SAAB340B+

Minimum Equipment List

Applied for:
Aircraft Serial Model
Call sign No.
A3-PUA 408 340B+
 Minimum Equipment List

MINIMUM EQUIPMENT LIST

RECORD OF MANUAL HOLDERS

MANUAL NUMBER MANUAL HOLDER

1 CAD – Tonga

2 QAM – Real Tonga

3 MFO – Real Tonga

4 MC – Real Tonga

5 EM – Palu Aviation Services Ltd

6 A3-PUA

NOTE: All manual users that become aware of, or perceive a deficiency in this manual
or identify an improvement shall report the matter in writing to the Manual Owner in
a timely manner with a DAR form. A photocopy of the relevant pages should be made
and relevant notations added highlighting the suggested change prior to transmission
of the pages to the Manual Owner

Basis for Approval

This MEL was derived from FAA MMEL for the SAAB 340 at Revision 17a, Dated 16 April
2012.

CAD Approval

This Minimum Equipment List identified as the Real Tonga Ltd MEL for SAAB340B+ aircraft and
containing all pages identified in the LEP as Revision 2.0 dated 03/08/17 has been approved by the
undersigned under Part 91.539

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MINIMUM EQUIPMENT LIST

CONTENTS PAGE

This manual details the schedule pertaining to the MINIMUM EQUIPMENT LIST that
are applicable to the Real Tonga SAAB340B+ Aircraft and has been generated by using
the Manufacturers MMEL as a guideline and combining it with the FAA MMEL and
Tongan CAR requirements.

Current SAAB 340B MMEL status: Rev. 17 dated (28/05/14)

SYSTEM NO. SYSTEM PAGE

Face page 1
Record of Manual Holders 2
Contents Page 3
List of Effective Pages 4
Preamble 5 -8
Notes and Definitions 9 - 11
MEL Procedures 12
Log of Revisions 13
21 Air Conditioning 14 – 34
22 Auto Flight 35 – 36
23 Communications 37 – 43
24 Electrical Power 44 – 51
25 Equipment/Furnishings 52 – 61
26 Fire Protection 62 – 64
27 Flight Controls 65 – 72
28 Fuel 73 – 83
29 Hydraulic Power 84 – 85
30 Ice and Rain Protection 86 – 98
31 Indicating and Recording Systems 99 – 105
32 Landing Gear 106 – 123
33 Lights 124 – 128
34 Navigation 129 – 150
35 Oxygen 151 – 152
36 Pneumatic 153 – 170
38 Water/Waste 171 – 172
52 Doors 173
61 Propellers 174
73 Engine Fuel and Control 175 – 176
76 Engine Controls 177 – 181
77 Engine Indication 182
Blank 183

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LIST OF EFFECTIVE PAGES

Page No. Date Page No. Date Page No. Date Page No. Date
1 03/02/2016 60 03/02/2016 119 03/02/2016 178 03/02/2016
2 03/02/2016 61 03/02/2016 120 03/02/2016 179 03/02/2016
3 03/02/2016 62 03/02/2016 121 03/02/2016 180 03/02/2016
4 03/02/2016 63 03/02/2016 122 03/02/2016 181 03/02/2016
5 03/02/2016 64 03/02/2016 123 03/02/2016 182 03/02/2016
6 03/02/2016 65 03/02/2016 124 03/02/2016 183 Blank
7 03/02/2016 66 03/02/2016 125 03/02/2016 39 10/02/2018
8 03/02/2016 67 03/02/2016 126 03/02/2016 168 10/02/2018
9 03/02/2016 68 03/02/2016 127 03/02/2016 169 10/02/2018
10 03/02/2016 69 03/02/2016 128 03/02/2016
11 03/02/2016 70 03/02/2016 129 03/02/2016
12 03/02/2016 71 03/02/2016 130 03/02/2016
13 03/02/2016 72 03/02/2016 131 03/02/2016
14 03/02/2016 73 03/02/2016 132 03/02/2016
15 03/02/2016 74 03/02/2016 133 03/02/2016
16 03/02/2016 75 03/02/2016 134 03/02/2016
17 03/02/2016 76 03/02/2016 135 03/02/2016
18 03/02/2016 77 03/02/2016 136 03/02/2016
19 03/02/2016 78 03/02/2016 137 03/02/2016
20 03/02/2016 79 03/02/2016 138 03/02/2016
21 03/02/2016 80 03/02/2016 139 03/02/2016
22 03/02/2016 81 03/02/2016 140 03/02/2016
23 03/02/2016 82 03/02/2016 141 03/02/2016
24 03/02/2016 83 03/02/2016 142 03/02/2016
25 03/02/2016 84 03/02/2016 143 03/02/2016
26 03/02/2016 85 03/02/2016 144 03/02/2016
27 03/02/2016 86 03/02/2016 145 03/02/2016
28 03/02/2016 87 03/02/2016 146 03/02/2016
29 03/02/2016 88 03/02/2016 147 03/02/2016
30 03/02/2016 89 03/02/2016 148 03/02/2016
31 03/02/2016 90 03/02/2016 149 03/02/2016
32 03/02/2016 91 03/02/2016 150 03/02/2016
33 03/02/2016 92 03/02/2016 151 03/02/2016
34 03/02/2016 93 03/02/2016 152 03/02/2016
35 03/02/2016 94 03/02/2016 153 03/02/2016
36 03/02/2016 95 03/02/2016 154 03/02/2016
37 03/02/2016 96 03/02/2016 155 03/02/2016
38 03/02/2016 97 03/02/2016 156 03/02/2016
39 03/02/2016 98 03/02/2016 157 03/02/2016
40 03/02/2016 99 03/02/2016 158 03/02/2016
41 03/02/2016 100 03/02/2016 159 03/02/2016
42 03/02/2016 101 03/02/2016 160 03/02/2016
43 03/02/2016 102 03/02/2016 161 03/02/2016
44 03/02/2016 103 03/02/2016 162 03/02/2016
45 03/02/2016 104 03/02/2016 163 03/02/2016
46 03/02/2016 105 03/02/2016 164 03/02/2016
47 03/02/2016 106 03/02/2016 165 03/02/2016
48 03/02/2016 107 03/02/2016 166 03/02/2016
49 03/02/2016 108 03/02/2016 167 03/02/2016
50 03/02/2016 109 03/02/2016 168 03/02/2016
51 03/02/2016 110 03/02/2016 169 03/02/2016
52 03/02/2016 111 03/02/2016 170 03/02/2016
53 03/02/2016 112 03/02/2016 171 03/02/2016
54 03/02/2016 113 03/02/2016 172 03/02/2016
55 03/02/2016 114 03/02/2016 173 03/02/2016
56 03/02/2016 115 03/02/2016 174 03/02/2016
57 03/02/2016 116 03/02/2016 175 03/02/2016
58 03/02/2016 117 03/02/2016 176 03/02/2016
59 03/02/2016 118 03/02/2016 177 03/02/2016

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MINIMUM EQUIPMENT LIST

PREAMBLE
1. MEL Applicability
1.1

Aircraft Type Model Serial Number Registration Mark Operational Certification

Category Basis
SAAB 340B+ 408 A3-PUA Regular EASA TCDS
Passenger No.
Transport EASA.A.068

1.2 Name of the C of R holder of the aircraft: Real Tonga Limited

1.3 UNDER THE PROVISION OF RULE PART 91.537 and 539 HEREBY DIRECTS
THAT: “WHEN USING AN AIRCRAFT IN RELATION TO WHICH THIS MEL IS
IN FORCE, Real Tonga Limited MUST COMPLY WITH THIS PREAMBLE AND
THE CONDITIONS AND LIMITATIONS SPECIFIED IN THE MEL.”

1.4 Real Tonga is responsible for the management review and amendments to this MEL and
will be done so as per Real Tonga Amendment Procedures in the Management & Policy
Manual.

1.5 This MEL is to be read in conjunction with the Real Tonga Ltd General Operations
Manual and Operator’s Maintenance Manual.

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2. Introduction
2.1 All equipment installed in an aircraft in compliance with the airworthiness standards
and the operating rules must be operative. However, under Part 91.537 the operator may
approve defects in, or damage to, an aircraft as Inoperative instruments and equipment
where compliance with certain equipment requirements is not necessary in the interests of
safety under all operating conditions. The approval may take the form of an MEL.

2.2 Experience has shown that with the various levels of redundancy designed into
aircraft; the operation of every system or installed component may not be necessary when
the remaining operative equipment can provide the required level of safety. CAD approval
of certain Inoperative instruments and equipment in the form of an MEL provides the
operator with the authority to operate an aircraft with certain items or components
inoperative, provided CAD considers that an acceptable level of safety can be maintained
by appropriate operational limitations, transfer of functions to other operating
components/conditions or reference to other instruments or components that can provide
the required information.

2.3 By approval of the MEL, permission to dispatch the aircraft for flight with certain
items of equipment inoperative is granted provided that an acceptable level of safety is
maintained by use of appropriate operational or maintenance procedures, by transfer of
the function to another operating component, or by reference to other instruments
providing the required information.

Note: It does not imply that the aircraft may be operated with the item removed unless the
approved MEL explicitly allows the removal.

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3. Contents of MEL
3.1 The MEL does not include items that are always required such as wings, engines and
landing gear, nor is reference made to equipment such as passenger convenience items
which, when inoperative, do not obviously affect the airworthiness of an aircraft. It is
important to note that ANY ITEM WHICH IS RELATED TO THE
AIRWORTHINESS OF THE AIRCRAFT OR IS REQUIRED BY THE CIVIL
AVIATION RULES THAT IS NOT INCLUDED IN THE OPERATOR'S MEL MUST
ALWAYS BE OPERATIVE BEFORE A FLIGHT IS DISPATCHED. THE MEL
MUST NOT DEVIATE FROM THE AIRCRAFT FLIGHT MANUAL
LIMITATIONS, EMERGENCY PROCEDURES, AIRWORTHINESS DIRECTIVES
OR ETOPS REQUIREMENTS.

3.2 Mandatory amendment of the MEL will be required:

 when the applicable MMEL is amended so as to become more restrictive; or
 when required by CAD as a result of in-service experience ; or
 When new airworthiness or operational equipment or system standard is introduced.

4. Criteria for Dispatch

4.1 Prior to departure under the provisions of an MEL item the exact nature of the defect
shall be determined and compliance with all other requirements specified in the CARs,
AIP etc. ensured.

4.2 The Captain may accept a defect without consulting a LAME after doors are closed,
provided the defect is covered by a Minimum Equipment List item and does not require
a maintenance specific procedure to configure the airplane for flight.

4.3 All necessary operational control must be exercised to ensure that aircraft are not
dispatched or flown with multiple MEL items inoperative without first determining that
any interface or inter relationship between inoperative systems or components will not
result in a degradation in the level of safety and/or an undue increase in crew workload.

4.4 Irrespective of the provisions of the MEL, the pilot in command may require a defect to
be rectified after considering operational implications, multiple unserviceability’s, and
additional failures during continued operation with inoperative systems or components.

4.5 Where a PIC accepts an aircraft with an item of equipment inoperative as an MEL item,
the PIC shall ensure compliance with the intent of the preamble, the definitions,
conditions and limitations specified in the MEL as applicable to the inoperative item.

5. Maintenance Action
5.1 When it is determined that an item of equipment is inoperative, it must be reported by
making an entry in the aircraft Tech Log prior to further operation. The item must then
either be repaired or rectification may be deferred per the MEL or with a one-time
extension granted by the QAM or other approved means acceptable to CAD for
Category ‘B’ or ‘C’ Repair Intervals only. Cat ‘A’ and ‘D’ items are not allowed to be
extended under the CAR’s.

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5.2 When these actions are taken, an aircraft release to service certification in the aircraft
Tech Log, or other approved documentation, shall be carried out. Such action is required
prior to operation with any item of equipment inoperative and must contain a detailed
description of the inoperative item(s), special advice to the flight crew, if necessary, and
information about corrective action taken.

5.3 If inadvertent operation could produce a hazard, such equipment must be rendered
inoperative (physically) as given in the appropriate maintenance procedures.

5.4 The relevant Operational and Maintenance Procedures setting out the controls to
achieve the principles, without deviation, set out in this preamble have been developed
to ensure compliance with the conditions of the MEL and are also contained in Real
Tonga Limited General Operations Manual.

5.5 All ‘M’ actions are to be carried out in accordance with approved technical data and/or
as specifically directed by this MEL.

6. Repair Intervals
6.1 In order to maintain an acceptable level of safety and reliability, the MEL establishes
limitations on the duration of and conditions for operation with inoperative equipment.
This MEL is intended to permit operation with inoperative items for a period of time
until repairs can be carried out. Repairs of inoperative items, deferred in accordance
with the MEL, must be effected at or prior to the repair times established by the
following letter designator given in the “CAT” column of the MEL.

Category A: Items in this category shall be repaired within the time interval specified
in the remarks column of the MEL, adjacent to the item. Whenever the specified
interval is stated in cycles or flight time, the time interval begins with the next flight.

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 release or other approved document. For example, if it were
recorded at 10 a.m. on January 26th, the three-day interval would begin at midnight
January 26th and end at midnight January 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 release or other approved document. For example, if it were
recorded at 10 a.m. on January 26th the ten-day interval would begin at midnight on
January 26th and end at midnight on 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 release or other approved document.

6.2 The letter designators are inserted in column 2.

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Standard Notes and Definitions
1. System numbers are based on the Air Transport Association (ATA) Specification
number 100 and items are numbered sequentially.

2. Item (Column 1) means the aircraft component, system, instrument or equipment listed
in the “Item” column.

3. 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 MEL. Should the number be a variable (e.g. passenger cabin items) the MEL must
reflect the actual number installed or an alternate means of configuration control
approved by CAD.

4. Number Required for Dispatch (Column 3) is the minimum number (quantity) of items
required for operation provided the conditions and limitations specified in Column 4 are
met.

5. (If installed) in the item column indicates that the listed item is not applicable to all
models or configurations.

6. Remarks or Exceptions (Column 4) - 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.

7. 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.

8. AFM means Flight Manual for an aeroplane/rotorcraft as applicable.

9. “-” symbol in column 2 and/or 3 indicates a variable number (quantity) of the item
installed.

