Bae-125MMEL Rev4 Final

Revision: 4 Date: 08/01/2008 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION WASHINGTON, D.C. MASTER MINIMUM EQUIPMENT LIST Hawker Beechcraft Corporation BAE-125-1000

(Model BAe-125-1000A / BAe-125-1000B / Hawker 1000

John Vetter Chairman, Flight Operations Evaluation Board (FOEB) FEDERAL AVIATION ADMINISTRATION FLIGHT STANDARDS DIVISION AIRCRAFT EVALUATION GROUP DOT Building, Room 332. 901 Locust Street Kansas City, MO 64106-2641 Telephone: (816)-329-3233 FAX: (816)-329-3241

U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST

FEDERAL AVIATION ADMINISTRATION AIRCRAFT:

BAE-125-1000 REVISION NO: 4 DATE: 08/01/2008

PAGE NO. I

TABLE OF CONTENTS SYSTEM NO. SYSTEM PAGE NO.

-- Table of Contents I -- Log of Revisions II -- Control Page III, IV, V -- Highlights of Change VI, VII, VIII -- Definitions XI,X,XI,XII,XIII,XIV-- Preamble XV, XVI Guidelines for (O) & (M) Procedures XVII

21 Air Conditioning 21-1 THRU 8 22 Auto Flight 22-1, 2, 3 23 Communications 23-1, 2, 3, 4, 5 24 Electrical Power 24-1, 2, 3 25 Equipment/Furnishings 25-1, 2, 3, 4 26 Fire Protection 26-1, 2 27 Flight Controls 27-1, 2, 3, 4 28 Fuel 28-1, 2, 3 29 Hydraulic Power 29-1, 2 30 Ice and Rain Protection 30-1, 2, 3 31 Indicating/Recording Systems 31-1, 2 32 Landing Gear 32-1 33 Lights 33-1, 2, 3, 4 34 Navigation 34-1 THRU 14 35 Oxygen 35-1, 2, 3 38 Water/Waste 38-1 46 Information Systems 46-1 49 Airborne Auxiliary Power 49-1 52 Doors 52-1 56 Windows 56-1 73 Engine Fuel & Control 73-1 74 Ignition 74-1 76 Engine Controls 76-1 77 Engine Indicating 77-1 78 Engine Exhaust 78-1 79 Engine Oil 79-1 80 Starting 80-1




PAGE NO: II

Log of Revisions Rev No. Date Page Numbers Initials

1 02/21/1995 HIGHLIGHTS OF REV., DEFINITIONS 1 02/21/1995 21-1, 21-2, 21-3, 21-4, 21-5 1 02/21/1995 21-6, 22-1, 22-2, 23-1, 23-2 1 02/21/1995 23-3, 24-1, 24-2, 25-1, 25-2 1 02/21/1995 26-1, 26-2, 27-1, 27-2, 28-1 1 02/21/1995 28-2, 28-3, 29-1, 29-2, 30-1 1 02/21/1995 30-2, 30-3, 31-1, 32-1, 33-1 1 02/21/1995 33-2, 33-3, 33-4, 34-1, 34-2 1 02/21/1995 34-3, 34-4, 34-5, 34-6, 34-7 1 02/21/1995 34-8, 35-1, 35-2, 35-3, 38-1 1 02/21/1995 49-1, 52-1, 56-1, 73-1, 74-1 1 02/21/1995 77-1, 78-1, 79-1, 80-1 2 03/02/1998 HIGHLIGHTS OF REV., DEFINITIONS 2 03/02/1998 21-1, 21-2, 21-3, 21-4, 21-5 2 03/02/1998 21-6, 22-1, 22-2, 23-1, 23-2 2 03/02/1998 23-3, 23-4, 24-1, 24-2, 24-3 2 03/02/1998 25-1, 25-2, 25-3, 26-1, 26-2 2 03/02/1998 27-1, 27-2, 27-3, 28-1, 28-2 2 03/02/1998 28-3, 31-1, 33-1, 33-2, 33-3 2 03/02/1998 33-4, 34-1, 34-2, 34-3, 34-4 2 03/02/1998 34-5, 34-6, 34-7, 34-8, 34-9 2 03/02/1998 35-1, 35-2, 35-3, 49-1, 52-1 2 03/02/1998 73-1, 76-1, 77-1, 78-1, 79-1 2 03/02/1998 80-1

2a 04/23/2002 HIGHLIGHTS OF REV., DEFINITIONS 2a 04/23/2002 49-1 3 09/12/2007 HIGHLIGHTS OF REV., DEFINITIONS 3 09/12/2007 GUIDELINES 3 09/12/2007 21-1, 21-2, 21-3, 21-4, 21-5, 21-6, 22-1 3 09/12/2007 22-2, 22-3, 23-1, 23-2, 23-3, 23-4, 23-5 3 09/12/2007 24-1, 24-2, 24-3, 25-1, 25-2, 25-3, 25-4 3 09/12/2007 26-1, 26-2, 27-1, 27-2, 27-3, 27-4, 28-1 3 09/12/2007 28-2, 29-2, 30-1, 31-1, 31-2, 32-1, 33-1 3 09/12/2007 33-2, 33-4, 34-1, 34-2, 34-3, 34-4, 34-5 3 09/12/2007 34-6, 34-7, 34-8, 34-9, 34-10, 34-11, 34-12 3 09/12/2007 34-13, 34-14, 35-3, 38-1, 46-1, 49-1, 52-1 4 08/01/2008 Highlights of Change, Guidelines for (O)&(M) 4 08/01/2008 21-1, 21-2, 21-3, 21-4, 21-5, 21-6, 21-7, 21-8 4 08/01/2008 22-2, 22-3, 23-4, 23-5, 25-3, 28-2, 29-2, 30-3 4 08/01/2008 33-4, 34-4, 34-9, 34-13, 35-1, 35-3, 49-1




PAGE NO: III

Control Page System Page No. Rev. No. Current Date

Cover Page - 4 08/01/2008 Table of Contents I 4 08/01/2008 Log of Revisions II 4 08/01/2008 Control Page III 4 08/01/2008 IV 4 08/01/2008 V 4 08/01/2008 Highlights of Change VI 4 08/01/2008 VII 4 08/01/2008 VIII 4 08/01/2008 Definitions IX 11 09/11/2006 X 11 09/11/2006 XI 11 09/11/2006 XII 11 09/11/2006 XIII 11 09/11/2006 XIV 11 09/11/2006 Preamble XV 2 06/14/1989 XVI 2 06/14/1989 Guidelines for (O) & (M) Procedures XVII 4 08/01/2008 21 21-1 4 08/01/2008 21-2 4 08/01/2008 21-3 4 08/01/2008 21-4 4 08/01/2008 21-5 4 08/01/2008 21-6 4 08/01/2008 21-7 4 08/01/2008 21-8 4 08/01/2008 22 22-1 4 08/01/2008 22-2 4 08/01/2008 22-3 4 08/01/2008 23 23-1 3 09/12/2007 23-2 3 09/12/2007 23-3 3 09/12/2007 23-4 4 08/01/2008 23-5 4 08/01/2008 24 24-1 3 09/12/2007 24-2 3 09/12/2007 24-3 3 09/12/2007 25 25-1 3 09/12/2007 25-2 3 09/12/2007 25-3 4 08/01/2008 25-4 3 09/12/2007 26 26-1 3 09/12/2007 26-2 3 09/12/2007




