associated flight deck wing tank quantity indicating systemoperates normally, and


73-31-1Fuel Flow Indication

(Electronic Primary EngineDisplay)

B 4 2

(O)

Digital counter(s) and/or pointer(s) may be INOP provided:

a) Associated N1, N2, TGT/EGT operate normally, and

b) All main quantity-indicating systems operate normally.

73-33-1Fuel Low Pressure Indicators(MWS)

C 4 3(O)

One may be INOP provided that associated booster pump lowpressure annunciator is operative.

73-35-2Fuel FILTER CLOGGEDIndication System

1) Amber or White Indicationsystem – Fails to illuminate

B 4 3

(M)

A single indicator may fail to illuminate provided the associated in-line fuel filter is verified to operate normally prior to further flight andonce each flight day.

2) White Indication System –Fails to extinguish

B 4 3

(M)

A single indicator may be illuminated provided:

a) The associated main fuel filter is serviced, and

b) The associated in-line fuel filter is verified to operate normallyprior to further flight and once each flight day.

CHAPTER 1 01.25-1


01 Jun 2013

74 - IGNITION REV 4.5



01.25 74 - IGNITION

1. ITEM




74-20-1Engine Ignitors - DualSystem

1) A System only C 4 3One A igniter system on one engine may be INOP provided all BIgnitor systems are operative.

2) B System only B 4 0One B igniter system on each engine may be INOP provided all AIgnitor systems are operative.

CHAPTER 1 01.26-1


01 Jun 2013

76 - ENGINE CONTROLS REV 4.5



01.26 76 - ENGINE CONTROLS

1. ITEM




76-10-3Auto-throttle System

B 1 0

(O)


a) Procedures for engine handling with Auto-throttle OFF areestablished and used,

b) Auto-throttle ARM switch is selected OFF.

76-10-4FADEC System

NOTE:

For FADEC Failure caused by INOP FADEC ECU N1 sensor, seeMaintenance Procedures item 76-30-1 ‘Engine Overspeed ControlSystem’. The referenced item contains guidance on reinstating thesystem by exchanging N1 sensors.

1) FADEC System(Hard Fault)

B 4 3

(O)


a) Associated FADEC is selected OFF,

b) Auto-throttle ARM switch is selected OFF,

c) Engine anti-ice on associated engine operates normally and isselected ON throughout the flight,

d) Alternative procedures for control of the affected engine areestablished and used, and

e) The TRP operates normally.

2) Soft Fault (Annunciatorslocated on engines)

A 4 -The aircraft may dispatch with up to 4 soft fault annunciatorsdisplaying a white legend provided repairs are made within 10 flightdays.

76-10-5Thrust Rating Panel

C 1 0

(O)


a) Alternative procedures for operating with the thrust rating panelare established and used, and

b) MEL restrictions for INOP Auto-throttle are invoked (76-10-3).

76-10-6TOGA Switches


B 2 0(O)

Both may be INOP provided alternative procedures are establishedand used to establish TO thrust and GA engine settings.

76-10-7AT Disengage Switches


B 2 0


a) Auto-throttle in not used (see item 76-10-3), and

b) Alternative procedures are established and used to establishTO thrust and GA engine settings.

CHAPTER 1 01.26-2


01 Jun 2013

76 - ENGINE CONTROLS REV 4.5



1. ITEM




76-10-8AT Annunciator (amber)

C 2 0One or both may be INOP provided the PFD annunciation isoperative.

76-30-1Engine Over speed ControlSystem

1) Over speed Trip SystemPrimary Magnetic SpeedSensors

C 8 4

(O)

One per engine may be INOP provided the affected engines areshut down using the engine over speed test procedures once eachflight day.

2) Over speed Trip SystemSecondary Magnetic SpeedSensors

C 4 0

(M) (O)

May be INOP provided primary over speed system operatesnormally and the affected engines are shut down using the engineover speed procedures once each flight day.

CHAPTER 1 01.27-1


01 Jun 2013

77 - ENGINE INDICATING REV 4.5



01.27 77 - ENGINE INDICATING

1. ITEM




77-10-1N2 Indicators

B 4 0 A digital counter OR pointer may be INOP on each gauge.

77-10-2N1 Indicators

B 4 0N1 digital counter on each gauge and/or the same Engine's N1 SETdigital display may be INOP.

OR

B 4 0 N1 pointer and/or bug may be INOP on each gauge.

NOTE 1):

For N1 indicator failure caused by inoperative N1 sensor, see item76-30-1, “ENGINE OVERSPEED CONTROL SYSTEM”. Thereferenced entry contains guidance on reinstating the system byexchanging N1 sensors.

NOTE 2):

The N1 SET digital display is the setting for the N1 Command on thedigital display.

77-20-2EGT Indicators

B 4 0 A pointer may be INOP on each gauge.

77-30-1Vibration Indicating System

B 4 3(O)

One may be INOP provided it is not essential to support theapproved Engine Maintenance Programme (e.g. Trend monitoring).

CHAPTER 1 01.28-1


01 Jun 2013

79 - ENGINE OIL REV 4.5



01.28 79 - ENGINE OIL

1. ITEM




79-30-1Oil Quantity Gauges

B 4 0

(M)

The oil quantity gauges may be INOP provided.

a) The oil tanks contents are checked and filled to capacity onceeach flight day (not to exceed 10 flight hours),

b) There is no evidence of above normal oil consumption orleakage, and

c) Low oil pressure warnings, oil pressure and temperaturegauges operate normally.

79-30-2OIL PRESS Indicators

B 4 3

(O)

One may be INOP provided the associated system, which operatesthe OIL LO PRESS red warning on the MWP, is operative.

79-30-3OIL LO PRESS MWSwarning

B 4 3

(M*)

One may be INOP provided the associated TEMP, QTY andPRESS, indications operate normally and are monitored.

CHAPTER 1 01.29-1


01 Jun 2013

80 - STARTING REV 4.5



01.29 80 - STARTING

1. ITEM




80-10-1Starter Operating Light


Documents

MEL_CHAP_1_MEL