10. ER refers to extended range operations of a two-engine aeroplane, which has a type
design approval for ER operations and complies with the requirements of the applicable
CAR’s.

11. Flight Day means a 24-hour period (from 00.01 hrs to 23.59 hrs) either Coordinated
Universal Time (UTC) or local time, as established by the operator, during which at
least one flight is initiated for the affected aircraft.

12. Icing Conditions means an atmospheric environment that may cause ice to form on the
aircraft, engine intakes or in the engine(s).

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13. Alphabetical symbol in Column 4 indicates a proviso (condition or limitation) that must
be complied with for operation with the listed item inoperative.

14. 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 designed operating limits or tolerances. It does not imply that the aircraft may be
operated with the item removed.

15. Notes: provide additional information for Crew members 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.

16. 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 authorised per the MEL.)

17. References given such as “see 21-31-15” and “see AFM Limitations” are to bring
attention to certain interrelationships between the subject item and other MEL items or
AFM material. These references are intended to assist with compliance but do not
relieve the operator of the responsibility for determining such interrelationships.

18. ’(M)’ symbol indicates a requirement for a specific maintenance procedure, which must
be accomplished prior to operation with the listed item inoperative. Appropriate
procedures are required to be published as part of the operator's operations manual and
OMM.

19. ’(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.
Appropriate procedures are required to be published as a part of the operator's
Operations Manual and OMM.

20. 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 and included in the MEL procedures.

21. VFR means the Visual Flight Rules under the Civil Aviation Rules prescribed in Part 1
of the CARs.

22. 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 IFR.

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23. Visible Moisture means atmospheric environment containing water in any form that can
be seen in natural or artificial light; e.g. clouds, fog, rain, sleet, hail or snow.

24. 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.

25. *** Optional Equipment

26. Engine Indicating Crew Alerting System (EICAS), Electronic Centralised Aircraft
Monitoring System (ECAM) or similar systems that provide electronic messages refer
to a system capable of providing different priority levels of systems information
messages (e.g. Warning, Caution, Advisory, Status and Maintenance). Any aeroplane
discrepancy message that affects dispatchability will normally be at status message
level (e.g. Advisory Status) or higher.

27. 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 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 item of this type, a request
must be submitted to CAD. If the review results in approval the item will become an
MEL item rather than an administrative control item.

28. Excess Items mean those items that have been installed that are redundant to the
requirements.

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1 M.E.L. Procedures
01 – Placarding

Inoperative equipment listed in the OMEL and identified by an asterisk (*) must be
placarded.

The placard should preferably be a self-adhesive label with the caption “INOP” or
“INOPERATIVE EQUIPMENT” printed on it.

The labels should be attached conspicuously on or adjacent to, the equipment.

The aircraft technical log must be annotated to effect this action.

The person responsible for the clearing of the MEL must remove the placard, flight crew are
to ensure the placard is removed prior to flight after the MEL has been cleared

02 - Circuit Breakers

Where specified in the OMEL, circuit breakers are to be secured in the “OFF” position as
follows:

1. Pull and lock out the C/B using a collar or tie wrap.

2. Enter a statement of work performed in the aircraft technical log.

03 - Electrical Connector Stowage

Disconnected electrical connectors must be stowed as follows:

1. Cover the connector with a non-conductive material (polythene bag, heat shrink tubing
etc.) and secure in place with cord or tape.

2. Secure the connector to adjacent structure or support in a way, which will prevent
moisture ingress.

3. Cover equipment electrical connector with a plastic connector cap or electrical tape.

4. Annotate the aircraft technical log with a statement of the work carried out.

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LOG OF REVISIONS

REVISION DATE PAGE NUMBER (S) SIGNATURE /PRINTED

NUMBER INCORPORATED AFFECTED NAME FOR
INCORPORATION
1.0 03rd Feb 2016 All QAM – Murray Collings
(Initial Issue)
2.0 03rd Aug 2017 MC – Mesake Koroduadua

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MEL Items
ATA System and Item 2. Number Installed
Sequence Numbers
3. Number Required for Dispatch
Cat 4. Remarks or Exceptions
21 Air Conditioning

20-1 Recirculation Fans C 2 0 May be inoperative provided:

a) Associated Air Conditioning
Pack(s) operate normally, and
b) Remaining Recirculation Fan is
only run when associated Air
Conditioning Pack(s) are on-line.

NOTE:
With this item inoperative air
conditioning performance and
associated thermal comfort will be
degraded.
.

Placarding:

Where practical affix placard on or adjacent to the affected control, if not then to a location on the flight
deck clearly visible to both flight crew-members.

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ATA System and Item Sequence 2. Number Installed

Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

20-2 Avionic Rack Fan C 1 0 (M)(O) May be inoperative provided:

a) Both Air Conditioning Packs
operate normally,
b) Non-required or redundant
navigation equipment is
deactivated and alternate
procedures are established and
used,
c) DPU Fans and MPU Fan (if
installed) operate normally, and
d) Avionic Rack Door is removed if
cabin temperatures exceed 75
degrees F (24 degrees C) on the
ground.

NOTE: Depending on navigational

requirements and company
procedures, non-required or
redundant navigational equipment
could include: one DME (if two
installed), one ADF (if two
installed), HF Radio, ACARS,
one VHF Radio (if three installed
and Radio is not powered by an
Emergency Bus), MFD, Area
Nav.

Placarding:
Affix INOP placard adjacent to the AV fan CB.

Operating Procedures:
Prior to commencement of each flight or series of flights, the flight crew shall verify that both
Air Condition Packs operate normally as follows:
1. After engine start set the L RECIRC switch to ON (AIR COND panel).
2. Set the R BLD VALVE switch to OFF (AIR COND panel).
3. Set the L BLD VALVE switch to RESET/AUTO (AIR COND panel).
4. Set the L HP VALVE switch to AUTO (AIR COND panel).

Continues /…………

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20-2 Avionic Rack Fan Cont’

Operating Procedures Cont’

If hot temperature in the Cabin:
1. Set the CAB, IN temp selector to COLD (AIR COND panel).
2. Check for cold airflow from the Cabin Gaspers.
If cold temperature in the Cabin:
1. Check for hot airflow from the Cabin Gaspers.
2. Set the CABIN temp selector to HOT (AIR COND panel).
3. Set the L RECIRC switch to OFF (AIR COND panel).
4. Set the R RECIRC switch to ON (AIR COND panel).
5. Set the L BLD VALVE switch to OFF (AIR COND panel).
6. Set the R BLD VALVE switch to RESET/AUTO (AIR COND panel).
7. Set the R HP VALVE switch to AUTO (AIR COND panel).

If hot temperature in the Cockpit:

1. Set the F DECK temp selector to COLD (AIR COND panel).
2. Check for cold airflow from the Flight deck Gaspers. If cold temperature in the Cockpit:
3. Set the F DECK temp selector to HOT (AIR COND panel).
4. Check for hot airflow from the Flight deck Gaspers.

Maintenance Procedure

1. Prior to further operation of the aircraft after the Avionics Rack Fan has been reported in
operative, verify that the DPU fans are operative as follows:
a. Set the L and R BAT switch to ON (DC ELEC panel).
b. Set the L and R AVION switch to ON (DC ELEC panel).
c. The DPU fans can easily be heard with the Avionics Door open but also physically feel
for a cool airflow above the DPUs.
2. Remove the Avionics Door to prevent possible rack over temperature.
3. Switch off optional equipment not required for safe operations, and not applicable to
operational navigation, by pulling the appropriate Circuit Breakers:
a. One DME if two installed (E–17 or L–16)
b. One ADF if two installed (E–18 or L–17)
c. HF (E–14)
d. ACARS (N–18,N–19)
e. VHF3 (L–14)
f. MFD (G–18)
g. AREA NAV (N–17)
h. ACAS/TCAS (L–19)

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

20-3 Avionic Rack Fan Failure

C 1 0 (M)(O) May be inoperative provided:
Indication
(AVIONICS VENT on CWP) a) Both Air Conditioning Packs
operate normally,
b) DPU fans and non-required or
redundant navigation equipment
is deactivated and alternate
procedures are established and
used
c) See previous entry
d) Avionics Rack Door is removed
if cabin temperatures exceed 75
degrees F (24 degrees C) on the
ground.

NOTE:
Depending on navigational requirements and company procedures, non-required or redundant
navigational equipment could include: one DME (if two installed), one ADF (if two installed), HF
Radio, ACARS, one VHF Radio (if three installed and Radio is not powered by an Emergency Bus),
MFD, and Area Navigation.

Placarding:

Where practical affix placard on or adjacent to the affected control, if not then to a location on the
flight deck clearly visible to both flight crew-members.
Operating Procedures
1. Check that the Avionic Rack Fan operates normally.
a) Set the L and R BAT switch to ON (DC ELEC panel).
b) Set the right TEMP SELECT switch to neutral position (AIR COND panel).
c) Set the ESS AVION switch to ON (DC ELEC panel). – The fan can easily be heard and
not to be mistaken of the sound from the Cockpit Temperature Sensor.

OR
Continues /………..

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20 - 3 Avionic Rack Fan Failure Indication (AVIONICS VENT on CWP)

Operating Procedures Cont’
2. Check that both Air Condition Packs operate normally.
a) After engine start set the L RECIRC switch to ON (AIR COND panel).
b) Set the R BLD VALVE switch to OFF (AIR COND panel).
c) Set the L BLD VALVE switch to RESET/AUTO (AIR COND panel).
d) Set the L HP VALVE switch to AUTO (AIR COND panel).
If hot temperature in the Cabin:
e) Set the CABIN temp selector to COLD (AIR COND panel) - Check for cold airflow from
the Cabin Gaspers.
If cold temperature in the Cabin:
f) Set the CABIN temp selector to HOT (AIR COND panel) - Check for hot airflow from the
Cabin Gaspers.
g) Set the L RECIRC switch to OFF (AIR COND panel).
h) Set the R RECIRC switch to ON (AIR COND panel).
i) Set the L BLD VALVE switch to OFF (AIR COND panel).
j) Set the R BLD VALVE switch to RESET/AUTO (AIR COND panel).
k) Set the R HP VALVE switch to AUTO (AIR COND panel).
If hot temperature in the Cockpit
l) Set the F DECK temp selector to COLD (AIR COND panel) - Check for cold airflow from
the Flight deck Gaspers.
If cold temperature in the Cockpit:
m) Set the F DECK temp selector to HOT (AIR COND panel) - Check for hot airflow from
the Flight deck Gaspers.

Maintenance Procedures:
1. Switch off optional equipment not required for safe operations, and not applicable to operational
navigation, by pulling the appropriate Circuit Breakers:
a) One DME if two installed (E–17 or L–16)
b) One ADF if two installed (E–18 or L–17)
c) HF (E–14)
d) ACARS (N–18,N–19)
e) VHF3 (L–14)
f) MFD (G–18)
g) AREA NAV (N–17)
h) ACAS/TCAS (L–19)
2. Open the Avionics Door and check that the DPU Fans operate normally.
a. Set the L and R BAT switch to ON (DC ELEC panel).
b. Set the L and R AVION switch to ON (DC ELEC panel) - The DPU Fans can easily be
heard but also physically feel for a cool airflow above the DPUs. Remove the door if the
cabin temperature is above +24 C (+75F) to prevent possible rack over temperature.

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

31-1 Cabin Pressure Control Systems B 2 0 (M)(O) Both Manual and Automatic
Cabin Pressure Control Systems may be
inoperative provided:
a) Primary Outflow Valve is, either,
removed, or secured open by a
procedure endorsed by Saab,
b) If operating normally, PRESS
DUMP Switch (on Emergency
Panel) is ON, and
c) Flight is conducted in an Accepted
unpressurized configuration.
B 1 0 (O) May be inoperative provided:
1) Manual Pressurization
Control System a) Automatic Pressurization Control
System operates normally, and
b) Pressure Dump System is verified
to operate normally.

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Placarding:
Affix INOP placard to the cabin pressure control panel on the centre console.

Operating Procedures:
Prior to the commencement of each flight or series of flights with the manual system inoperative the
flight crew shall perform a check of the Auto Pressurisation Control System and Pressure Dump
System with both engines running in Flight Idle as follows:
1. Set the L+R BLD VALVE switch to RESET/AUTO (AIR COND panel).
2. Set the L+R HP VALVE switch to AUTO (AIR COND panel).
3. Set the MODE selector switch to AUTO (Centre pedestal).
4. Set the landing altitude to 1000 feet below the actual airport elevation (Centre pedestal).
5. Set Barometric set knob to actual airfield pressure + 1.0 in HG (Centre pedestal).
6. Set the CAB PRESS test switch in up position (TEST 2 panel).
7. Correct function of the Automatic Pressurisation System is indicated by:
8. An increase in DIFF PRESS (Max obtainable diff pressure is 0.4 - 0.5 psi).
9. CABIN ALT to decrease.
10. Set the PRESS DUMP switch to ON (EMERGENCY panel).
11. Correct function of Pressure Dump System is indicated by the diff. pressure decreasing to
0.1 +/- 0.3 psi.
Continues /…….

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 Minimum Equipment List

31-1 Cabin Pressure Control Systems Cont’

Operating Procedures Cont’

Prior to commencement of each flight or series of flights with both MAN & AUTO SYSTEMS
inoperative the flight crew shall set the PRESS DUMP switch to ON on the EMERGENCY control
panel.

Maintenance Procedures
Prior to further operation of the aircraft after manual and auto cabin pressure control systems have
been reported inoperative remove the Primary Outflow Valve as follows:
1. Pull and secure CB 1HB CAB PR CTL & EM DUMP (G-7) also CB 2HB CABIN
PRESS/AUTO DUMP (M-6);
2. Disconnect, tag, cap and secure the Outflow Valve electrical connections;
3. Disconnect, tag, cap and secure all hoses on the Outflow Valve;
4. Release nut of T-bolt on coupling to remove coupling from Bulkhead Flange;
5. Pull out, remove and tag the Outflow Valve;
6. Cap all the Valve Pressure Ports;
7. Remove the Coupling;
8. Remove the O-ring from the groove in the Flange;
9. Reset CB 2HB CABIN PRESS/AUTO DUMP (M-6).