PAGE NO: IV


27 27-1 3 09/12/2007 27-2 3 09/12/2007 27-3 3 09/12/2007 27-4 3 09/12/2007 28 28-1 3 09/12/2007 28-2 4 08/01/2008 28-3 2 03/02/1998 29 29-1 1 02/21/1995 29-2 4 08/01/2008 30 30-1 3 09/12/2007 30-2 1 02/21/1995 30-3 4 08/01/2008 31 31-1 3 09/12/2007 31-2 3 09/12/2007 32 32-1 3 09/12/2007 33 33-1 3 09/12/2007 33-2 3 09/12/2007 33-3 2 03/02/1998 33-4 4 08/01/2008 34 34-1 3 09/12/2007 34-2 3 09/12/2007 34-3 3 09/12/2007 34-4 4 08/01/2008 34-5 3 09/12/2007 34-6 3 09/12/2007 34-7 3 09/12/2007 34-8 3 09/12/2007 34-9 4 08/01/2008 34-10 3 09/12/2007 34-11 3 09/12/2007 34-12 3 09/12/2007 34-13 4 08/01/2008 34-14 3 09/12/2007 35 35-1 4 08/01/2008 35-2 2 03/02/1998 35-3 4 08/01/2008 38 38-1 3 09/12/2007 46 46-1 3 09/12/2007




PAGE NO: V


49 49-1 4 08/01/2008 52 52-1 3 09/12/2007 56 56-1 1 02/21/1995 73 73-1 2 03/02/1998 74 74-1 1 02/21/1995 76 76-1 2 03/02/1998 77 77-1 2 03/02/1998 78 78-1 2 03/02/1998 79 79-1 2 03/02/1998 80 80-1 2 03/02/1998

of 91U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST



PAGE NO. VI

HIGHLIGHTS OF CHANGE

EFFECTIVE ABOVE DATE, the BAE-125-1000 Master Minimum Equipment List has been revised. The following are the changes for Revision 4 to the BAE-125 MMEL. GUIDELINES for (O)&(M) Change name of Hawker Beechcraft Corporation document

containing (O) & (M) procedures. 21 AIR CONDITIONING 21-10-1 Change altitude limit and add oxygen remark 21-10-2 Change altitude limit and add oxygen remark 21-10-3 Change altitude limit and add oxygen remark 21-20-2 Change 25,000MSL to FL250. 21-20-3 Change altitude limit and add oxygen remark 21-30-3 Change altitude limit and add oxygen remark 21-30-5 Change altitude limit and add oxygen remark 21-30-6 Change altitude limit and add oxygen remark, Add

descriptor to item. 21-30-7 Change altitude limit and add oxygen remark, Add

descriptor to item. 21-30-8 Change altitude limit and add oxygen remark, Add

descriptor to item. 21-30-9 Change altitude limit and add oxygen remark 21-30-10 Change altitude limit and add oxygen remark 21-60-4 Change altitude limit and add oxygen remark 21-60-5 Change altitude limit and add oxygen remark 22 AUTO FLIGHT 22-10-1-1 Remove NOTE 2 because Altitude Hold is required by

Remarks therefore RVSM is allowed. 22-20-1 Changed Yaw Damp Remarks because there is no AFM

Limitation for Yaw Damp and replaced (M) for deactivation with is not used.

22-20-2 Remove (M) procedure requirement because is not used

is adequate and revise remarks IAW PL-93. 22-20-3 Remove (M) procedure requirement because is not used

is adequate and revise remarks IAW PL-93. 22-20-5 Add Autopilot inoperative to Remarks. 23 COMMUNICATIONS 23-50-3 Revise remarks for Handheld Mic because no FAR specific

requirement. 23-60-1 Change Static Discharger relief to clarify Remarks and Add

expiration date 06/30/2009 for item. This item will need to be included in the aircraft CDL for continued relief.




PAGE NO. VII


24 ELECTRICAL POWER 25 EQUIPMANT / FURNISHINGS

25-60-3 Removed Passenger Convenience items IAW NEF PL-116. 26 FIRE PROTECTION 27 FLIGHT CONTROLS 28 FUEL 28-42-1 Remove (M) procedure requirement and Add remarks to

address maximum time to suitable airport in case of next equipment failure and potential fuel balance issues.

29 HYDRAULIC POWER 29-30-6 Remove (M) procedure requirement and revise remarks for

Accumulator Pressure Indicators. 30 ICE & RAIN 30-40-2 Add second relief for Windscreen Overheat Annunciators for

Windscreen Heat not used. 30-80-1 Add Remarks to Ice Detector relief to mitigate operations

with the Ice Detector inoperative.




PAGE NO. VIII


31 INDICATING/RECORD 32 LANDING GEAR 33 LIGHTS 33-40-5 Revised remarks for Wing Ice Lights to allow for 1 light to be

inoperative and allow consideration for Ice Detector system. 34 NAVIGATION 34-40-1 Added (O), reformat Remarks and change repair interval to

2 flight days in consideration of inoperative TAWS. 34-40-2 Add NOTE to Predictive Windshear Relief. 34-50-3 Revised ATC Transponder RVSM NOTE and add relief for

Ident Buttons. 34-70-5 Change Remarks to right-side only may be inoperative

because of emergency power considerations. 35 OXYGEN 35-00-1 Divide Oxygen Contents Indicator relief into 2 separate

items to identify the purpose and use of each indicator. 35-20-1 Remove (M) procedure requirement and edit Remarks of

first relief. 35-30-1 Add a requirement to tag an inoperative Portable Oxygen

Dispensing Unit to the Remarks. 38 WATER / WASTE 46 INFORMATION SYS. 49 AUXILARY POWER 49-00-1 Change Remarks to is not used rather than deactivated. 52 DOORS




PAGE NO. IX

DEFINITIONS

1. System Definitions. System numbers are based on the Air Transport Association (ATA) Specification Number 100 and items are numbered sequentially. a. "Item" (Column 1) means the equipment, system, component, or function listed in the "Item" column. b. "Number Installed" (Column 2) is the number (quantity) of items normally installed in the aircraft. This number represents the aircraft configuration considered in developing this MMEL. Should the number be a variable (e.g., passenger cabin items) a number is not required. c. "Number Required for Dispatch" (Column 3) is the minimum number (quantity) of items required for operation provided the conditions specified in Column 4 are met. NOTE: Where the MMEL shows a variable number required for dispatch, the MEL must reflect the actual number required for dispatch or an alternate means of configuration control approved by the Administrator. d. "Remarks or Exceptions" (Column 4) in this column includes a statement either prohibiting or permitting operation with a specific number of items inoperative, provisos (conditions and limitations) for such operation, and appropriate notes. e. A vertical bar (change bar) in the margin indicates a change, addition or deletion in the adjacent text for the current revision of that page only. The change bar is dropped at the next revision of that page. 2. "Airplane/Rotorcraft Flight Manual" (AFM/RFM) is the document required for type certification and approved by the responsible FAA Aircraft Certification Office. The FAA approved AFM/RFM for the specific aircraft is listed on the applicable Type Certificate Data Sheet. 3. "As required by FAR" means that the listed item is subject to certain provisions (restrictive or permissive) expressed in the Federal Aviation Regulations operating rules. The number of items required by the FAR must be operative. When the listed item is not required by FAR it may be inoperative for time specified by repair category. 4. Each inoperative item must be placarded to inform and remind the crewmembers and maintenance personnel of the equipment condition. NOTE: To the extent practical, placards should be located adjacent to the control or indicator for the item affected; however, unless otherwise specified, placard wording and location will be determined by the operator.