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

31-2 Pressure Dump System B 1 0 M)(O)May be inoperative provided:

a) Primary Outflow Valve is, either,
removed, or secured open by a
procedure endorsed by Saab, and
b) Flight is operated in an Accepted
unpressurized configuration.

Placarding:

Where practical affix placard on or adjacent to the affected control, if not then to a location on the
flight deck clearly visible to both flight crew-members.

Operating Procedures:

The flight is to be conducted in an unpressurized configuration. Set the PRESS DUMP switch to
ON (EMERGENCY panel).

Maintenance Procedures:

Removal of the Primary Outflow Valve as follows:

1. Pull and secure CB 1HB CAB PR CTL & EM DUMP (G–7) also CB 2HB CABIN
PRESS/AUTO DUMP (M–6).
2. Disconnect, tag, cap and secure the Outflow Valve electrical connections.
3. Disconnect, tag, cap and secure all hoses on the Outflow Valve.
4. Release nut of T–bolt on coupling to remove coupling from bulkhead flange.
5. Pull out, remove and tag the Outflow Valve.
6. Cap all the Valve Pressure Ports.
7. Remove the Coupling.
8. Remove and discard the O–ring from the groove in the Flange.
9. Reset CB 2HB CABIN PRESS/AUTO DUMP (M–6)

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

31-3 Outflow Valves B 2 0 (M)(O)May be inoperative provided:

a) Primary Outflow Valve is, either,
removed, or secured open by a
procedure endorsed by Saab,
b) If operating normally, PRESS
DUMP Switch (on Emergency
Panel) is ON, and
c) Flight is operated in an Accepted
unpressurized configuration.

Placarding:

Affix INOP placard to the cabin pressure control panel on the centre console.

Operating Procedures:

The flight will be conducted in an unpressurized configuration. Set the PRESS DUMP switch to ON
(EMERGENCY panel).

Maintenance Procedures:

Removal of the Primary Outflow Valve.

1. Pull and secure CB 1HB CAB PR CTL & EM DUMP (G–7) also CB 2HB CABIN
PRESS/AUTO
2. DUMP (M–6).
3. Disconnect, tag, cap and secure the Outflow Valve electrical connections.
4. Disconnect, tag, cap and secure all hoses on the Outflow Valve.
5. Release nut of T–bolt on coupling to remove coupling from Bulkhead Flange.
6. Pull out, remove and tag the Outflow Valve.
7. Cap all the Valve Pressure Ports.
8. Remove the Coupling.
9. Remove and discard the O–ring from the groove in the Flange.
10. Reset CB 2HB CABIN PRESS/AUTO DUMP (M–6).

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

33-1 CABIN RATE Indicator C 1 0 (O)May be inoperative provided:

a) Automatic Pressurization Control
System operates normally, and
b) Cabin Differential Pressure (DIFF
PRESS) Indicator and Cabin Altitude
(CABIN ALT) Indicator are verified to
operate normally.

B 1 0 (O)May be inoperative provided:

a) If operating normally, PRESS DUMP
Switch (Emergency Panel) is ON, and
b) Flight is operated in an Accepted
unpressurized configuration.

Placarding:

Affix INOP placard to the face of the cabin rate indicator.

Operating Procedures:

1. Prior to departure for each flight or series of flights, with both engines running at flight idle the flight
crew shall verify cabin diff and cabin alt indicators are operative as follows:
a. Set the L+R BLD VALVE switch to RESET/AUTO (AIR COND panel).
b. Set the L+R HP VALVE switch to AUTO (AIR COND panel).
c. Set the MODE selector switch to AUTO (Centre pedestal).
d. Set the landing altitude to 1000 feet below the actual airport elevation (Centre pedestal).
e. Set Barometric set knob to actual airfield pressure + 1.0 in HG (Centre pedestal).
f. Set the CAB PRESS test switch in up position (TEST 2 panel).
2. Correct function of the Cabin Differential Pressure Indicator and Cabin Altitude Indicator are
indicated by: An increase in DIFF PRESS (Max obtainable diff pressure is 0.4 - 0.5 psi). CABIN
ALT to decrease.

OR

1. If the aircraft is to be operated unpressurised, prior to commencement of each flight or series of

flights, the flight crew shall set the PRESS DUMP switch to ON on the EMERGENCY control
panel.

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

33-2 Cabin Altitude (CABIN ALT) C 1 0

(O)May be inoperative provided:
Indicator
a) Cabin Differential Pressure (DIFF
PRESS) Indicator operates normally,
and
b) A chart is readily available to the crew
to convert cabin differential pressure to
cabin altitude.

B 1 0 (O)May be inoperative provided:

a) If operating normally, PRESS DUMP
Switch (Emergency Panel) is ON, and
b) Flight is operated in an Accepted
unpressurized configuration.

Placarding:

Affix INOP placard to the face of the CABIN ALT indicator.

Operating Procedures:

1. Prior to departure for each flight or series of flights, with both engines running at flight idle the flight crew
shall verify cabin diff indicator is operative as follows:
a) Set the L+R BLD VALVE switch to RESET/AUTO (AIR COND panel).
b) Set the L+R HP VALVE switch to AUTO (AIR COND panel).
c) Set the MODE selector switch to AUTO (Centre pedestal).
d) Set the landing altitude to 1000 feet below the actual airport elevation (Centre pedestal).
e) Set Barometric set knob to actual airfield pressure + 1.0 in HG (Centre pedestal).
f) Set the CAB PRESS test switch in up position (TEST 2 panel).

2. Correct function of the Cabin Differential Pressure Indicator is indicated by: - An increase in DIFF PRESS
(Max obtainable diff pressure is 0.4 - 0.5 psi).
3. During flight the flight crew shall use the SAAB 340 Digital CPCS Auto-Schedule Chart at Appendix 2 to
monitor cabin altitude.

OR

1. If the aircraft is to be operated unpressurised, prior to commencement of each flight or series of flights, the
flight crew shall set the PRESS DUMP switch to ON on the EMERGENCY control panel.

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

33-3 Cabin Differential Pressure C 1 0

O) May be inoperative provided:
(DIFF PRESS) Indicator
a) Cabin Altitude (CABIN ALT)
Indicator operates normally, and
b) A chart is readily available to the crew
to convert cabin altitude to differential
pressure.

B 1 0 (O) May be inoperative provided:

a) If operating normally, PRESS DUMP
Switch (Emergency Panel) is ON, and
b) Flight is operated unpressurized at or
below 10,000ft

Placarding:

Affix INOP placard to the face of the CABIN DIFF PRESS indicator.

Operating Procedures:

1. Prior to departure for each flight or series of flights, with both engines running at flight idle the flight
crew shall verify cabin diff indicator is operative as follows:
a) Set the L+R BLD VALVE switch to RESET/AUTO (AIR COND panel).
b) Set the L+R HP VALVE switch to AUTO (AIR COND panel).
c) Set the MODE selector switch to AUTO (Centre pedestal).
d) Set the landing altitude to 1000 feet below the actual airport elevation (Centre pedestal).
e) Set Barometric set knob to actual airfield pressure + 1.0 in HG (Centre pedestal).
f) Set the CAB PRESS test switch in up position (TEST 2 panel).

2. Correct function of the Cabin Altitude Indicator is indicated by: - CABIN ALT to decrease
3. During flight the flight crew shall use the chart at page 21-12 to monitor cabin altitude.

OR

1. If the aircraft is to be operated unpressurised, prior to commencement of each flight or series of

flights, the flight crew shall set the PRESS DUMP switch to ON on the EMERGENCY control panel.

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

33-4 Cabin Altitude/Differential B 1 0 (O)May be inoperative provided:

Pressure
If operating normally, PRESS DUMP
(CABIN PRESS) Warning Switch (Emergency Panel) is ON, and
System on CWP Flight is operated unpressurised at or below
10,000ft.MSL

Placarding:

Affix INOP placard above the central warning panel.

Operating Procedures:

1. Prior to departure for each flight or series of flights, with both engines running at flight idle the flight crew
shall verify cabin alt indicator is operative as follows:
a. Set the L+R BLD VALVE switch to RESET/AUTO (AIR COND panel).
b. Set the L+R HP VALVE switch to AUTO (AIR COND panel).
c. Set the MODE selector switch to AUTO (Centre pedestal).
d. Set the landing altitude to 1000 feet below the actual airport elevation (Centre pedestal).
e. Set Barometric set knob to actual airfield pressure + 1.0 in HG (Centre pedestal).
f. Set the CAB PRESS test switch in up position (TEST 2 panel).

2. Correct function of the Cabin Altitude Indicator is indicated by CABIN ALT to decrease.

3. During flight the flight crew shall use the SAAB 340 Digital CPCS Auto-Schedule Chart at Appendix A
to monitor cabin altitude.

OR

1. If the aircraft is to be operated unpressurised, prior to commencement of each flight or series of

flights, the flight crew shall set the PRESS DUMP switch to ON on the EMERGENCY control
panel.

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

40-1 Cabin Auxiliary Ground D 1 0 (M) May be inoperative provided:

Heating System
a) System is deactivated by
pulling and collaring the
associated Circuit Breaker,
b) Cabin Auxiliary Ground
***OPTIONAL EQUIPMENT Heating System (AUX HEAT)
Switch remains OFF,
and
(Installed IAW STC No. SA8114SW) c) Associated Supplemental Air
Conditioning is considered
inoperative and Supplemental
Air Conditioning (SUPP A/C)
Switch remains OFF.

NOTE: Deactivation of the Cabin Auxiliary Ground Heating System also deactivates the
Supplemental Air Conditioning System.

Placarding:
Affix INOP placard on the SUPP A/C panel above the related AUX HEAT Switch.

Operating Procedures:
Prior to engine start at the commencement of each flight, the flight crew shall verify that the:
1. The Cabin Auxiliary Ground Heating Switch is OFF and remains OFF.
2. The supplemental Air conditioning Switch is OFF and remains OFF.

Maintenance Procedure:
Prior to further operation of the aircraft after the AUX HEAT is reported inoperative,
1. The system must be deactivated by pulling and collaring the AFT AIR COND/AUX HEAT
CONTROL CB

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

50-1 Air Conditioning Packs (M)(O)One may be inoperative provided:

***OPTIONAL EQUIPMENT B 2 1
a. Avionics Fan is verified to operate
(Mod. 2305 installed)
normally,
b. If right Air Conditioning Pack is
inoperative, all Windshield Heaters
operate normally,
c. Ambient Air (Ram Air) Intake is
extended,
d. Associated Bleed Valve (BLD
VALVE) Switch remains
CLOSED,
e. Associated Recirculation (L/R
RECIRC) Fan remains OFF,
f. Flight time is limited to 2 hours or
less, and aircraft is not dispatched if
ground or flight temperatures are
above ISA +20 deg C, or below
ISA -20 deg C,
g. Airplane is not operated in known
or forecast icing conditions,
h. MEA's on planned route of flight
are 8,000 feet MSL, or less, and
i. Alternate Abnormal Procedures for
loss of a second Air Conditioning
Pack are established and used.

NOTES:
1. Icing Conditions exist any time weather conditions meet visibility and temperature Limits
specified in the AFM for operation of Wing and Stabilizer De Icer Boots, and any time
airplane ice accretion is known or is predicted to occur.

2. If the second pack fails in flight this side’s BLD VALVE and RECIRC FAN switches must
be set to CLOSED/OFF. The Ground Communication Hatch must be secured in open
position. Pressure altitude must be at or below 8000 ft. and the airspeed must be kept above
210 KIAS, except for landing. To facilitate cabin ventilation, it is advisable to keep the
Cockpit Entrance Door open. In order to comply with above requirements, max
recommended operating altitude is FL200 .
Continues /………….

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50-1 Air Conditioning Packs (Mod. 2305 installed) Cont’

Placarding:

Affix INOP placard on the AIR COND panel above the related temperature control switch.

Operating Procedures:

Prior to engine start at the commencement of each flight, the flight crew shall verify that the
Avionics Rack Fan is operative as follows:
1. Set the L and R BAT switch to ON (DC ELEC panel).
2. Set the right TEMP SELECT switch to neutral (AIR COND panel).
3. Set the ESS AVION switch to ON (DC ELEC panel); the fan noise is distinctive and is
easily heard from the cockpit.

If the second pack fails during flight, the flight crew shall:
1. Continue the flight at or below 8,000ft MSL.
2. Maintain airspeed above 210 Knots, except for landing.
3. Cockpit entrance door may be kept open to improve cabin ventilation.

Maintenance Procedures:

Prior to further operation of the aircraft after an Air Conditioning Pack is reported inoperative, the
Ambient Air (Ram Air) Intake System is to be extended as follows:
1. Open the normal ground Air Connection panel and remove the screw on the inside.
2. Extend the intake and secure with the same screw from the outside position.

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

50-2 Supplemental Air Conditioning

Systems D 1 0 (M) May be inoperative provided:
1) Single Condenser Systems a) System is deactivated by
pulling and collaring the
associated Circuit Breaker,
***OPTIONAL EQUIPMENT b) Supplemental Air Conditioning
(SUPP A/C) Switch remains OFF,
Installed IAW STC and
No.SA7971SW c) Associated Cabin Auxiliary
Ground Heating System is
considered inoperative and
associated AUX HEAT Switch
remains OFF.

NOTE: Deactivation of the Supplemental Air Conditioning System also deactivates the Cabin
Auxiliary Ground Heating System.

Placarding:

Affix INOP placard on the SUPP A/C panel above the related SUPP A/C Switch.