PAGE NO. X

DEFINITIONS

5. "-" symbol in Column 2 and/or Column 3 indicates a variable number (quantity) of the item installed. 6. "Deleted" in the remarks column after a sequence item indicates that the item was previously listed but is now required to be operative if installed in the aircraft. 7. ER refers to extended range operations of a two-engine airplane (ETOPS) which has a type design approval for ER operations (ETOPS) and complies with the provisions of Advisory Circular 120-42A. 8. "Federal Aviation Regulations" (FAR) means the applicable portions of the Federal Aviation Act and Federal Aviation Regulations. 9. "Flight Day" means a 24 hour period (from midnight to midnight) either Universal Coordinated Time (UCT) or local time, as established by the operator, during which at least one flight is initiated for the affected aircraft. 10. "Icing Conditions" means an atmospheric environment that may cause ice to form on the aircraft or in the engine(s). 11. Alphabetical symbol in Column 4 indicates a proviso (condition or limitation) that must be complied with for operation with the listed item inoperative. 12. Inoperative means a system and/or component malfunction to the extent that it does not accomplish its intended purpose and/or is not consistently functioning normally within its approved operating limit(s) or tolerance(s). 13. Notes:" in Column 4 provides additional information for crewmember or maintenance consideration. Notes are used to identify applicable material which is intended to assist with compliance, but do not relieve the operator of the responsibility for compliance with all applicable requirements. Notes are not a part of the provisos. 14. Inoperative components of an inoperative system: Inoperative items which are components of a system which is inoperative are usually considered components directly associated with and having no other function than to support that system. (Warning/caution systems associated with the inoperative system must be operative unless relief is specifically authorized per the MMEL).




PAGE NO. XI

DEFINITIONS

15. "(M)" symbol indicates a requirement for a specific maintenance procedure which must be accomplished prior to operation with the listed item inoperative. Normally these procedures are accomplished by maintenance personnel; however, other personnel may be qualified and authorized to perform certain functions. Procedures requiring specialized knowledge or skill, or requiring the use of tools or test equipment should be accomplished by maintenance personnel. The satisfactory accomplishment of all maintenance procedures, regardless of who performs them, is the responsibility of the operator. Appropriate procedures are required to be published as part of the operator's manual or MEL. 16. "(O)" symbol indicates a requirement for a specific operations procedure which must be accomplished in planning for and/or operating with the listed item inoperative. Normally these procedures are accomplished by the flight crew; however, other personnel may be qualified and authorized to perform certain functions. The satisfactory accomplishment of all procedures, regardless of who performs them, is the responsibility of the operator. Appropriate procedures are required to be published as a part of the operator's manual or MEL. NOTE: The (M) and (O) symbols are required in the operator's MEL unless otherwise authorized by the Administrator. 17. "Deactivated" and "Secured" means that the specified component must be put into an acceptable condition for safe flight. An acceptable method of securing or deactivating will be established by the operator. 18. "Visual Flight Rules" (VFR) is as defined in FAR Part 91. This precludes a pilot from filing an Instrument Flight Rules (IFR) flight plan. 19. "Visual Meteorological Conditions" (VMC) means the atmospheric environment is such that would allow a flight to proceed under the visual flight rules applicable to the flight. This does not preclude operating under Instrument Flight Rules. 20. "Visible Moisture" means an atmospheric environment containing water in any form that can be seen in natural or artificial light; for example, clouds, fog, rain, sleet, hail, or snow. 21. "Passenger Convenience Items" means those items related to passenger convenience, comfort or entertainment such as, but not limited to, galley equipment, movie equipment, ash trays, stereo equipment, overhead reading lamps, etc.




PAGE NO. XII

DEFINITIONS

22. Repair Intervals: All users of an MEL approved under FAR 121, 125, 129 and 135 must effect repairs of inoperative systems or components, deferred in accordance with the MEL, at or prior to the repair times established by the following letter designators: Category A. Items in this category shall be repaired within the time interval specified in the remarks column of the operator's approved MEL. Category B. Items in this category shall be repaired within three (3) consecutive calendar days (72 hours), excluding the day the malfunction was recorded in the aircraft maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the three day interval would begin at midnight the 26th and end at midnight the 29th. Category C. Items in this category shall be repaired within ten (10) consecutive calendar days (240 hours), excluding the day the malfunction was recorded in the aircraft maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the 10 day interval would begin at midnight the 26th and end at midnight February 5th. Category D. Items in this category shall be repaired within one hundred and twenty (120) consecutive calendar days (2880 hours), excluding the day the malfunction was recorded in the aircraft maintenance log and/or record. The letter designators are inserted adjacent to Column 2. 23. Electronic Fault Alerting System - General New generation aircraft display system fault indications to the flight crew by use of computerized display systems. Each aircraft manufacturer has incorporated individual design philosophies in determining the data that would be represented. The following are customized definitions (specific to each manufacturer) to help determine the level of messages affecting the aircraft's dispatch status .When preparing the MEL document, operators are to select the proper Definition No. 23 for their aircraft, if appropriate NO CUSTOMIZED DEFINITIONS OF FAULT ALERTING ARE APPLICABLE TO THE BAE-125-1000 AIRCRAFT.




PAGE NO. XIII

DEFINITIONS

24. "Administrative control item" means an item listed by the operator in the MEL for tracking and informational purposes. It may be added to an operator's MEL by approval of the Principal Operations Inspector provided no relief is granted, or provided conditions and limitations are contained in an approved document (i.e. Structural Repair Manual, airworthiness directive, etc.). If relief other than that granted by an approved document is sought for an administrative control item, a request must be submitted to the Administrator. If the request results in review and approval by the FOEB, the item becomes an MMEL item rather than an administrative control item. 25. "***" symbol in Column 1 indicates an item which is not required by regulation but which may have been installed on some models of aircraft covered by this MMEL. This item may be included on the operator's MEL after the approving office has determined that the item has been installed on one or more of the operator's aircraft. The symbol, however, shall not be carried forward into the operator's MEL. It should be noted that neither this policy nor the use of this symbol provide authority to install or remove an item from an aircraft. 26. "Excess Items" means those items that have been installed that are redundant to the requirements of the FARs. 27. "Day of Discovery" is the calendar day an equipment/instrument malfunction was recorded in the aircraft maintenance log and or record. This day is excluded from the calendar days or flight days specified in the MMEL for the repair of an inoperative item of equipment. This provision is applicable to all MMEL items, i.e., categories "A, B, C, and D." 28. Considered Inoperative, as used in the provisos means that item must be treated for dispatch, taxi and flight purposes at though it were inoperative. The item shall not be used or operated until the original deferred item is repaired. Additional actions include documenting the item on the dispatch release (if applicable), placarding, and complying with all remarks, exceptions, and related MMEL provisions, including and (M) and (O) procedures and observing the repair category. 29. Is not used in the provisos, remarks or exceptions for an MMEL item may specify that another item relieved in the MMEL is not used. In such cases, crewmembers should not activate, actuate, or otherwise utilize that component or system under normal operations. It is not necessary for the operators to accomplish the (M) procedures associated with the item. However, operational requirements must be complied with, and an additional placard must be affixed, to the extent practical, adjacent to the control or indicator for the item that is not used to inform crewmembers that a component or system is not to be used under normal operations.