Operating Procedures:
Prior to engine start at the commencement of each flight, the flight crew shall verify that the:
1. The supplemental Air conditioning Switch is OFF and remains OFF.
2. The Cabin Auxiliary Ground Heating Switch is OFF and remains OFF

Maintenance Procedure:
Prior to further operation of the aircraft after the Supplemental A/C is reported inoperative,
1. The system must be deactivated by pulling and collaring the AFT AIR COND/AUX HEAT
CONTROL CB

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

60-1 Compressor/Duct B 2 1 (M)(O)One may be inoperative provided:

Overtemperature (L/R DUCT
OV TEMP) a. Avionics Fan is verified to operate
(Caution Indicators on normally,
Overhead Air Conditioning b. If Right Air Conditioning Pack is
Panel Mod. 2305 installed) inoperative, all Windshield Heaters
operate normally,
c. Ambient Air (Ram Air) Intake is
extended,
d. Associated Bleed Valve (BLD
VALVE) Switch remains
CLOSED,
e. Associated Recirculation (L/R
RECIRC) Fan remains OFF,
f. Flight time is limited to 2 hours or
less, and aircraft is not dispatched if
ground or flight temperatures are
above ISA +20 deg C, or below
ISA -20 deg C,
g. Airplane is not operated in known
or forecast icing conditions,
h. MEA's on planned route of flight
are 8,000 feet MSL, or less, and
i. Alternate Abnormal Procedures for
loss of a second Air Conditioning
Pack are established and used.

NOTE:

If the second pack fails in flight this side’s BLD VALVE and RECIRC FAN switches must be set to
CLOSED/OFF. The Ground Communication Hatch must be secured in open position. Pressure
altitude must be at or below 8000 ft. and the airspeed must be kept above 210 KIAS, except for
landing. To facilitate cabin ventilation, it is advisable to keep the Cockpit Entrance Door open. In
order to comply with above requirements, max recommended operating altitude is FL200.

Continues /………….

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21-60-1 Compressor/Duct Overtemperature (L/R DUCT OV TEMP) Caution Indicators on

Overhead Air Conditioning Panel Cont’

Placarding:

Affix INOP placard on the AIR COND panel above the related temperature control switch.

Operating Procedures:

Prior to engine start at the commencement of each flight, the flight crew shall verify that the
Avionics Rack Fan is operative as follows:
1. Set the L and R BAT switch to ON (DC ELEC panel).
2. Set the right TEMP SELECT switch to neutral (AIR COND panel).
3. Set the ESS AVION switch to ON (DC ELEC panel); the fan noise is distinctive and is
easily heard from the cockpit.

If the second pack fails during flight, the flight crew shall:
1. Continue the flight at or below 8,000ft MSL.
2. Maintain airspeed above 210 Knots, except for landing.
3. Cockpit entrance door may be kept open to improve cabin ventilation.

Maintenance Procedures:

Prior to further operation of the aircraft after an Air Conditioning Pack is reported inoperative, the
Ambient Air (Ram Air) Intake System is to be extended as follows:
1. Open the normal ground Air Connection panel and remove the screw on the inside.
2. Extend the intake and secure with the same screw from the outside position.
.

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

60-2 Cabin and Flight Deck C 2 0 (O)One may be inoperative provided:

Automatic (AUTO)
Temperature Control Systems a. Associated Manual Temperature
Control System(s) operate
normally,
b. Cabin Temperature Indicator, and L
DUCT Temperature Indicator (if
installed) operate normally,
c. Associated Recirculation Fan(s)
operate normally, and their
respective L/R RECIRC Switches
remain ON, and Alternate manual
heating and cooling procedures are
established and used.

Placarding:

Affix INOP placard on the AIR COND panel above the related temperature control switch.

Operating Procedures:

1. As the temperature limit circuits are deactivated in manual mode, care must be taken not to
obtain a temperature below freezing in the distribution duct. Prior to the commencement of
each flight the flight crew shall select the related RECIRC FAN to ON.

Note: A temperature below freezing is indicated by “snow” blowing through the gaspers or
frost freezing in the gasper nozzles. This condition can block the system causing an
overpressure high enough to damage the distribution ducting or coves.

2. As soon as convenient after takeoff, the flight crew shall operate the related temperature
control manually as follows:
a. Move the related TEMP SELECT switch/s to HOT and hold for eight (8) seconds to
achieve a reference position.
b. Move the related TEMP SELECT switch/s to COLD and hold for three (3) seconds,
this will locate the valve in the mid position.
c. Allow the system to stabilise for approximately five (5) minutes and then adjust the
temperature by momentarily moving the related TEMP SELECT switch/s to HOT or
COLD as required.

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
21 Air Conditioning Cont’ Cat 4. Remarks or Exceptions

60-3 Cabin and Flight Deck Manual C 2 0 May be inoperative provided associated
Temperature Control Systems Automatic (AUTO) Temperature Control
System(s) operate normally.

60-4 CABIN Temperature, and, for C 1 0 May be inoperative provided Cabin and
Aircraft Serial No 139 and Flight Deck Automatic (AUTO)
above, L DUCT Temperature Temperature Control Systems operate
normally.
Indicator

NOTE: The CABIN sensing position is

installed on the Temperature Indicators of
all aircraft. Aircraft Serial Number 139,
and above, also have an L DUCT sensing
position on the Temperature Indicator.

Placarding:

Affix INOP placard on the AIR COND panel above the related TEMPERATURE CONT.

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
Cat 4. Remarks or Exceptions
22 Auto Flight
10-1 - Autopilot System
B 1 0 One or all modes may be inoperative
provided the Autopilot is not required
for proposed flights.

Notes:
1. For single Pilot IFR – RPT
Operations the autopilot must be
operative
2. Any mode which functions
normally may be used.

10-3 Yaw Damper System B 1 0

May be inoperative provided:
a. Autopilot is considered inoperative,
and
b. Operational procedures and/or
approach minimums do not require
its use.

Placarding:

For 10-1 Fit INOP placard adjacent to the related Flight Director Controller.
For 10-3 Affix INOP placard on the AP Control panel, adjacent to the Yaw Damper engage lever.

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
22 Auto Flight Cont’ Cat 4. Remarks or Exceptions

10-4 Autopilot Control Wheel

Disengage Switches C 2 1 (0) One may be inoperative provided:
a. the autopilot is not used below 1500
feet AGL, and
b. Approach minimums do not require
use of Autopilot System.

Both may be inoperative provided:

B 2 0 a. Autopilot is considered inoperative,
and
b. Operational procedures and/or
approach minimums do not require
its use.

10-5 Autopilot Disconnect Aural May be inoperative provided:

B 1 0
Alert a. Autopilot is considered inoperative,
and
b. Operational procedures and/or
approach minimums do not require
its use.

10-6 Autopilot Panel Transfer Button May be inoperative provided LH and

C 1 0 RH EADI Autopilot annunciators are
Light
serviceable.

Placarding:

Affix INOP placard on the AP Control panel.

Operating Procedures:

10-4 In the event of failure of the operative Control Wheel Disengage Switch, flight crew shall
disengage the autopilot using one of the following:
1. G/A button on the Power Levers.
2. A/P levers on the Autopilot panel.
3. Main Pitch Trim switches on the Control Wheels.
4. Standby Pitch Trim switches on the pedestal.
5. The aural alert may be turned off by pulling the A/P and F/D circuit breakers (G12-3 and
N10-11)

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
Cat 4. Remarks or Exceptions
23 Communications

10-1 VHF D 2 1 (O)(M) VHF 2 may be inoperative

provided:
a) flight is not predicated on its use, and
b) the Inoperative Radio(s) are
deactivated.
Note: the VHF 1 is powered by an
Emergency Bus, and must be operative.
1) VHF Comm Control Units

1) Transfer Buttons C - 0 May be inoperative

2) Frequency Selector Knobs C - 2 Two required for dispatch

3) Frequency Displays C - 2 Two required for dispatch

10-4 HF
*Flights within range of VHF D 1 0 (O)(M) May be inoperative provided flight
communication systems. is not predicated on its use and ELT
operates normally.

10-5 HF
*Flights not within range of VHF A 1 0 (O)(M) May be operated for one flight only
communication systems. to a base where repairs can be carried out,
provided:
a) the satellite communications system is
operative.
b) the inoperative system is deactivated.

Placarding:

Affix INOP placard on or adjacent to the related controller/s.

Operating Procedures:
Prior to departure the flight crew shall consult Jeppesen Airways Manual / AIP and establish that the
communication equipment necessary for the flight meets the enroute and destination requirements and is
operative.

Maintenance Procedure
Inoperative radio is to be deactivated by pulling the CB

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
Cat 4. Remarks or Exceptions
23 Communications

15-1 Satellite Communications D 1 0 (O)(M) May be inoperative provided:

*Domestic Operation a) VHF 1 & VHF 2 are operative, or
one VHF 1 and the HF system are
operative, and
b) the inoperative system is
deactivated.
Note: VHF 1 is powered by the Emergency
Bus, and must be operative.

15-2 Satellite Communications

(O)(M) May be operated for one flight only
*Regional Operation A 1 0 to a base where repairs can be carried out,
provided:
a) the HF system is operative, and

b) the inoperative system is

deactivated.

Placarding:

Affix INOP placard on or adjacent to the related controller/s.

Operating Procedures:
Prior to departure the flight crew shall consult Jeppesen Airways Manual / AIP and establish the
communication equipment necessary for the flight meets the enroute and destination requirements and is
operative.

Maintenance Procedure
Inoperative system is to be deactivated by pulling the CB

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
23 Communications Cont’ Cat 4. Remarks or Exceptions

30-1 Passenger Address System (PA)

B 1 0
1) Passenger Configuration (O) May be inoperative for crew only on
board provided cabin/cockpit interphone
system is operative provided:
a) Alternate normal, abnormal, and
emergency procedures, and/or
operating restrictions are established
and used, and
b) Flight Attendant Alerting System
(Audio and Visual) operates normally.

C 1 0 (O) May be inoperative for aerial work and

charter operations provided cabin/cockpit
interphone system is operative and an
operative electronic megaphone is available
to cabin crew for passenger briefing.
NOTES:
a) PA system must be operative for RPT
operations
b) Any station function(s) that operate
normally may be used.

a) Lavatory Speaker C 1 0 (O) May be inoperative provided alternate

procedures are established and used.
.

Placarding:

Affix INOP placard on or adjacent to the related controller/s.

Operating Procedures:
Cabin Crew must:
1. use the megaphone to address the passengers;
2. make the passengers aware that the PA system is inoperative and that the megaphone will be used;
3. brief passengers verbally in accordance with the Flight Attendant Manual.

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
23 Communications Cont’ Cat 4. Remarks or Exceptions

30-2 Crew member Interphone

System(s)

1) Passenger Configuration Flight (O) May be inoperative provided an

B 1 0
Deck- to-Cabin, Cabin-to- Alternate normal, abnormal, and emergency
Flight Deck Function(s) procedures, and/or operating restrictions are
established and used, and

D 1 0 May be inoperative provided the flight is

conducted without passengers.

a) Flight Deck Handset System C 1 0 (O)May be inoperative provided:

a) Headset Function of Flight Deck to
Cabin Crew member Interphone
System operates normally, and
b) Alternate procedures are Established
and used.

D 1 0 May be inoperative provided the flight is

conducted without passengers.

b) Crew member Interphone

Alerting System (Audio/Visual)
B 1 0 (O)May be inoperative provided:
1) Flight Deck Call, Visual a) Headset Function of Flight Deck to
Alerting System Cabin Crew member Interphone
System operates normally, and
b) Alternate procedures are Established
and used.

B 1 0 (O)May be inoperative provided:

2) Flight Attendant Call,
Visual Alerting System a) Passenger Address (PA) System
operates normally, and
b) Alternate procedures for contacting
flight attendants are established and
used.
Continues /……

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
23 Communications Cont’ Cat 4. Remarks or Exceptions

30-2
b) Crew member Interphone
Alerting System
(Audio/Visual) Cont’
1
(O)May be inoperative provided:
B 0
3) Flight Attendant Call, a) Passenger Address (PA) System
Audio Alerting System operates normally, and
b) Alternate procedures for contacting
flight attendants are established and
used.

NOTE 1: Passenger to Flight Attendant

Call System is considered Non-
Essential Equipment and Furnishings
(NEF).
NOTE: 2: Any Visual Alerting System
Function(s) that operates Normally may
be used.

Placarding:

Affix INOP placard on or adjacent to the related controller/s.

Operating Procedures:
1. The Senior Cabin Crew Member must be seated in a seat where the inter-com to the cockpit
is serviceable.
2. If the Cabin Interphone handset is inoperative, the passenger briefing will be carried out by
the Flight Attendant using the Cockpit Interphone handset and the PA system. The Cockpit
Door shall remain open during the passenger briefing.
3. For normal communications the Flight Crew shall contact the Flight Attendant by using the
PA system.
4. For emergency communication the Flight Crew shall contact the Flight Attendant by using
the Emergency Call button on the cockpit handset holder.
5. The flight attendant shall signal the flight crew on the cabin secure by pressing the call
button twice
6. and turning the Cabin Secure light on.

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
23 Communications Cont’ Cat 4. Remarks or Exceptions

35-1 Active Noise Control System D 1 0 (M) May be inoperative provided

***OPTIONAL EQUIPMENT the system is deactivated.

Placarding:
Affix INOP placard on or adjacent to the ANC Status lights on the Flight Attendants Panel.

Maintenance Procedures:
1. Deactivation of the Active Noise Control.
A. On the RH circuit breaker panel 10VU pull and secure Circuit Breaker NOISE
CTL PWR (M–16).
B. Make appropriate entry in the aircraft log book.

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
23 Communications Cont’ Cat 4. Remarks or Exceptions

50-2 Cockpit Loudspeakers C 2 0 (O)May be inoperative provided:

Pilot to Pilot Intercom System is
verified to operate normally before
departure, and
Pilots wear operative headsets
throughout flight.

50-3 Ground-To-Cockpit Intercom C 1 0 (O)May be inoperative provided

System alternate ground-cockpit
communication procedures are
established and used.

D 0 May be inoperative provided

1
procedures do not require its use

50-5 Boom Microphones A 2 0 May be inoperative provided:

a) Normally operating Hand-Held
Microphone(s) are installed on affected
side(s),
b) Flight Data Recorder (FDR) operates
normally, and
c) Repairs are made within three flight
days.

Placarding:

Fit INOP placard on the CVR Panel.

Operating Procedures:
50-2 Pilots to wear operative headsets throughout the flight
50-3 Standard Aviation hand signals are to be used

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
23 Communications Cont’ Cat 4. Remarks or Exceptions

70-1 Cockpit Voice Recorder (CVR) A 1 0 (O) May be inoperative for a period of
3 days provided:
a) The aircraft does not depart an
airport where spare parts, qualified
staff, suitable facilities &
equipment are available to replace
the unserviceable unit and
b) The Flight Data Recorder is
operative, and
c) Must be serviceable for training or
test flights.