PAGE NO. XIV

DEFINITIONS

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




PAGE NO. XV

Preamble Effective 06/14/1989

The following is applicable for authorized certificate holders operating under Federal Aviation Regulations (FAR) Parts 121, 125, 129, & 135: The FAR require that all equipment installed on an aircraft in compliance with the Airworthiness Standards and the Operating Rules must be operative. However, the Rules also permit the publication of a Minimum Equipment List (MEL) where compliance with certain equipment requirements is not necessary in the interests of safety under all operating conditions. Experience has shown that with the various levels of redundancy designed into aircraft, operation of every system or installed component may not be necessary when the remaining operative equipment can provide an acceptable level of safety. A Master Minimum Equipment List (MMEL) is developed by the FAA, with participation by the aviation industry, to improve aircraft utilization and thereby provide more convenient and economic air transportation for the public. The FAA approved MMEL includes those items of equipment related to airworthiness and operating regulations and other items of equipment which the Administrator finds may be inoperative and yet maintain an acceptable level of safety by appropriate conditions and limitations; it does not contain obviously required items such as wings, flaps, and rudders. The MMEL is the basis for development of individual operator MELs which take into consideration the operator's particular aircraft equipment configuration and operational conditions. Operator MELs, for administrative control, may include items not contained in the MMEL; however, relief for administrative control items must be approved by the Administrator. An operator's MEL may differ in format from the MMEL, but cannot be less restrictive than the MMEL. The individual operator's MEL, when approved and authorized, permits operation of the aircraft with inoperative equipment. Equipment not required by the operation being conducted and equipment in excess of FAR requirements are included in the MEL with appropriate conditions and limitations. The MEL must not deviate from the Aircraft Flight Manual Limitations, Emergency Procedures or with Airworthiness Directives. It is important to remember that all equipment related to the airworthiness and the operating regulations of the aircraft not listed on the MMEL must be operative. Suitable conditions and limitations in the form of placards, maintenance procedures, crew operating procedures and other restrictions as necessary are specified in the MEL to ensure that an acceptable level of safety is maintained. The MEL is intended to permit operation with inoperative items of equipment for a period of time until repairs can be accomplished. It is important that repairs be accomplished at the earliest opportunity. In order to maintain an acceptable level of safety and reliability the MMEL establishes limitations on the duration of and conditions for operation with inoperative equipment.




PAGE NO. XVI

Preamble Effective 06/14/1989

The MEL provides for release of the aircraft for flight with inoperative equipment. When an item of equipment is discovered to be inoperative, it is reported by making an entry in the Aircraft Maintenance Record/Logbook as prescribed by FAR. The item is then either repaired or may be deferred per the MEL or other approved means acceptable to the Administrator prior to further operation. MEL conditions and limitations, do not relieve the operator from determining that the aircraft is in condition for safe operation with items of equipment inoperative. When these requirements are met, an Airworthiness Release, Aircraft Maintenance Record/Logbook entry, or other approved documentation is issued as prescribed by FAR. Such documentation is required prior to operation with any item of equipment inoperative. Operators are responsible for exercising the necessary operational control to ensure that an acceptable level of safety is maintained. When operating with multiple inoperative items, the interrelationships between those items and the effect on aircraft operation and crew workload will be considered. Operators are to establish a controlled and sound repair program including the parts, personnel, facilities, procedures, and schedules to ensure timely repair. WHEN USING THE MEL, COMPLIANCE WITH THE STATED INTENT OF THE PREAMBLE, DEFINITIONS, AND THE CONDITIONS AND LIMITATIONS SPECIFIED IN THE MEL IS REQUIRED.




PAGE NO. XVII

Guidelines for (O) & (M) Procedures

The FOEB has identified a need for certain procedures to provide an adequate level of safety while providing relief for some items. These procedures must be established by the operator and may be based on the aircraft manufacturers recommended procedures, Supplemental Type Certificate modifiers recommended procedures, or equivalent operator procedures. When recommended procedures are published the operator should comply with these procedures. If recommended procedures are not published, the following guidelines delineate the aspects to be considered by the operator in the development of required procedures.

All Guidelines for (O) & (M) Procedures should be based on the Dispatch

Deviation Guide, Manual Reference DDG125-1000, published Raytheon Aircraft Company and/or Maintenance and Operational Procedures for the Minimum Equipment List Hawker / 125 Series 1000 (P/N MOPSMEL345022xx as amended) published by Hawker Beechcraft Corporation.




PAGE NO: 21-1

REPAIR CATEGORY 2. NUMBER INSTALLED

3. NUMBER REQUIRED FOR DISPATCH

1. SYSTEM, SEQUENCE NUMBERS & ITEM

4. REMARKS AND EXCEPTIONS

21 AIR CONDITIONING

-10-1 Engine Main Air Valves C 2 1 (M)(O) One may be inoperative for pressurized flight provided:

a) Valve is secured closed and b) Auxiliary Heating System is

operative. C 2 0 (M)(O) May be inoperative provided:

a) Both Engine Main Air Valves are secured closed,

b) Ram Air and Dump Valves are verified operative before the first flight of the day,

c) DUMP VLV is selected OPEN, d) Flight is conducted in an

unpressurized configuration, e) Aircraft is operated at or below

15,000 feet MSL, and f) Applicable Oxygen requirements

are established and complied with

||||

|||

-10-2 Engine Main Air Valve

Position Indicators C 2 1 (O) One may be inoperative provided both

Engine Main Air Valves are operative. C 2 1 (O) One may be inoperative provided

indicator associated with the operative Engine Main Air Valve is operative.

||

C 2 0 (M)(O) May be inoperative provided:

a) Both Engine Main Air Valves are secured closed,

b) Ram Air and Dump Valves are verified operative before the first flight of the day,




are established and complied with.

||||

|||




PAGE NO: 21-2





21 AIR CONDITIONING

-10-3 Air Cycle Machine C 1 0 (M)(O) May be inoperative provided: a) Both Engine Main Air Valves are

secured closed, b) Ram Air and Dump Valves are

verified operative before the first flight of the day,





||||

|||

-10-4

*** Cockpit Ventilation Fans

C - 0

-10-5 Flood Flow Valve C 1 0

-10-6 Ram Air Shut Off Valve B 1 0 (M)(O) May be inoperative for pressurized

flight provided: a) Valve is secured fully closed and b) Dump Valve is operative.

-10-7 HP Air Valve C 2 1 One may be inoperative provided:

a) Main Air Valve on affected side remains closed,

b) Cockpit Auxiliary Heating System is operative, and

c) Aircraft is operated at or below FL250.

-20-1 Cabin Recirculating

Fan C 1 0




PAGE NO: 21-3





21 AIR CONDITIONING

-20-2 Auxiliary Heat Valve C 1 0 (M)(O) May be inoperative provided: a) Auxiliary Heat Valve is closed, b) Both Engine Main Air Valves are

operative, c) Both HP Air Valves are operative,d) Ram Air Shut Off Valve is

operative, and e) Aircraft is operated at or below

FL250. |

-20-3 Mixing Valves C 2 1 (O) One may be inoperative provided the HP Valve is in the closed position.

C 2 0 (M)(O) May be inoperative provided:

a) Ram Air and Dump Valves are verified operative before the first flight of the day,

b) DUMP VLV is selected OPEN, c) Flight is conducted in an

unpressurized configuration, d) Aircraft is operated at or below

15,000 feet MSL, and e) Applicable Oxygen requirements


||||

|||

-20-4 Footwell Heater/Blower C 1 0

-20-5 Footwell Valve C 1 0

-30-1 Cabin Altitude Warning

Annunciator C 1 0 (O) May be inoperative provided:

a) Cabin Altimeter is operative and b) Cabin Altitude Aural Warning is

operative. C 1 0 (O) May be inoperative provided aircraft is

operated at or below 10,000 feet MSL.




PAGE NO: 21-4





21 AIR CONDITIONING

-30-2 Cabin Altitude Aural Warning

C 1 0 (O) May be inoperative provided: a) Cabin Altimeter is operative and b) Cabin Altitude Warning

Annunciator is operative. C 1 0 (O) May be inoperative provided aircraft is

operated at or below 10,000 feet MSL.

-30-3 Automatic Cabin Pressure Controller

C 1 0 (O) May be inoperative provided: a) Manual Pressure Control System

is operative and b) Cabin Altitude, Differential

Pressure and Rate-Of-Climb Indicators are operative.