Placarding:

Fit INOP placard on the CVR Panel.

Operating Procedures:
1. Ensure that the aircraft does not depart an airport where spare parts, qualified staff, suitable
facilities and equipment are available to replace the unserviceable unit and
2. Ensure that the Flight data recorder is operative.

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
Cat 4. Remarks or Exceptions
24 Electrical Power
21-1 AC Generators B 2 (M)(O) One may be inoperative
1
provided:
a) Associated AC Generator is
visually inspected to verify there
are no indications of damage or oil
leakage,
b) Associated AC GEN Switch on
ENGINE Panel remains in OFF/R,
and
c) Airplane is not operated in known
or forecast icing conditions as
defined in the AFM pertaining to
activation of Engine Inlet Anti-
Icing.

Placarding:
Affix INOP placard adjacent to the AC GEN switch on the Engine Anti-ice Panel

Operating Procedures:
Prior to commencement of each flight, the flight crew shall ensure the failed AC GEN is set to
OFF/R on the ENGINE ANTI-ICE panel.

Maintenance Procedures:
Prior to further operation of the aircraft after an AC generator has been reported inoperative, the
physical integrity of the failed generator shall be verified as follows:
1) Open the left or right forward nacelle cowl door, 453BR/463BR, as applicable.
2) Visually inspect the generator for signs of physical distress and/or oil leakage.
3) Close the access door.

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
24 Electrical Power Cont’ Cat 4. Remarks or Exceptions

22-1 AC GEN Caution Lights

B 2 1 (O) One may be inoperative provided:
a) Associated AC Generator is
verified to operate normally before
departure,
b) Associated L/R INTAKE Caution
and associated L/R ENG ANTI-ICE
Status Lights are verified to operate
normally before departure,
c) Engine Air Intake Anti-Ice Systems
are verified to operate normally
before departure, and
d) Alternate procedures are established
and used during flight to assure that
Engine Air Intake Anti-Ice is
verified to operate normally prior to
operations in temperatures of +10
degrees C, or less.
NOTE: Not required for an inoperative
AC Generator.

Placarding:
Affix INOP placard adjacent to the failed caution light.

Operating Procedures:
Prior to commencement of each flight or series of flights, the flight crew shall verify that the AC
generator and all AC powered ANTI-ICE systems on the affected side/s operate normally as
follows:
1. Start the engine on the affected side/s and position the Condition Levers in MIN- MAX
range.
2. Set the related PROP switch/s to NORM on the ICE PROTECTION panel.
3. Leave the PROP switch/s set to NORM for at least 90 seconds and verify the related PROP
DE-ICE Status Indication/s come on.
4. Set the related PROP switch/s to OFF and verify the related PROP DE-ICE Status
Indication/s go off.
5. Set the related ENGINE switch/s to ON on the ICE PROTECTION panel and verify the
related ENG ANTI-ICE Status Indication/s come on.
6. Set the related ENGINE switch/s OFF and verify the related ANTI-ICE status Indicators go
off.

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
24 Electrical Power Cont’ Cat 4. Remarks or Exceptions

24-1 Main AC Inverter(s)

2) Mod. 2024 Installed (System B 2 1 (O) One may be inoperative provided:

with Two Main 115/26 V AC
Inverters) a) Standby VOR/ILS operates
normally, and
b) Alternate VOR/ILS navigation
procedures are established and used in
event of in-flight loss of remaining
115/26 V AC Inverter.

NOTE: Subsequent loss of 115/26 V

AC Main Inverter will result in loss of
VOR/ILS course Information on both
EHSI's and RMI's. Standby VOR/ILS
Indicator will not be affected.

Placarding:
Affix INOP placard on the AC ELEC panel below the related inverter switch position.

Operating Procedures:
Should both invertors fail the Efis VOR is not available. A VOR approach must be done using
standby VOR/ILS Indicator.

Notes:
1. The Efis will still receive ADF and ILS info.
2. The LRN/ FMS will not be available.
3. Autopilot and Flight director may still be used.

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
24 Electrical Power Cont’ Cat 4. Remarks or Exceptions

34-2 L BAT, R BAT Caution Lights

C 2 1 (O) One may be inoperative provided:
a) Associated Battery Ventilation
System operates normally,
b) Associated BAT HOT Indication is
verified to operate normally before
departure, and
c) Before departure, DC Voltmeter is
used to verify that affected Battery
is being supplied by associated
Generator.

Placarding:
Affix INOP placard on the DC ELEC Panel adjacent to the Inoperative Light/s.

Operating Procedures:
Prior to commencement of each flight, the Flight Crew shall with one or more engines running set
the voltage selector to L BAT/R BAT (DC-ELEC Panel) and verify normal readings (28 volt).

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
24 Electrical Power Cont’ Cat 4. Remarks or Exceptions

34-3 BAT HOT Caution Lights

C 2 1 (M)(O)May be inoperative provided:
a) Associated Battery Ventilation
System operates normally,
b) Associated BAT Caution Light
operates normally,
c) Associated BAT TEMP Indicator
operates normally,
d) Automatic Battery Temperature
Disconnect (71 degrees C Switch) is
verified to operate normally,
e) Procedures are established and used
to assure associated Battery
Temperature is monitored throughout
the flight, and
f) Alternate Battery Hot Abnormal
Procedures are established and used.

Placarding:
Affix INOP placard adjacent to the related Caution light/s

Operating Procedures:
During flight the Flight Crew shall monitor the BAT TEMP Indicator.
The BAT HOT Caution Indication should come on at +71degrees C. If the temperature rises to
+71degrees C set the affected L/R BAT switch to “OFF”.

Maintenance Procedures:
Prior to further operation of the aircraft after L/R BAT HOT Caution Indication has been reported
inoperative, check the 71degrees C Automatic Battery Disconnect is operative as follows:
1. Disconnect connector 1PAA-P2 FROM BATTERY 1PAA OR 2PAA-P2 from battery
2PAA-P2.
2. Insert a jumper lead in connector 1PAA-P2:C and 1PAA-P2:D or 2PAA-P2:C and 2PAA-
P2:D.
3. Set L BAT/R BAT switch to “ON” and verify that L BAT/R BAT Caution Indication comes
one.
4. Set Voltage Selector to L ESS BUS/R ESS BUS (DC ELEC Panel) and verify the reading is
0 volts.

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
24 Electrical Power Cont’ Cat 4. Remarks or Exceptions

36-1 Battery Ventilating Systems

C 2 0
(O) May be inoperative provided:
a) Associated BAT HOT Caution
Light(s) and L BAT/R BAT
Caution Light(s) operate normally,
b) Battery Temperature Indicator
operates normally,
c) When Ground Power is in use,
associated Battery (BAT)
Switch(es) are not selected to
OVRD,
d) During ground Engine Operations
of more than 30 Minutes, with
aircraft stationary, associated
Battery (BAT) Switch is selected
OFF, and
e) Alternate procedures are established
and used to assure that affected
Battery (BAT) Switch(es) are
selected ON prior to takeoff.

Placarding:
Affix INOP placard adjacent to the related circuit breaker.

Operating Procedures:
1. Affix placard below CWP to remind pilots to select affected battery ON prior to take off
2. Include selecting the affected battery on in the pre take off checks.

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ATA System and Item 2. Number Installed

Sequence Numbers
3. Number Required for Dispatch
24 Electrical Power Cont’ Cat 4. Remarks or Exceptions

37-1 Battery Temperature Indicator C 2 0

(M)(O) May be inoperative provided:
a) Battery Ventilation Systems operate
normally,
b) BAT HOT Cautions Lights are
verified to operate normally,
c) Adequate Battery Charge is verified
on the associated Battery before
departure, and OAT at take-off is
above -20 Degrees C.

Placarding:
Affix INOP placard on the TEMP Panel adjacent to the Temperature Display.

Operating Procedures:
Prior to the commencement of each flight, the flight crew shall verify the battery charge as follows:
1. After engine start with the operative generator on line, set the DC AMP/VOLT selector on
the DC ELECT panel to the operative generator.
2. Set the L BAT switch to OFF and simultaneously note the difference in generator current
shown on the DC AMP/VOLT indicator. If the difference is less than 50 Amp. (one scale
indication) the battery charge is adequate.
3. Reset the L BAT switch to ON and repeat the above procedure with the R BAT switch set to
OFF, then reset the R Bat switch.
4. If the difference in generator current was more than 50 Amp. for either or both batteries,
wait for a minimum of three minutes to allow batteries to charge, then repeat the above
procedure.

Maintenance Procedures:
Prior to further operation of the aircraft after Battery Temperature Indication has been reported inoperative,
verify BAT HOT Caution indications are operative.
1. Disconnect connector 1PAA-P2 from battery 1PAA.
2. Insert a jumper lead in connector 1PAA-P2:C and 1 PAA-P2:D.
3. Set the associated BAT switch to “ON” (DC ELEC Panel).
4. Verify that the associated BAT HOT caution indication comes on and that the CWP ELEC caution
indication starts to flash.

NOTE: This procedure is applicable for left and right sides.

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ATA System and Item 2. Number Installed

Sequence Numbers 3. Number Required for Dispatch
24 Electrical Power Cont’ Cat 4. Remarks or Exceptions

40-1 External Power System C 1 0 (O)May be inoperative provided

alternate procedures are established
and used.

52-1 DC Utility Bus C 1 0 May be inoperative provided the

following equipment is considered
inoperative:
a) Galley Hot Water Pots & Oven
(if installed),
b) Passenger Reading Lights,
Passenger Cabin Attendant Call,
c) Tail Compartment Shutoff
Valve (if Mod. 1991 installed),
d) Lavatory Water Heater (if
installed),
e) Pilot Footwarmer (if installed),
f) Flight Attendant Seat Heater (if
installed),
g) Active Noise Control (if
installed),
h) Heating for Tropospheric
Airborne Meteorological Data
Recording System (TAMDAR)
(if installed).

Placarding:
40-1 Affix INOP placard on the DC Panel adjacent to the EXT PWR Switch
40-1 Place an INOP placard over the external power receptacle inside the access door.

51-1 Affix INOP placard on the DC Utility Bus Panel

Operating Procedures:
Flight Crew are to brief Ground Crew that the external power is unserviceable.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
CAT
4. REMARKS OR EXCEPTIONS

25 EQUIPMENT /
FURNISHINGS

21-1 Flight Attendant Seat A 1 0 * (M)(O) May be inoperative provided:

Assembly a) Affected Seat is not occupied,
b) Flight Attendant displaced by inoperative
Seat Assembly occupies the Passenger
Seat most accessible to the inoperative
Flight Attendant Seat Assembly,
c) Alternate procedures are established and
used and published in the crew members'
manuals,
d) Folding type Seat is stowed or secured in
the retracted position,
e) Passenger Seat assigned to Flight
Attendant is placarded "FOR FLIGHT
ATTENDANT USE ONLY", and
f) Repairs are made within two(2) flight days

* NOTES:
a) An automatically folding Seat that will not stow automatically is considered inoperative.
b) A Seat with an inoperative or missing Restraint System (Seat Belt and Shoulder Harness) is
considered inoperative.
c) The above provisos apply only to required flight attendant seats. Individual operators, when
operating with inoperative Flight Attendant Seat Assemblies, shall consider location and
combination of Seats to ensure that FAR proximity to Exits and distribution requirements are met

Placarding:
Placard the seat ‘INOPERATIVE – DO NOT USE’

Operating Procedures:
Flight attendant to use seat 1A Refer to Flight Attendant Manual Chapter 4.5.4

Maintenance Procedures:
1. Place the affected Flight Attendant Seat in the retracted (stowed) position and secure with the seat
belt.
2. Temporarily attach a mirror to the bulkhead in front of Seat 1A to give the Flight Attendant a clear
view of the Cabin.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
CAT
4. REMARKS OR EXCEPTIONS
25 EQUIPMENT / FURNISHINGS
Cont’

21-2 Cabin Emergency Flashlight

Holder/ Flashlight

1) Flashlight(s) C 1 0 (O) May be inoperative or missing provided

the Crew member assigned to the associated
seat has an approved flashlight of equivalent
characteristics readily available.

2) Flashlight Holder(s) C 1 0 (O) May be inoperative or missing provided

alternate storage procedures are established
and used

Placarding:
Affix INOP placard to the inoperative Flashlight Holder.

Operating Procedures:
1. Prior to further operation of the aircraft after Cabin Emergency Flashlight Holder/Flashlight has
been report inoperative the Flight Attendant shall remove the inoperative Flashlight from the
aircraft or stow it where it will not be mistaken for an operative item.

2. The Crew member assigned to the associated seat has an approved flashlight of equivalent
characteristics readily available.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
CAT
4. REMARKS OR EXCEPTIONS
25 EQUIPMENT / FURNISHINGS
Cont’

21-3 Overhead Storage Bin(s)

Cabin and Galley Storage
Compartment(s)/ Closet(s)

2) Aircraft with GEN II, or C - - (M)(O)May be inoperative provided:

GEN III Interiors
a) Doors of inoperative Overhead Storage
Bin(s) are removed,

b) Doors of inoperative Galley Storage

Compartment(s), and Closet(s) are either
removed, or secured closed,

c) Inoperative Bin(s), Compartment(s), and

Closet(s) are prominently placarded “DO
NOT USE,” and are not used for storage
except for items permanently affixed,

d) Emergency Equipment located in

inoperative Bin(s), Compartment(s), and
Closet(s) which are secured closed, is
considered inoperative, and associated
MEL relief provisions are applied,

e) Procedures are established and used to

alert Crew members and passengers of
inoperative Bin(s), Compartment(s),
Closet(s), and

f) Passengers are briefed that inoperative

Bin(s), Compartment(s), and Closet(s) are
not to be used for storage

Continues ……………..

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
CAT
4. REMARKS OR EXCEPTIONS
25 EQUIPMENT / FURNISHINGS
Cont’

21-3 Overhead Storage Bin(s) /

Cabin and Galley Storage
Compartment(s)/ Closet(s)
Cont’
2) Aircraft with GEN II, or NOTES:
GEN III Interiors Cont’ a) If no partitions are installed in Overhead
Storage Bin(s), the entire unit is
considered one Storage Bin.
b) Accessible Emergency Equipment located
in inoperative Overhead Storage Bin(s) is
available for use.