C 1 0 (O) May be inoperative provided:






||||

|||

-30-4 Fan Operated Venturi C 1 0 (O) May be inoperative provided:

a) Dump Valve is operative, and b) Dump Valve is OPEN for Takeoff,

Landing and all ground operations




PAGE NO: 21-5





21 AIR CONDITIONING

-30-5 Outflow/Safety Valves C 2 0 (O) May be inoperative provided: a) Ram Air and Dump Valves are






||||

|||

-30-6 Cabin Altimeter

Indicator (On Triple Indicator)

C 1 0 (O) May be inoperative provided: a) Cabin Differential Pressure

Indicator is operative and b) A chart is provided to the flight

crew to convert Cabin Differential Pressure to Cabin Altitude.

|

| C 1 0 (O) May be inoperative provided:






||||

|||




PAGE NO: 21-6





21 AIR CONDITIONING

-30-7 Cabin Differential Pressure Indicator (On Triple Indicator)

C 1 0 (O) May be inoperative provided: a) Cabin Altimeter is operative and b) A chart is provided to the flight

crew to convert Cabin Altitude to Cabin Differential Pressure.

|







||||

|||

-30-8 Cabin Rate of Climb

Indicator (On Triple Indicator)

C 1 0 May be inoperative provided all remaining instruments and functions of the Pressurization System are operative. |







||||

|||




PAGE NO: 21-7





21 AIR CONDITIONING

-30-9 Pressure Regulating and Shut-Off Valve

C 1 0 (O) May be inoperative provided: a) Ram Air and Dump Valves are






||||

|||

30-10 Automatic Pressure

Regulators C 2 0 (O) May be inoperative provided:






||||

|||

-60-1 Temperature Control

System

-1) Automatic C 1 0 (O) May be inoperative provided the

Manual Control System is operative.

-2) Manual C 1 0 (O) May be inoperative provided the Automatic Control System is operative.




PAGE NO: 21-8





21 AIR CONDITIONING

-60-2 Cabin Temperature Indicator

C 1 0

-60-3 Cabin Duct

Temperature Indicator C 1 0

-60-4 Low Limit Temperature

Control Valve C 1 0 (O) May be inoperative provided:






||||

|||

-60-5 Cabin Temperature

Control Valve C 1 0 (O) May be inoperative provided:






||||

|||

-60-6 Cabin Flood Control

Valve/Flood Flow Valve C 1 0

-60-7 Cabin Floor Control

Valve C 1 0




PAGE NO: 22-1





22 AUTO FLIGHT

-10-1 Autopilot System(s) C - 1 (O) May be inoperative provided operations do not require its use.

B - 0 (O) May be inoperative provided

operations do not require its use. NOTE: RVSM is not authorized. 1) Autopilot Functions

(Modes) C - 2 (O)(M) Individual Autopilot Modes may be

inoperative provided: a) Operations do not require use of

the affected Mode(s), b) Remaining Modes are capable of

maintaining constant altitude and direction, and

c) Autopilot is not used for any segment of an approach.

NOTE 1: Any Mode which functions

normally may be used. |

-10-2 Autopilot Computers C 2 1 (O)(M) One may be inoperative provided operations do not require its use.

-10-3 Autopilot Control Wheel

Disengage Switches C 2 1 (O) One may be inoperative provided:

a) Autopilot is not used below 1,500 feet AGL and

b) Approach minimums do not require use of the Autopilot.

B 2 0 (O)(M) May be inoperative provided

Autopilot is not used. NOTE: RVSM is not authorized.




PAGE NO: 22-2





22 AUTO FLIGHT

-10-4 Autopilot Disengage Annunciators

C 2 1

-10-5 Touch Control Steering

(TCS) C 2 0 (O) May be inoperative provided System

is verified OFF.

-10-6 Go Around (GA) Switches

C 2 1 One may be inoperative provided approach minimums do not require its use.


a) Autopilot is not used for approach below 500 feet AGL and

b) Alternate procedures are established and use.

-20-1 Yaw Damper System C 1 0 (O) May be inoperative provided:

a) Yaw Damper is not used, b) Autopilot is not used, and c) Rudder Pedals have normal

freedom of movement.

|||||

NOTE: RVSM is not authorized.

-20-2 Aileron Out-Of-Trim Annunciators

C 2 1

B 2 0 May be inoperative provided: a) Autopilot is not used, and b) Operations do not require

autopilot use.

||||


-20-3 Elevator Out-Of-Trim Annunciators

C 2 1

B 2 0 May be inoperative provided: a) Autopilot is not used, and b) Operations do not require

autopilot use.

||||





PAGE NO: 22-3





22 AUTO FLIGHT

-20-4 Mach Trim Systems C 2 0 (O) May be inoperative provided: a) AFM speed limitations are

observed and b) Mechanical Elevator Trim System

operates normally.

-20-5 Guidance Controller B 1 0 (O) May be inoperative provided: a) Autopilot is considered

Inoperative, b) AFM Mach Trim Speed Limitations

are observed and c) Operations do not require

autopilot use.

||||

|

NOTE 1: Autopilot, Yaw Damper and

Mach Trim will not be available. NOTE 2: RVSM is not authorized.




PAGE NO: 23-1





23 COMMUNICATIONS

-05-1 Radio Management Unit (RMU) (Honeywell Equipped Aircraft Only)

C 2 1 (O) One may be inoperative provided: a) Remaining RMU is operative, b) Clearance Delivery Head (CDH) is

verified operative and c) Alternate procedures are

established and used.

-10-1 Communications System (VHF & UHF)

D - - Any in excess of those required by FAR may be inoperative provided it is not powered by an Emergency Power Source and not required for emergency procedures.

-10-2 High Frequency (HF)

Communication System D - - Any in excess of those required by FAR

may be inoperative. C - 1 (O) May be inoperative while conducting

operations that require 2 LRCS provided:a) SATCOM Voice or Data Link is

operative, b) Alternate procedures are

established and used, c) SATCOM coverage is available

over the intended route of flight and

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

NOTE: SATCOM is to be used only as a

backup to normal HF communications unless otherwise authorized by the appropriate ATS facilities.




PAGE NO: 23-2





23 COMMUNICATIONS

-20-1 ***

Selective Call System (SELCAL)

D - 0 May be inoperative provided operating procedures do not require its use.

C - 0 (O) May be inoperative provided alternate

procedures are established and used. -1) Channels C - 0 (O) May be inoperative provided alternate

procedures are established and used.

-20-2 ***

ACARS System C - 0 (O) May be inoperative provided alternate procedures are established and used.

-20-3

*** AFIS (VHF/SAT) C - 0 (O) May be inoperative provided alternate


-20-4 Emergency Locator Transmitter (ELT)

1) Survival Type ELTs D - - Any in excess of those required by FAR

may be inoperative or missing.

2) Fixed ELTs A - 0 May be inoperative or missing provided repairs are made within 90 days.

D - - Any in excess of those required by FAR


-30-1 Passenger Address (PA) System

-1) Passenger

Configuration C 1 0 (O) May be inoperative provided:

a) Alternate normal and emergency operating procedures and/or operating restrictions are established and used and

b) Flight Deck/Cabin Interphone System is operative.

-2) Cargo Configuration D 1 0




PAGE NO: 23-3





23 COMMUNICATIONS

-30-2 Cabin Chime System C 1 0 May be inoperative provided Passenger Address System is operative.

C 1 0 (O) May be inoperative provided alternate


-30-3 ***

Pre-Recorded Passenger Announcement System

C - 0 (O) May be inoperative provided alternate procedures are established and used.

-30-4 Flight Deck Speakers C - 0 May be inoperative provided:

a) Procedures do not require their used and

b) Both Pilot Station Headsets are installed and operative.

-40-1 Service Interphone

System (Flight Deck to Cabin) (Cabin to Flight Deck) (Flight Deck to Ground)

C 1 0 (O) May be inoperative provided: a) Alternate procedures are

established and used and b) PA System is operative.