Placarding:
Affix ‘DO NOT USE’ placard to the inoperative bi n doors:

Operating Procedures:
Passengers are briefed that inoperative Bin(s), Compartment(s), and Closet(s) are not to be used for
storage.

Maintenance Procedures:
Prior to further operation of the aircraft after the Overhead Bin Door has been reported inoperative, the
inoperative doors shall be secured as follows:
1. Fit high speed tape over the handle.
OR
2. Remove the affected door if not possible to close (Ref. AMM 25-28-20).

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
CAT 4. REMARKS OR EXCEPTIONS
25 EQUIPMENT / FURNISHINGS
Cont’

41-1 Exterior Lavatory Door Ashtray A 1 0 May be missing or inoperative for 3 days.

60-1 Emergency Locator Transmitter A 1 0 (O) may be inoperative provided:

(ELT) a) The flight remains within 50 NM of the
aerodrome of departure, or
b) The flight or series of flights is for the
purpose of moving the aircraft to a place to
have an approved ELT fitted to the
aircraft, or to have an approved ELT that is
fitted to it repaired or overhauled.

A 1 0 (M)*May be inoperative for periods not

exceeding 90 days if the ELT is removed for
maintenance in accordance with CAR 252A.

C 1 0 May be inoperative provided an approved

portable ELT that is in working order is carried
in a place readily accessible to the operating
crew,

Note: An ELT must be serviceable for international operations

Placarding:
Affix INOP placard on the emergency panel below the ELT Switch.
If the ELT is removed Affix a placard stating ‘ELT not installed or carried’ in a position where it can be
seen by the pilot in command;

Operating Procedures:
Ensure that the route to be flown does not require the ELT to be serviceable, Ref AIP

Maintenance Procedures:
1. Remove the ELT in accordance with approved maintenance data.
2. Enter the ELT part number, make, model, serial number, date removed in the maintenance log
together with a certification for completion of the maintenance procedure.

Revision 02 22 Nov 2012 59

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
CAT 4. REMARKS OR EXCEPTIONS
25 EQUIPMENT / FURNISHINGS
Cont’

60-2 Observer Seat (Including A 1 0 May be inoperative provided:

Associated Equipment) Repairs are made within two flight days, and
Seat must not obstruct egress or entry to the
cockpit in the failed condition.
A 1 0 May be inoperative provided:
a) Required minimum safety equipment
(safety belt and oxygen) is available;
b) Seat is acceptable to a CAD Inspector for
the performance of official duties; and
c) Repairs are made within two flight days;
and
d) Seat must not obstruct egress or entry to
the cockpit in the failed condition.

Notes:
1. These provisos are intended to provide for occupancy of the above seat by a CAD Inspector when the
minimum safety equipment (oxygen and safety belt) is functional and the inspector determines the
conditions to be acceptable.
2. The pilot-in-command will determine if the minimum safety equipment is functional for other persons
authorised to occupy observer seat.
3. An observer seat with inoperative Restraint Equipment or Oxygen Mask is to be considered
inoperative.

Placarding:
Placard Observer Seat ‘DO NOT OCCUPY’.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
CAT 4. REMARKS OR EXCEPTIONS
25 EQUIPMENT / FURNISHINGS
Cont’

60-3 Passenger Seats D - - May be inoperative provided:

a) Affected Seat(s) do not block an
Emergency Exit,
b) Affected Seat(s) do not restrict any
passenger from access to the main aircraft
aisle, and
c) Affected Seat(s) are blocked and placarded
"DO NOT OCCUPY
.

1) Recline Mechanism(s) D - - (M)May be inoperative, and the Seat(s)

occupied, provided affected Seat Back(s) are
secured in the full up-right position.

D - - May be inoperative, and Seat(s) occupied,

provided affected Seat Back(s) are immovable
in the full upright position.

Notes:
1. A seat with inoperative Seat Belt is considered inoperative.
2. Inoperative Seats do not affect the required number of Flight Attendants.
3. Affected Seat(s) may include Seat(s) behind and/or adjacent to outboard Seats.

Placarding:
Placard the seat ‘PLEASE DO NOT OCCUPY’.

Operating Procedures
Prior to further operation of the aircraft after a passenger seat has been reported inoperative, block the
affected seat by wrapping a Velcro strap firmly around the arm rests.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
CAT 4. REMARKS OR EXCEPTIONS
25 EQUIPMENT / FURNISHINGS
Cont’

60-3 Passenger Seats(Cont'd)

2) Underseat Baggage Restraining C - - (O) May be inoperative provided:
Bars a) Baggage is not stowed under Seat(s) with
inoperative Restraining Bar(s), and
b) Associated Seat(s) are placarded "DO
NOT STOW BAGGAGE UNDER THIS
SEAT," and
c) Procedures are established and used to
alert Cabin Crew of inoperative
Restraining Bar(s)
3) Armrests

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a) Non GEN III Interiors D - - May be inoperative or missing, and associated

***OPTIONAL Seat occupied, provided:
EQUIPMENT 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 on a Seat with a
Recline Mechanism, Seat is secured in
the full upright position.

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b) GEN III Interiors D - - May be inoperative in the full-down position,

***OPTIONAL and associated Seat occupied, provided:
EQUIPMENT 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 on a Seat with a Recline
Mechanism, Seat is secured in the full
upright position.

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NOTE: Arm Rests on aircraft with GEN III Interiors must be down for takeoff.

Placarding:
60-3 Underseat Baggage Restraining Bars - Affix placard to back of related seat “DO NOT STOW
BAGGAGE UNDER THIS SEAT”

Operating Procedures
Cabin Crew to inspect baggage restraining bars and Armrests as part of Daily Inspection

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
CAT 4. REMARKS OR EXCEPTIONS
25 EQUIPMENT / FURNISHINGS
Cont’

60-4 "FASTEN SEAT BELT WHILE C - - One or more Signs or Placards may be illegible
SEATED" Signs and Placards or missing provided a legible Sign or Placard
is readable from each occupied Passenger Seat.

60-5 Non-Essential Equipment & - - - May be inoperative, damaged, or missing,

Furnishings (NEF) provided that:
a. The item(s) is deferred in accordance with
the Real Tonga deferral system.
b. The Real Tonga deferral procedures and
processes are outlined in the Operators
Maintenance Manual.
c. The (M) and (O) procedures, if required,
must be available to flight crew and
included in the operator’s appropriate
document.

NOTES:
1. EXTERIOR LAVATORY DOOR ASHTRAYS ARE NOT CONSIDERED CONVENIENCE
ITEMS.
2. Trolley Turn Buttons, which secure Galley Cart(s), are not considered Passenger Convenience Items.
3. Passenger convenience items, are those related to passenger convenience, comfort or entertainment
such as Galley Equipment, Stereo Equipment, Overhead Reading Lamps, etc.

Placarding:
60-4 Seat Belt Sign - None required
Affix an ‘INOP’ placard next to the inoperative equipment or control

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
CAT 4. REMARKS OR EXCEPTIONS
25 EQUIPMENT / FURNISHINGS
Cont’

60-7 Galley Waste Receptacle Access C - - (M)(O) May be inoperative provided:

Doors/Covers a) Associated Waste Receptacle(s) remain
empty,
b) Access to affected Waste Receptacle(s) is
secured to prevent introduction of waste,
and
c) Procedures are established and used to
ensure that a sufficient, operative Galley
Waste Receptacles are available to
accommodate all waste generated on the
flight.

60-8 Cargo Restraint Systems C - - May be inoperative, or missing, provided

cargo compartment remains empty.

60-9 Life Raft A 2 1 One may be inoperative for one flight only,
provided flight is conducted to a base where
repairs can be carried out.

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Placarding:
60-7 Affix an ‘INOP’ placard near Associated Door/Cover

60-8 Affix a ‘CARGO COMPSRTMENT TO REMAIN EMPTY’ Placard in clear view to anyone who
may load cargo into the compartment.

Operating Procedure
Ensure that sufficient garbage containers are available for the expected flight duration

Maintenance Procedure
1. Empty associated container
2. Secure access door closed with speed tape.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

26 FIRE PROTECTION

11-2 Engine Fire Warning Lights B 2 0 (O) May be inoperative provided Associated
(Secondary Warnings on CWP) ENG Fire Pull Handle Light(s), and Synthetic
Fire Bell are verified to operate normally
before departure.

13-1 Lavatory Smoke Detection

System
1) Passenger Configuration C 1 0 May be inoperative provided:
a) Lavatory Waste receptacle remains empty,
b) Associated Lavatory Door is locked
closed, and placarded, "INOPERATIVE -
DO NOT ENTER", and
c) Lavatory is used only by Crew members.

NOTE: These provisos are not intended to

prohibit Lavatory use or inspection by Crew
members.

Placarding:
11-2 Engine Fire Warning Lights - Affix INOP placard on the TEST 1 Panel below the FIRE Switch.

13-1 Lavatory Smoke Detection System - Affix INOP placard above the Central Warning Panel in line
with the LAV SMOKE Warning Light and affix placard to the Lavatory Door as follows:
‘INOPERATIVE DO NOT ENTER’

Operating Procedure
Prior to commencement of each flight or series of flights, the Flight Crew shall verify L and R ENG
Fire Pull Handle Lights and the Fire Bell operate normally as follows:
1. Hold the FIRE Switch to L (TEST 1 Panel). Verify that the L ENG Fire Pull,
2. Handle Light and the Fire Bell operate normally, and
3. Repeat the procedure for the right hand FIRE Switch.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
26 FIRE PROTECTION Cont’

13-2 Cargo Compartment Smoke C 1 0 (O) May be inoperative provided procedures

Detection System are established and used to ensure the
(Passenger and All Cargo associated compartment remains empty, or is
Airplanes) verified to contain only empty cargo handling
equipment, ballast (ballast may be loaded in
ULDs, and /or fly away kits

13-3 Avionic Rack Smoke Detection B 1 0 (M) May be inoperative provided the Avionic
System Rack Door is removed.

Placarding:
13-2 Affix INOP placard above the Central Warning Panel in line with the CARGO SMOKE Warning
Light.
13-3 Affix INOP placard above the AVIONIC SMOKE Light on the Central Warning Panel.

Operating Procedure

Prior to commencement of each flight the Flight Crew shall verify the Cargo Compartment is empty or
there are no materials capable of combustion stowed in it.

Maintenance Procedure

Prior to further operation of the aircraft after the Avionic Rack Smoke Detection System has been
reported inoperative remove and stow Avionic Rack Door (Access Panel
220AZ).

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
26 FIRE PROTECTION Cont’

22-2 Lavatory Fire Extinguisher

System
1) Passenger Configuration C 1 0 May be inoperative provided associated
Lavatory Smoke Detection System operates
normally.

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

a) Lavatory Waste Receptacle remains
empty,
b) Associated Lavatory Door is locked
closed, and placarded, "INOPERATIVE -
DO NOT ENTER", and
c) Lavatory is used only by Crew members.

NOTE: These provisos are not intended to prohibit Lavatory use or inspection by Crew members.

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Placarding:
Affix INOP placard above the Central Warning Panel in line with the LAV SMOKE Warning
Light and affix placard to the Lavatory Door as follows: INOPERATIVE - DO NOT ENTER

Operating Procedure
Prior to further operation of the aircraft after the Lavatory Smoke Detection System has been reported
inoperative the Flight Crew shall verify that:
1. The Lavatory Waste Bin is empty, and
2. The Lavatory Door is Closed and locked.

Maintenance Procedures
Lavatory de-activation procedure:
1. Empty lavatory waste bin.
2. Close the door of the waste bin.
3. Lock the lavatory from the outside.
4. Install Inoperative Do Not Enter Placard

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

27 FLIGHT CONTROLS

12-1 Aileron (ROLL) Trim Systems B 2 1 (M)(O) One may be inoperative provided:

a) Before departure, qualified pilot(s) or

maintenance personnel visually verify that
Rudder (YAW) Trim operates Normally
through full range of travel, and

b) Associated Trim Tab is secured in the

Neutral position.

NOTES

1. Aileron (ROLL) Trim adjustment will be limited,

2. Autopilot may be used.

Placarding:
Affix INOP placard on the Trim Switch Panel adjacent to the affected, ROLL Trim Switch.

Operating Procedure
Verify that Rudder (YAW) Trim operates Normally through full range of travel

Maintenance Procedure
Prior to further operation of the aircraft after ROLL Trim System has been reported inoperative the Roll
Trim Tab must be adjusted to and secured in the neutral position as follows:
1. Check that the affected ROLL Trim Tab is neutral position within 1 unit,
2. Use the associated push rods to place the affected ROLL Trim Tab into neutral position. Adjust
by means of the push rods is limited,
3. Disconnect the associated Trim Actuator Connector. Cap and secure the Connector.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
27 Flight Controls Cont’

13-1 Aileron (ROLL) Trim Indicators C 2 1 (O) One may be inoperative provided:
a) Affected Aileron (ROLL) Trim Operates
normally,
b) Before departure, qualified pilot(s) or
maintenance personnel visually verify that
Aileron (ROLL) Trim operates normally
through full range of travel, and
c) Before Takeoff, qualified pilot(s) or
maintenance personnel visually verify that
affected Aileron Trim Tab is in the Neutral
position.

NOTE: Autopilot may be used.

Placarding:
Affix INOP placard on the Instrument Panel above the Trim Indication.

Operating Procedure
1. Prior to commencement of each flight or series of flights, the Flight Crew shall engage gust lock
and visually check a neutral Trim setting.

2. During flight use primarily the Trim with operating Indicator.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
27 Flight Controls Cont’

21-1 Rudder Limiter C 1 0 (M)(O) May be inoperative provided:

a) Rudder Limiter System is deactivated,
b) Rudder Limiter Switch remains in OVRD,
c) Before departure, qualified pilot(s) or
maintenance personnel visually verify that
Rudder operates normally through full
range of travel,
d) Airspeed remains at or below 180 KIAS,
e) Procedures are established and used to
assure that large Rudder deflections are
avoided above an airspeed of 150 KIAS,
and
f) For airplanes without Modification 2310
installed, 25-30% torque is maintained
when De-ice Boot inflation is required.