-50-2 Headsets

(Except Microphone) C 2 1 One may be inoperative at either pilot

station provided Flight Deck Speaker System is operative.




PAGE NO: 23-4





23 COMMUNICATIONS

-50-3 Microphones (Handheld)

C 2 1 One may be inoperative at either pilots station provided associated headset with boom microphone is operative

|||

-50-4 Boom Microphones

(Including Headset Mic)

CVR WITH FDR

INSTALLED

-1) Cockpit Voice Recorder

Equipped To Record Boom Microphone Per FAR 121.359(g), 125.227(e) or 135.151(d)

A - 0 May be inoperative provided: a) Flight Data Recorder (FDR)

operates normally and b) Repairs are made within three

flight days.

-2) ***

Cockpit Voice Recorder Not Equipped To Record Boom Microphone

D - 0 Any in excess of those required by FAR may be inoperative.

CVR WITHOUT FDR

INSTALLED

-1) Cockpit Voice Recorder

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

A - 0 May be inoperative provided repairs are made within three flight days.

-2)

*** Cockpit Voice Recorder Not Equipped to Record Boom Microphone

D - 0 Any in excess of those required by FAR may be inoperative.




PAGE NO: 23-5





23 COMMUNICATIONS

-60-1 Static Dischargers (Expires 06/30/2009, Use CDL)

C - - One discharger from each control surface or structural area may be damaged or missing.

|||

-70-1 Cockpit Voice Recorder

(CVR)

-1) With Flight Data

Recorder Installed A - 0 May be inoperative provided:

a) Flight Data Recorder (FDR) is operating normally and

b) Repairs are made within three flight days.

-2) Without Flight Data

Recorder Installed A - 0 May be inoperative provided repairs are

made within three flight days.

-3) CVR installed for Other Than Holder of an Air Carrier or Commercial Operator Certificate

A - 0 May be inoperative provided repairs are made in accordance with applicable FARs.

-70-2

*** Flight Phone D - 0

-70-3

*** Satellite Communications Systems (SATCOM)

C - 0 (O) May be inoperative provided alternate procedures are established and used.

D - 0 May be inoperative provided operating

procedures do not require its use.

-80-1 ***

Heads Up Checklist System

D - 0 (O) May be inoperative provided alternate procedures are established and used.

NOTE: Any Activation Switch which

functions normally may be used.




PAGE NO: 24-1





24 ELECTRICAL POWER

-20-1 AC Generators C 2 1 (O) One may be inoperative provided aircraft is not operated in known or forecast icing conditions.

-20-2 AC Generator Fail

Warning Annunciators C 2 0 (O) May be inoperative provided:

a) Both AC Generators are operative and

b) Auto-Changeover System is operative.

-30-1 DC Voltmeter C 1 0 (O) May be inoperative provided:

a) Bus Tie System is operative, b) Both Ammeters are operative and c) Both Generator Fail Annunciators

are operative.

-30-2 DC Generator Fail Annunciators

C 2 0 (O) May be inoperative provided: a) Both Ammeters are operative and b) DC Voltmeter is operative.

-30-3 Battery Temperature

Indicator C 1 0 (M) May be inoperative provided both

BATT HOT Warnings are operative.

-30-4 APU Generator C 1 0

-30-5 APU Generator Fail Annunciator

C 1 0 (O) May be inoperative provided: a) DC Voltmeter is operative and b) APU Generator Ammeter is

operative.




PAGE NO: 24-2





24 ELECTRICAL POWER

-30-6 APU Generator

Overheat Annunciator C 1 0 May be inoperative provided APU

Generator is not used.

-30-7 Standby TRU C 1 0 May be inoperative provided the aircraft remains within 60 minutes flying time of an adequate airport at all times.

-30-8 Standby TRU ON

Annunciator C 1 0 May be inoperative provided the aircraft

remains within 60 minutes flying time of an adequate airport at all times.

-30-9 Battery No Charge

Annunciators C 2 0 (O) May be inoperative provided:

a) DC Voltmeter is operative and b) Both Ammeters are operative.

-30-10 DC Bus Tie System C 1 0 (M)(O) May be inoperative provided:

a) Bus Tie Contactor is verified OPEN before each departure,

b) Circuit Breakers GLC1 BUSTIE CTL and GLC2 BUSTIE CTL are pulled and collared,

c) Both engine driven DC generators are operative and

d) PS1 and PS2 voltage is verified normal.

-30-11 DC Bus Tie


a) Bus Tie system is operative, b) Both Ammeters are operative and c) Generator Fail Annunciators are

operative.




PAGE NO: 24-3





24 ELECTRICAL POWER

-30-12 Battery Heater Muffs C 2 0 (O) May be inoperative provided:

a) Battery Temperature Indicator is operative, and

b) Battery temperature is monitored by the flight crew to ensure temperature remains above 10 degrees C at all times.




PAGE NO: 25-1





25 EQUIPMENT/ FURNISHINGS

-10-1 Pilot(s) Seat

Adjustment System C 2 0 (M) May be inoperative provided:

a) Position of the Seat(s) permits normal pilot visibility and full Flight Control movement and

b) Seat(s) is/are secured with Mechanical Stops.

-20-1 Passenger Seats C - - May be inoperative provided:

a) Seat does not block an Emergency Exit,

b) Seat does not restrict any passenger from access to the Main Aircraft Aisle and

c) The affected Seat(s) is blocked and placarded, DO NOT OCCUPY.

NOTE: A Seat with an inoperative

Seatbelt is considered inoperative.

-1) Recline Mechanism C - - (M) May be inoperative and Seat

occupied provided Seat is secured in the upright position.

-2) Underseat Stowage C - - May be inoperative provided:

a) Baggage or equipment is not stowed under affected Seat,

b) Affected Seat is placarded DO NOT STOW BAGGAGE UNDER THIS SEAT and

c) Procedures are established to alert crew of inoperative stowage.

(continued)




PAGE NO: 25-2





25 EQUIPMENT / FURNISHINGS

-20-1 Passenger Seats

(Continued)

-3) Armrest C - - May be inoperative or missing and Seat

occupied provided: a) Armrest does not block an

Emergency Exit, b) Armrest does not restrict any

passenger from access to the Main Aircraft Aisle and

c) For an Armrest with a Recline Mechanism, Seat is secure in the upright position.

-25-1 Cockpit Sun Visors C - 0 May be inoperative or missing.

-60-1 Overwater Equipment C - - Any in excess of that required by FAR


-60-2 Emergency Medical Equipment

-1) First Aid Kit (FAK) D - - Any in excess of those required by FAR

may be incomplete or missing provided required distribution is maintained.

-2) Emergency Medical Kit

(EMK) D - 0

-3) Automatic External

Defibrillator (AED) D - 0




PAGE NO: 25-3





25 EQUIPMENT / FURNISHINGS

|-60-3

*** Non-Essential Equipment & Furnishings (NEF)

- 0 May be inoperative, damage or missing provided that the item(s) is deferred in accordance with the operators NEF deferral program. The NEF program, procedures and process are outlined in the operators (insert name) Manual. (M) and (O) procedures, if required, must be available to the flight crew and included in the operators appropriate document.

NOTE: Lavatory Door Ashtrays are not

considered NEF Items.




PAGE NO: 25-4





25 EQUIPMENT/ FURNISHINGS

-60-4 Forward Observers

Seat (Including Associated Equipment)

A - - May be inoperative provided: a) A Passenger Seat in the

Passenger Cabin is available to an FAA Inspector for the performance of official duties and

b) Repairs are made within two flight days.

A - - May be inoperative provided:

a) Required minimum safety equipment (Safety Belt and oxygen) is available,

b) Seat is acceptable to the FAA Inspector for the performance of official duties and

c) Repairs are made within two flight days.

NOTE 1: These provisos are intended to

provide for occupancy of the above Seats by an FAA Inspector when the minimum safety equipment (oxygen and Safety Belt) is functional and the Inspector determines the conditions to be acceptable.

NOTE 2: The Pilot-in-Command will

determine if the minimum safety equipment is functional for other persons authorized to occupy the Observer Seat.

D - 0 May be inoperative provided the Forward

Observers Seat is not required by FAR.




PAGE NO: 26-1





26 FIRE PROTECTION

-10-1 Engine Fire Warning Annunciator

C 2 0 May be inoperative provided both Fire Handle Lights are operative.

-10-2 Fire Handle Lights C 2 0 May be inoperative provided Engine Fire

Warning System is operative.

-15-1 APU Fire Detection System

C 1 0 May be inoperative provided the APU is not used.

-15-2 APU Fire Detection

Test System C 1 0 (M) May be inoperative provided:

a) Failure is verified to be in the light circuit and

b) System operation is verified once each flight day.

C 1 0 May be inoperative provided APU is not

used.

-15-3 APU Fire Warning Bell C 1 0 May be inoperative provided the APU is not used.

-20-1 APU Fire Extinguishing

System C 1 0 May be inoperative provided the APU is

not used.

-20-2 APU Extinguisher Pressure Relief Discharge Indicator

C 1 0 (M)(O) May be missing provided indicator readings or other acceptable means are used to verify adequate charge.

C 1 0 May be damaged or missing provided

APU is not used.

-20-3 Engine Fire Extinguisher Discharge Indicators

C 2 0 (M) May be inoperative provided an acceptable procedure is used to verify bottle charge is adequate before each departure.




PAGE NO: 26-2





26 FIRE PROTECTION

-20-4 Portable Fire Extinguishers

D - - (M) Any in excess of those required by FAR may be inoperative or missing provided:

a) Inoperative Fire Extinguisher is tagged inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit and

b) Required distribution is maintained.

-30-1 Forward/Rear Baggage

Smoke Detection System (Including Warning Annunciator)

C 1 0 May be inoperative provided affected compartment remains empty.

C 1 0 May be inoperative provided only non-

combustible materials are carried in baggage compartments.




PAGE NO: 27-1





27 FLIGHT CONTROLS

-10-1 Aileron Trim Position Indicator

B 1 0 (M)(O) May be inoperative provided: a) Aileron Trim System functions

normally and b) Aileron Trim is visually verified to

be centered before each departure.

-20-1 Rudder Trim Position

Indicator B 1 0 (M)(O) May be inoperative provided:

a) Rudder Trim System functions normally and

b) Rudder Trim is visually verified to be centered before each departure.

-20-2 Rudder Pedal

Adjustment Systems C 2 0 (M) May be inoperative provided

adjustments can be secured in a position which suits individual pilots requirements.

-30-1 Electric Elevator Trim

System C 1 0 (M)(O) May be inoperative provided:

a) AFM speed limitations are observed,

b) Mechanical Elevator Trim System is verified operative and

c) The relevant Circuit Breakers are pulled and collared.

NOTE 1: Autopilot will not be available. NOTE 2: RVSM is not authorized.




PAGE NO: 27-2





27 FLIGHT CONTROLS

-30-2 Stall Warning / Identification Channels

B 3 2 (M)(O) One Stall Warning / Identification Channel may be inoperative provided:

a) Inoperative channel is inhibited by pulling and collaring the associated STALL IDENT circuit breaker (SSU and STALL IDENT Amber Annunciators ON if IDENT 1 or 2 is inhibited),

b) Before each departure, normal operation of the remaining channels is confirmed by independently pressing the cockpit TEST buttons,

c) Before each departure, normal operation of the Stick Pusher is confirmed (Stall Valves A and B OPEN - Red Annunciators ON) by pressing the two operative TEST buttons simultaneously and

d) Lights erroneously ON due to System failure are deactivated.

-30-3 Stall Warning Autopilot

Disconnect System C 1 0 (O) May be inoperative provided Stall

Warning/Identification channels are operative.

-30-4 Stick Shaker Motors C 2 1 One may be inoperative provided:

a) Both Stall Warning channels operate normally and

b) Remaining Stick Shaker System operates normally.




PAGE NO: 27-3





27 FLIGHT CONTROLS

-30-5 Stall Ident Channels Incorporated into Item 30-2, Revision 2

-50-1 Flap Position Indicator (On Center Instrument Panel)

C 1 0 (O) May be inoperative provided: a) Flap position is visually verified at

zero degrees before each departure,

b) AFM procedures for flap zero degree take-off and landing are observed and

c) Flaps are not used.

-50-2 Flap Handle Select Position Indicator (On Pedestal)

C 1 0 May be inoperative and flaps used provided Flap Position Indicator (On Center Instrument Panel) is operative.


a) Flap position is visually verified at zero degrees before departure,

b) AFM procedures for flap zero degree take-off and landing are observed and

c) Flaps are not used.

-60-1 Airbrake Position Indicator

C 1 0 (O) May be inoperative provided: a) Airbrakes are verified to operate

normally, b) Airbrakes are visually verified to

be retracted before each departure and

c) Takeoff Warning System operates normally.




PAGE NO: 27-4





27 FLIGHT CONTROLS

-70-1 Control Column Lock System

C 1 0 (M)(O) May be inoperative provided: a) System is secured unlocked and b) Alternate procedures are

established and used to prevent flight control damage while aircraft is on the ground.




PAGE NO: 28-1





28 FUEL

-20-1 Fuel Booster Pumps C 2 1 (O) One may be inoperative provided: a) Crossfeed and Wing Transfer

Valves are operative, b) Aircraft is operated in accordance

with AFM Supplement procedure, c) The LP Fuel Warning System is

operative, d) Both Wing Fuel Content Indicators

are operative and e) RPM Indicators are operative.

-20-2 Crossfeed and Wing

Transfer Annunciator C 2 0 (M)(O) May be inoperative provided both

the Crossfeed and Wing Transfer Valves are verified operative before each departure.

-20-3 Ventral Tank Transfer

System C 1 0 (M)(O) May be inoperative provided:

a) Both Ventral Tanks are verified to be empty and

b) The Ventral Tank Transfer Isolation Valve is verified closed.

-20-4 Ventral Tank AUX

FUEL TFR Annunciator C 1 0 (M) May be inoperative provided both

Ventral Tank and Main Tank Fuel Content Indicators are operative.

C 1 0 (M)(O) May be inoperative provide both

Ventral Tanks remain empty.

-20-5 AUX TFR Fault Annunciator

C 1 0 (M) May be inoperative OFF provided both Ventral Tanks remain empty.




PAGE NO: 28-2





28 FUEL

-22-1 Pressure Refueling System

C 1 0 (M)(O) May be inoperative provided: a) Master Refueling Valve and all

Tank Refueling Valves are closed,b) Overwing refueling procedure is

established and used and c) Failure of the fueling system is not

due to fuel pipe leakage.

-22-2 Pressure Refuel Blanking Cap

C 1 0 (O) May be inoperative provided Master Refuel Valve is verified closed.

-42-1 Fuel Content Indicators

(Wing Tanks) B 2 1 (O) One may be inoperative provided:

a) Fuel in associated tank is verified by an alternate means,

b) All remaining fuel system components are operative,

c) Fuel Flow/Fuel Used Indicators are operative,

d) Aircraft remains within one [1] hour flying time from a suitable airport, and

e) Alternate procedures for monitoring enroute fuel consumption are established and used.

|||||||

-43-1 Fuel Contents Indicator

(Ventral Tank) (Dual Needle)

C 1 0 (M)(O) One or both needles may be inoperative provided:

a) Both Ventral Tanks are verified fueled to full capacity,

b) All remaining fuel system components are operative and

c) A procedure is established to verify that the Ventral Tank fuel transfers completely to the Wing Tanks.