NOTES:
1. RUDDER LIMIT Caution indication will remain illuminated.
2. ***OPTIONAL EQUIPMENT - Modification 2310

Placarding:
Affix INOP placard on the Centre Console adjacent to the RUD LIM switch.

Operating Procedure
1. Prior to commencement of the first flight on each day the aircraft is flown, the Flight Crew shall
verify full Rudder travel (this procedure requires two persons):
a. Select BAT switches or EXT PWR switch to “ON” as applicable.
b. Place observer behind the aircraft in full view of rudder and fin.
c. Apply full rudder in both directions and check that the centre of the rudder leading edge
is approximately aligned with the fin surface when reaching max rudder deflection. See
sketch below. This check confirms that the Rudder Limiter is not stuck in the
6.5degrees or 15degree positions.
2. Prior to commencement of each flight or series of flights, the Flight Crew shall ensure Rudder
Limiter switch is set in the OVRD position.

Continues /……………..

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27 Flight Controls 21-1 Rudder Limiter Cont’

Maintenance Procedures:
Prior to further operation of the aircraft after Rudder Limiter has been reported inoperative deactivate the
Rudder Limiter as follows:
1. Electrical power “ON”.
2. Set the RUD LIM switch in OVRD position.
3. On the LH circuit breaker panel pull and secure circuit breaker RUDDER LIMIT (G5).
4. On the RH circuit breaker panel pull and secure circuit breaker RUDDER LIMIT OVRD (N7).

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
27 Flight Controls Cont’

23-1 Rudder (YAW) Trim Indicator C 1 0 (O)May be inoperative provided:

a) Rudder (YAW) Trim operates normally,
b) Before departure, qualified pilot(s) or
maintenance personnel visually verify that
Rudder (YAW) Trim operates normally
through full range of travel, and
c) Before Takeoff, qualified pilot(s) or
maintenance personnel visually verify that
Rudder Trim Tab is in the Neutral
position.

Placarding:
Affix INOP placard on the Instrument Panel above the Trim Indication.

Operating Procedure
Prior to commencement of each flight, the Flight Crew shall verify the YAW Trim operates normally as
follows:
1. Set the YAW Trim switch alternately in both directions and verify that the Trim moves to
maximum deflections each way,
2. Engage the gust lock and visually check for a neutral Trim setting.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
27 Flight Controls Cont’

32-1 Elevator (PITCH) Trim B 1 0 (M)(O)May be inoperative provided:

Synchronizer System a) Elevator (PITCH) Trim Synchronizer
System is deactivated and secured,
b) Before departure, Main Pitch Trim System
(MAIN PITCH) on Control Yoke and
Standby Pitch Trim System (STBY
PITCH) on Center Pedestal, are verified to
operate normally through full range of
travel,
c) Before departure, Elevator (MAIN
PITCH/STBY PITCH) Trim Indicators on
Trim Indicator are verified to operate
normally through full range of travel,
d) Procedures are established and used to
assure that maximum split between MAIN
PITCH and STBY PITCH Indications
remain within one unit during flight at
speeds greater than 180 KIAS, and
e) If Autopilot is used, procedures are
established and used to assure that
Autopilot and Yaw Damper are
disengaged if yellow "EL" annunciation
appears on EADI.
NOTES:
1. Pilots should be prepared for possible pitch mistrim when Autopilot is disengaged following
annunciation of yellow EL on EADI.
2. PITCH TRIM Caution will be illuminated when Pitch Trim Synchronizer System is deactivated.
Placarding:
Affix INOP placard on the Instrument Panel adjacent to the Trim Indicator.

Operating Procedure
During the flight, the Flight Crew shall monitor and manually keep MAIN and STBY PITCH trims
synchronized and max Trim split above 180 KIAS never to exceed 1 unit.

Maintenance Procedure

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Prior to further operation of the aircraft after PITCH Trim Synchronizer System has been reported
inoperative, deactivate and secure the system as follows:
1. Pull PITCH TRIM SYNC circuit breaker N-6 on the RH circuit breaker panel 10VU.
2. Tag and safety the circuit breaker.

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
27 Flight Controls Cont’

33-1 Elevator Trim Indicators C 2 1 (O)Either the MAIN PITCH, or the STBY
(MAIN PITCH/STBY PITCH) PITCH Indicator may be inoperative provided:
a) Elevator (PITCH) Trim Synchronizer
System operates normally,
b) Before departure, qualified pilot(s) or
maintenance personnel visually verify that
Associated Elevator (PITCH) Trim Tab
operates normally through full range of
travel,
c) Before departure, qualified pilot(s) or
maintenance personnel visually verify that
Elevator Trim Tabs are synchronized, and
d) Procedures are established and used to
assure that, in the event of an in-flight
failure of the Elevator (PITCH) Trim
Synchronizer System and illumination of
the PITCH TRIM Caution, airspeed
remains at or below 180 KIAS.

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Placarding:
Affix INOP placard on the Instrument Panel adjacent to the Trim Indicator.

Operating Procedure
1. Prior to commencement of each flight, the Flight Crew shall verify that the Left PITCH Trim
operates normally (requires two persons) as follows:
a. Operate the main Pitch Trim by means of the control wheel switch to fully up and fully
down positions.
b. Visually check that the Trim Tab moves accordingly.
c. Synchronize the Pitch Trims with PITCH RESET (Centre Pedestal).
d. Repeat the procedure for the Right PITCH trim using the STBY PITCH switch
2. If the Pitch Trim synchronization is lost during flight and the associated PITCH TRIM caution is
displayed, reduce speed below 180 KIAS.

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
27 Flight Controls Cont’

35-3 Stick Pusher System Status C 4 2 (O) One Status Indication for each System
Indications (PUSH1/PUSH2) (PUSH1, and/or PUSH2) may be inoperative,
provided normal operation of the Stick Pusher
System is verified before departure.

53-1 Flap Position Indications C 2 1 (O) One Pointer Needle may be inoperative
(Pointer Needles) provided Flap System is verified to operate
normally through full range of travel.

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Placarding:
35-3 Affix INOP placard on the TEST 1 Panel adjacent to the STALL 1 and 2 switches.

53-1 Affix INOP placard adjacent to the Flap Position Indicator.

Operating Procedure
35-3 Stick Pusher System Status
Prior to commencement of each flight, the Flight Crew shall perform stall warning system test as
follows:
1. Set the STALL 1 and 2 switches simultaneously to upwards (TEST 1 Panel),
2. Verify left and right stick shakers, aural stall warning PUSH 1 and PUSH 2 Status Indications and
stick push are activated.

53-1 Flap Position Indications

Prior to each departure the Flight Crew shall set the Flaps to all detent positions and visually verify one
pointer and both Flaps travel to the corresponding position.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

28 FUEL

21-1 Single Point Pressure Refueling C 1 0 (M) May be inoperative provided over wing
System fueling is used.

21-2 Defuel Valve C 1 0 (M) May be inoperative deactivated Closed.

21-3 Pressure Fueling Cap C 1 0 May be missing or removed if inoperative

Placarding:
21-1 Affix INOP placard inside the REFUEL PANEL as follows: INOP – REFUEL OVERWING
21-2 Affix INOP placard on the Ground Status Panel above the Blue Fuelling Light and on the refuel
panel adjacent to the De-fuel switch
21-3 None required

Maintenance Procedure
21-1 Single Point Pressure Refueling System
Over wing refueling procedures to be used

21-2 Defuel Valve

Prior to further operation of the aircraft after the Defuel Valve has been reported inoperative deactivate
and close the Defuel Valve as follows:
1. Open right wing-to-fairing 152AB and Access Panel 151AB (Ref. AMM 53-50-05).
2. Remove Access Panel 601 AZ.
3. Visually inspect that the Defuel Valve Indicator Pin indicates closed position and remove and
secure the Cannon Plug.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
28 Fuel Cont’

22-2 L/R STBY PRESS Lights B 2 1 (O)One may be inoperative provided:

a) L/R MAIN PUMP Lights are verified to
operate normally,
b) Associated Standby Pump Automatic
Control Mode operates normally,
c) XFEED ON Caution Light operates
normally,
d) Interconnect Valve and CONN VLV
OPEN Caution Light operate normally,
and
e) Associated Standby Pump is verified to
operate normally before departure.

Placarding:
Affix INOP placard on the Fuel Control Panel adjacent to the inoperative STBY PRESS
indicator.

Operating Procedure
Prior to the commencement of the flight, the Flight Crew shall prior to engine start, verify operation of
the related STBY PUMP.
1. Set the unaffected side STBY PUMP switch to ‘off’ (FUEL Panel).
2. Set the unaffected side Condition lever to START (Centre Pedestal).
3. Check the unaffected side STBY PRESS advisory indication to be out. If the light is on place
the associated condition lever in T/M lock out position until the light goes out.
4. Set the unaffected side Condition lever to FUEL OFF (Centre Pedestal).
5. Set the affected side STBY PUMP switch to OVRD (FUEL Panel).
6. Set the XFEED switch to ‘ON’ (FUEL Panel).
7. Check the unaffected sides STBY PRESS advisory indication to be on. This confirms a correct
function of the affected sides’ standby pump.
8. Return respective switches to AUTO OFF position.

Check L and R MAIN PUMP caution indication to be on prior to engine start and to be out after engine
start.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
28 Fuel Cont’

22-3 Interconnect Shutoff Valve C 1 0 (O)(M) May be inoperative provided:

a) Interconnect Valve is deactivated
CLOSED,
b) L/R STBY PRESS Lights operate
normally,
c) Cockpit Fuel Quantity Indicators operate
normally, and
d) Both Standby Pumps are verified to
operate normally.

Placarding:
Affix INOP placard on the Fuel Control Panel adjacent to the CONN VALVE switch.

Operational Procedure
During flight, the Flight Crew shall monitor the fuel quantity gauges to ensure fuel balance limitations
are not exceeded.

Maintenance Procedure
1. Prior to further operation of the aircraft after Interconnect Valve has been reported inoperative,
close and deactivate the Interconnect Valve as follows:
a. Open left wing-to-fairing 151AB and Access Panel 151CB (Ref. AMM 53-50-05),
b. Remove Access Panel 501AZ,
c. Visually inspect that the Interconnect Valve Indicator Pin indicates CLSD position and
remove and secure the Cannon Plug.

2. Check that both Standby DC pumps operate normally as follows:

a. Check the L and R STBY PRESS advisory indication to be out (FUEL Panel),
b. If the light is on, place the associated condition lever in T/M lock out position until the light
goes out,
c. Return condition lever to FUEL OFF,
d. Set the L and R STBY PUMP switch to OVRD (FUEL P),
e. Check that the L and R STBY PRESS advisory indications comes on. This confirms correct
standby pump function,
f. Set the L and R STBY PUMP switch to AUTO (FUEL P),
g. Check that the L and R STBY PRESS advisory indications go out.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
28 Fuel Cont’

22-4 CONN VLV OPEN Caution C 1 0 (M)May be inoperative provided:

Light a) Interconnect Valve is deactivated Closed,
b) L/R STBY PRESS Lights operate
normally,
c) Cockpit Fuel Quantity Indicators operate
normally, and
d) Both Standby Pumps are verified to
operate normally.

Placarding:
Affix INOP placard on the Fuel Control Panel above the XFEED ON light.

Maintenance Procedure
1. Close and deactivate the Interconnect Valve as follows:
a. Open left wing-to-fairing 151AB and Access Panel 151CB (Ref. AMM 53-50-05).
b. Remove Access Panel 501AZ.
c. Visually inspect that the Interconnect Valve Indicator Pin indicates CLSD position and
remove and secure the Cannon Plug.
2. Check that both Standby DC pumps operate normally as follows:
a. Check the L and R STBY PRESS advisory indication to be out (FUEL Panel).
b. If the light is on, place the associated condition lever in T/M lock out position until the
light goes out.
c. Return condition lever to FUEL OFF.
d. Set the L and R STBY PUMP switch to OVRD (FUEL P)
e. Check that the L and R STBY PRESS advisory indications comes on. This confirms
correct standby pump function.
f. Set the L and R STBY PUMP switch to AUTO (FUEL P).
3. Check that the L and R STBY PRESS advisory indications go out.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
28 Fuel Cont’

22-6 XFEED ON Caution Light C 1 0 (O)May be inoperative provided:

a) L/R STBY PRESS Lights operate
normally, and
b) Crossfeed Valve is verified to operate
normally before departure

Placarding:
Affix INOP placard on the Fuel Control Panel above the XFEED ON light.

Operational Procedure
Prior to commencement of each flight, the Flight Crew shall perform following check to confirm a
normal Crossfeed Valve operation:
1. Check the L and R STBY PRESS advisory indication to be out (FUEL Panel),
If the light is on place the associated condition lever in T/M lock out position until the light goes
out,
2. Return condition lever to FUEL OFF,
3. Set the XFEED switch ‘ON’ (FUEL Panel),
4. Set the L or R STBY PUMP SWITCH TO OVRD (fuel panel),
Correct Crossfeed Valve function is confirmed if L and R STBY PRESS Advisory Indication
comes on.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
28 Fuel Cont’

22-7 Standby Pump (STBY PUMP) C 2 0 (O) May be inoperative provided:

Automatic Control Modes a) L/R STBY PRESS Lights operate
normally,
b) L/R Standby Pumps are verified to operate
normally, and
c) Affected STBY PUMP Switch(es) remain
in OVRD for Engine Start, Takeoff,
Approach and Landing.

Placarding:
Affix INOP placard on the Fuel Control Panel near the STBY PUMP Switch

Operational Procedure

To check that the affected sides STBY PUMP and STBY PRESS Advisory Indication operate normally:
1. Check the L and R STBY PRESS Advisory Indication to be out (FUEL panel).
2. If the light is on place the associated Condition Lever in T/M lock out position until the light
goes out. Return Condition Lever to FUEL OFF.
3. Set the L and/or R STBY PUMP switch to OVRD (FUEL panel)
Correct STBY PUMP function is confirmed if L and/or R STBY PRESS Advisory Indication
comes on.
4. Return switches to AUTO respective OFF position.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
28 Fuel Cont’

41-1 Cockpit Fuel Quantity Indicators C 2 1 (M)(O) One may be inoperative provided:
a) Associated LOW LEVEL Caution is
verified to operate normally,
b) Fuel Flow Indicators operate normally,
and
c) Fuel quantity in associated tank is
verified by an accepted procedure
before departure

Placarding:
Affix INOP placard on the inoperative Fuel Quantity Indicator.