C 1 0 (M) One or both needles may be

inoperative provided both Ventral Tanks are verified empty.




PAGE NO: 28-3





28 FUEL

-43-2 Low VMO Warning System

C 1 0 May be inoperative for flights without fuel in the Ventral Tanks.

-45-1 Fuel Temperature

Indicator C 1 0 (O) May be inoperative provided:

a) OAT Indicator or TAT Indication operates normally and

b) Fuel Temperature AFM Limitations are applied.




PAGE NO: 29-1





29 HYDRAULIC POWER

-30-1 HYD 1 & HYD 2 LO PRESS Annunciators

C 2 1 (O) One may be inoperative provided: a) Associated pump and main supply

pressure indicator operate normally and

b) Associated engine is started first before each departure to verify pressure build up.

-30-2 Combined Brakes and

Supply Pressure Indication

C 2 1 (O) One brake indication may be inoperative provided:

a) Main Hydraulic System operates normally,

b) Before each departure, normal braking is verified on the inoperative indicator and

c) Emergency Brake Indicators operate normally.

-30-3 AUX HYD LO LEVEL

Annunciator C 1 0 (O) May be inoperative provided fluid

quantity is visually verified adequate before each departure.

-30-4 MAIN HYD LO LEVEL


a) The Main Hydraulic Reservoir contents are verified adequate before each departure,

b) The Auxiliary Hydraulic Low Level Annunciator operates normally and

c) Both HYD1 and HYD2 LO PRESS Annunciators operate normally.




PAGE NO: 29-2





29 HYDRAULIC POWER

-30-5 HYD 1 and HYD 2 VLV SHUT Annunciators

B 2 0 (M) May be inoperative provided the associated valve(s) is/are verified operative once each flight day.

-30-6 Accumulator Pressure

Indicators (Main and Emergency Only)

C 2 1 (O) One may be inoperative provided before each departure:

a) Combined Brakes and Supply Pressure Gauge is operative, and

b) Associated accumulator pre-charge is verified adequate before the first flight of each day

|

||||

-30-7 Thrust Reverser

Accumulator Pressure Indicator

C 1 0 (M)(O) May be inoperative provided before each departure:

a) Normal accumulator pressure is verified and

b) Normal thrust reverser operation is verified.




PAGE NO: 30-1





30 ICE AND RAIN PROTECTION

-10-1 TKS Airframe De-Icing

System C 1 0 (O) May be inoperative provided the

airplane is not operated in known or forecast icing conditions.

-10-2 TKS Quantity Indication

System C 1 0 (O) May be inoperative provided fluid

quantity is visually verified adequate before each departure.

C 1 0 (O) May be inoperative provided the


-10-3 Anti-Ice Low Pressure

Annunciator C 1 0 (M) May be inoperative provided the fluid

delivery system and quantity indication systems are operative.

C 1 0 (O) May be inoperative provided the


-10-4 Engine Intake Anti-Ice

System C 2 1 (M)(O) One may be inoperative provided:

a) Associated Anti-Ice Control Valve is verified in the closed position,

b) Flight is conducted in day VMC flight conditions only and

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

-10-5 MWS ICE PROT

SELECTED White Annunciator

C 1 0




PAGE NO: 30-2






-10-6 MWS Engine Anti-Ice

(ENG A-ICE) Annunciators

C 2 1 (M)(O) One may be inoperative provided:a) All Power Indicating Instruments

for associated Engine operate normally and

b) Associated Engine and Intake Anti-Ice Valves operate normally.

-30-1 Pitot Probe/Mast

Heaters B 2 1 (O) One may be inoperative provided:

a) Flight is conducted in day VMC conditions and

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

-30-2 Standby Pitot Head

Heater B 1 0 (O) May be inoperative provided:

a) Both Pitot Probe/Mast Heaters operate normally and

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

-40-1 Windscreen Heating

System C 4 3 Heating to the right side (B) Windscreen

only may be inoperative. C 4 0 (O) May be inoperative provided:

a) Airplane is operated in accordance with AFM Limitations and

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




PAGE NO: 30-3






-40-2 Windscreen Overheat

Annunciators C 2 0 May be inoperative provided:

a) Affected windscreen heat system is not used,

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

c) AFM take-off temperature and airspeed limitations are observed.

|||||||

-80-1 Ice Detector System C 1 0 (O) May be inoperative provided:

a) Aircraft is not operated at night, and

b) Alternate procedures are established and used for detection of icing and activation of aircraft anti-icing equipment.

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31 INDICATING/ RECORDING SYSTEMS

-20-1 Clocks C - 1 One may be inoperative at either pilots or

copilots station.

-30-1 Flight Data Recorder System (FDR)

C - - Any in excess of those required by FAR may be inoperative.

A - 0 May be inoperative provided:

a) Cockpit Voice Recorder (CVR) operates normally,

b) Airplane is not dispatched from a designated airport as listed in the operators MEL unless: 1. The FDR failure occurs after pushback but before takeoff or 2. The FDR repair was attempted but was not successful,

c) In those cases where repair is attempted but not successful, the aircraft may be dispatched on a flight or series of flights until the next designated airport where repair must be accomplished before dispatch and

d) Repairs are made within three flight days.

-1) FDR Recording

Parameters Required By FAR

A - - May be inoperative provided: a) Cockpit Voice Recorder operates

normally and b) Repairs are made within 20

calendar days. -2) FDR Recording

Parameters Not Required by FAR

A - - May be inoperative provided repairs are made prior to the completion of the next heavy maintenance visit.

(continued)




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31 INDICATING/ RECORDING SYSTEMS

-30-1 FDR (Continued)

-3) FDR Installed for Other

Than Holder of an Air Carrier or Commercial Operator Certificate

C - 1 Any in excess of those required by FAR may be inoperative.

A - 0 May be inoperative provided repairs are

made in accordance with applicable FARs.

-40-1 Flight Hour Meter C 1 0 (O) May be inoperative provided alternate


-50-1 Master Warning Lights C 2 1 One flasher light may be inoperative provided all remaining warning system indications are operative.

-50-2 Dual Filament

Annunciator(s) C - - (O) One Filament may be inoperative

provided the remaining Filament provides adequate indication of operation.




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32 LANDING GEAR

-32-1 Main Landing Gear Door Latch Springs

D 2 0

-60-1 Gear Down and Locked

Indicators

-1) Primary Indicators B 3 2 (O) One may be inoperative provided all

standby indicators are operative. -2) Standby Indicators B 3 2 (O) One may be inoperative provided all

primary indicators are operative.

-60-2 Gear Unlocked Indications

C 3 3 One filament in each light may be inoperative.




PAGE NO: 33-1





33 LIGHTS

-10-1 Flight Compartment and Instrument Lighting System

C - - Individual lights may be inoperative provided remaining lights are:

a) Sufficient to clearly illuminate all required instruments, controls and devices for which it is provided,

b) Positioned so that direct rays are shielded from flight crew members eyes,

c) Lighting configuration and intensity is acceptable to the flight crew and

d) Flight Deck Emergency Lighting is verified to operate normally before each departure.

-10-2 Master Warning Lights MOVED TO CHAPTER 31, REVISION 3.

-20-1 Cabin Interior Light

System C - - (O) Individual lights may be inoperative

provided: a) Remaining lighting is sufficient for

flight crew to perform duties, b) Cabin Emergency Lighting is

verified operative, and c) Sufficient lighting is operative for

passenger carrying operations at night.

NOTE 1: May be inoperative for all-cargo

operations. NOTE 2: Cabin E

Bae-125MMEL Rev4 Final

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