Operating Procedure
Prior to first flight for each crew the crew shall check the fuel quantity

1. If the fuel level is less than 1100 lbs/500 kg, check the fuel quantity by Magnetic Dipsticks
before the first flight each day (aircraft level) and for a fuel level above 1100 lbs/500 kg, use the
topoff method and refuel until the overfill switches close.

2. From the second flight and on each day, the crew may use the uplift method to reach required
fuel quantity (find the actual fuel level by subtracting fuel used from the fuel level established
before first flight. Order additional fuel as required)

Maintenance Procedure
To Check that the LOW LEVEL Caution indication system operates normally.
1. Defuel associated fuel tank until the associated LOW LEVEL Caution light illuminates.
2. Verify by Magnetic Dipsticks that the remaining fuel quantity in associated tank is 300 70 lb /
135 30kg.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
28 Fuel Cont’

41-2 Fueling Panel Fuel Quantity C 2 0 (M) May be inoperative provided fuel quantity
Indicators in associated tank(s) is verified by an accepted
procedure before departure.

41-3 L/R LOW LEVEL Caution C 2 1 (M)May be inoperative provided associated

Lights Cockpit Fuel Quantity Indicator is verified to
operate normally.

41-4 Fuel Quantity Test Function C 1 0 (M)May be inoperative provided both Cockpit
Fuel Quantity Indicators are verified to operate
normally.

Placarding:
Affix INOP placard on the inoperative Fuel Quantity Indicator.

Maintenance Procedure
41-2 Fueling Panel Fuel Quantity Indicators
Fuel load can be established on Cockpit Fuel Quantity Indicators or if the fuel level is less than 1100
lbs/500 kg by use of Magnetic Dipsticks (with aircraft level). Dipstick index converting table, ref. item
28–41–1.

44-3 L/R LOW LEVEL Caution Lights and 44-4 Fuel Quantity Test Function
Normal operation of the cockpit fuel quantity indicator can be verified by comparing the cockpit fuel
quantity indicator reading with the fuel quantity indicated by the Magnetic Dipsticks (if the fuel level is
less than 1100 lbs/500 kg). Dipstick index converting table, ref. item 28–41–1, (aircraft level). For a fuel
level above 1100 lbs/500 kg, refuel to a known quantity i.e. MID (1640 lbs/745 kg) or FULL level (2950
lbs/1340 kg) and compare with the cockpit fuel quantity indicator reading.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
28 Fuel Cont’

41-5 FUELING Status Light (on C 1 0 (M)(O) May be inoperative provided:

Ground Status Panel) a) Defuel Valve is deactivated Closed, and
DE-FUEL Switch remains CLOSED,
b) Single point refueling is not used,
c) Acceptable alternate means of fueling is
used, and
d) Wing FUEL Panel Control Switch and
both Fuel Tank FUEL LEVEL Switches
are verified OFF before departure.

Placarding:
Affix INOP placard on the Ground Status Panel above the blue STATUS FUELING light.

Operational Procedure
Prior to commencement of each flight after refueling on the wing fuel panel:
1. Check that the fuelling control switches for each tank are placed in “OFF” position.
2. The DE-FUEL switch is set in CLOSE position.
3. The FUEL PANEL switch is set in “OFF” position.

Maintenance Procedure
To deactivate the DE–FUEL valve in CLOSE position:
1. Set the fuel panel switch to ON.
2. Set the DE–FUEL switch to CLOSE position.
3. Set the fuel panel switch to OFF.
4. Open right wing–to–fuselage fairing 152AB and Access Panel 151AB (Ref. AMM 53–50–05).
5. Remove Access Panel 601AZ.
6. Visually inspect that the DE–FUEL Valve Indicator Pin indicates CLSD position and remove
and secure the Cannon Plug.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
28 Fuel Cont’

41-6 L/R VALVE CLOSED Caution C 2 0 (M) May be inoperative provided normal
Lights (Firewall Shutoff Valves) Firewall Shutoff Valve operation is verified
once each flight day.

42-1 Dipsticks C 2 0 May be inoperative if the fuel quantity for the

associated tank is verified by normal means
before departure.

Placarding:
41-6 Affix INOP placard on the Fuel Control Panel adjacent to the inoperative VALVE CLOSED
Caution light.

42-1 Affix INOP placard adjacent to the inoperative dipsticks.

Maintenance Procedure

CAUTION:
Prior to actuating the associated L/R ENG Fire Handle check that the Fire Extinguisher switches
are “OFF” position.

1. Pull the associated L/R ENG Fire Handle (Overhead Panel) and check that the position indicator on
the Fire Shutoff Valve moves to CLOSED position.
2. Reset the associated L/R ENG Fire Handle (Overhead Panel) and check that the position indicator
on the Fire Shutoff Valve moves to OPEN position.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
28 Fuel Cont’

44-1 Fuel Temperature Indication C 1 0 (O) May be inoperative provided:

System a) Departure fuel temperature is determined
to be within AFM Temperature
Limitations, and
b) Flight is conducted at altitudes at which
OAT and SAT are within AFM Fuel
Temperature Limitations.

NOTE: The fuel temperature limits can be

found in the AOM Chapter FUEL, section
LIMITATIONS

Placarding:
Affix INOP placard on the BAT FUEL TEMP PANEL

Maintenance Procedure
Prior to commencement of each flight where ambient conditions indicate that fuel temperature may be
outside the prescribed limits, the fuel temperature should be verified as follows:
1. Drain a quantity of fuel from the drain valves into a suitable container.
2. Place a thermometer in the disused fuel for three (3) to five (5) minutes and observe the reading.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

29 HYDRAULIC POWER

31-2 Cockpit Fluid Quantity (HYD B 1 0 (O)May be inoperative provided:

QTY) Indication a) All Cockpit Hydraulic Accumulator
Pressure Indicators operate normally, and
b) Before departure, Mechanical Hydraulic
Quantity Indicator in Nose Gear Wheel
Well is used to verify that Hydraulic
Quantity is within normal range.

32-1 Cockpit Main (MAIN) B 1 0 (O)May be inoperative provided:

Hydraulic Accumulator Pressure a) Automatic Hydraulic Pump Control
Indication System is verified to operate normally,
b) Cockpit Fluid Quantity (HYD QTY)
Indication operates normally,
c) All remaining Cockpit Hydraulic
Accumulator Pressure Indicators operate
normally,
d) Hydraulic Caution (HYDR) Indication is
verified to operate normally, and
e) Before departure, Main Hydraulic
Accumulator Pressure Indicator in Nose
Wheel Well is used to verify that Main
Hydraulic Pressure is within Normal
range.

Placarding:
Affix INOP placard on the inoperative indicator.

Operational Procedures
31-2 Cockpit Fluid Quantity (HYD QTY) Indication
Prior to the commencement of each flight, the Flight Crew shall check the fluid quantity through the
sight window located on the left side of the nose landing gear wheel well and verify adequate fluid in the
system.

32-1 Cockpit Main (MAIN) Hydraulic Accumulator Pressure Indication

Prior to the commencement of each flight, the Flight Crew shall check the related accumulator pressure
indicator through the sight window located on the right side of the nose landing gear wheel well.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
29 Hydraulic Power Cont’

32-2 Cockpit Brake (OUTB/INB) C 2 1 (O)One may be inoperative provided:

Hydraulic Accumulator Pressure a) Cockpit Fluid Quantity (HYD QTY)
Indications Indication operates normally,
b) All remaining Cockpit Hydraulic
Accumulator Pressure Indicators operate
normally,
c) Hydraulic Caution (HYDR) Indication is
verified to operate normally before
departure, and
d) Before departure, associated Outboard
Brake (OUTB), or Inboard Brake (INB)
Hydraulic Accumulator Pressure Indicator
in Nose Wheel Well is used toVerify that
Brake Hydraulic Pressure is within normal
range.

Placarding:
Affix INOP placard on the Hydraulic Panel adjacent to the inoperative indicator

Operational Procedure
Prior to the commencement of each flight, the Flight Crew shall check the related accumulator pressure
indicator through the sight window located on the right side of the nose landing gear wheel well.
Note:
Starting from the nose going backwards the accumulators are located in the order MAIN, EMER, OUTB
BRK and INB BRK.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

30 ICE AND RAIN

PROTECTION

10-1 Airfoil De-Ice Boot System B 1 0 (M)(O) May be inoperative provided:

a) Suction Hold Down is verified to operate
normally, and
b) Airplane is not operated in known or
forecast icing conditions.

NOTE:
Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in the
AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is known or
is predicted to occur.

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Placarding:
Affix INOP placard on the STAB & WING De-ice Panel

Operational Procedure
Aircraft is not to be operated in known or forecast icing conditions

Maintenance Procedure

Prior to further operation of the aircraft after the Boot De-ice System has been reported inoperative,
verify that the Suction Hold Down is operational by visually checking that all De-ice Boots are flush
with either engine running.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

10-2 De-Ice Timer Control B 1 0 May be inoperative provided airplane is not

operated in known or forecast icing conditions.

10-3 De-Ice Manual Control B 1 0 May be inoperative provided airplane is not

operated in known or forecast icing conditions.

10-4 Boot De-Ice TIMER Caution B 1 0 May be inoperative provided airplane is not
Indication operated in known or forecast icing conditions

NOTE:
Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in the
AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is known or
is predicted to occur.

Placarding:
Affix INOP placard on the STAB & WING De-ice Panel.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

10-5 Boot Indication Lights (Green) B 3 1 (M)(O) Wing Boot Indication Lights (W OTB
and W INB) may be inoperative provided:
a) Stabilizer Boot Indication Light (STAB)
operates normally,
b) Before dispatch into known or forecast
icing conditions, all De-Ice Boots are
ground checked in Manual Mode, and
normal inflation and deflation is visually
verified by qualified personnel,
c) Boot De-Ice TIMER Caution Indication
operates normally, and
d) Wing Inspection Lights are verified to
operate normally for night operations.

B 3 0 May be inoperative provided airplane is not

operated in known or forecast icing conditions

NOTE:
Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in the
AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is known or
is predicted to occur.

Placarding:
Affix INOP placard on the STAB & WING De-ice Panel adjacent to inoperative Boot Indicator Light/s.

Operating Procedure

Continues /………………

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

10-5 Boot Indication Lights (Green)

Cont’
Operating Procedure Cont’
1. Verify Stabilizer Boot Indication Light (STAB) operates normally
2. Verify Boot De-Ice TIMER Caution Indication operates normally, and
3. Wing Inspection Lights are verified to operate normally for night operations.

Check correct function of the TIMER Caution Indication, STAB Inflation Lights and wing boot
operation with both engines running as follows:
1. Set the AIR SUPPLY switch to “OFF” (ICE PROTECTION Panel);
2. Set the AUTO CYCLING switch to CONT or ONE CYCLE (ICE PROTECTION Panel);
NOTE: Correct function is indicated by TIMER Caution indication coming on in about 4
seconds and staying on for approximately 20 seconds;
3. Set the AIR SUPPLY switch to ‘ON’ (ICE PROTECTION Panel).

Before dispatch into known or forecasted icing conditions, check all deice boots as follows:
1. Use Manual Mode STAB Push Button, press the button 6 seconds and observe that the
associated STAB Inflation Light comes on;
2. Press and hold W INB & W OUTB manual mode push buttons for six (6) seconds and visually
verify normal inflation and deflation of the wing boots.

Maintenance Procedure
Prior to commencement of each flight into known or forecast Icing conditions, check correct function of
the TIMER Caution Indication, STAB Inflation Lights and wing boot operation with both engines
running as follows:
1. Set the AIR SUPPLY switch to “OFF” (ICE PROTECTION Panel).
2. Set the AUTO CYCLING switch to CONT or ONE CYCLE (ICE PROTECTION Panel).
3. Correct function is indicated by TIMER Caution indication coming on in about 4 seconds and
staying on for approximately 20 seconds.
4. Set the AIR SUPPLY switch to ‘ON’ (ICE PROTECTION Panel).
5. Use Manual Mode STAB Push Button, press the button 6 seconds and observe that the
associated STAB Inflation Light comes on.
6. Press and hold W INB & W OUTB manual mode push buttons for six (6) seconds and visually
verify normal inflation and deflation of the wing boots.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

20-1 Engine Air Intake Anti-Ice B 2 1 (M) One may be inoperative provided:
Systems a) Associated Engine's Auto Ignition System
is verified to operate normally before
departure, and
b) Airplane is not operated in known or
forecast icing conditions.

NOTE:
Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in the
AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is known or
is predicted to occur.

Placarding:
Affix INOP placard on the ENGINE Anti-ice Panel adjacent to the Engine Anti-ice Switch.

Maintenance Procedure
.Associated Engine's Auto Ignition System is verified to operate normally before departure. Functionally
check the Auto Ignition System as follows:
With the engine in operation before shutdown, continue as follows:
1. Set the ignition switch to NORMAL.
2. Set the CL to FEATHER/START.
3. Adjust the PL to set the Ng to 75-77%.
4. Shut down the engine (CL to OFF).
5. Make sure the ignition light comes on while the Ng is more than 62%. If the ignition light does
not come on, or you do not see the light, go to step 6, and with the engine operating, verify auto
ignition.
6. Set the ignition switch to NORMAL.
7. Set the CL to MAX.
8. Set the PL to GROUND IDLE.
9. Press and hold the overspeed test switch A or B for 1 second.
10. The ignition light must come on for approximately 7 seconds.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

20-3 Anti-Ice ON Status Lights (L/R B 2 1 (O) One may be inoperative provided both
ENG ANTI-ICE) Engine Air Intake Anti-Ice Systems are
verified to operate normally before departure.

NOTES:
1. ENG ANTI-ICE Status Light for an inoperative Engine Air Intake Anti-Ice System may be
inoperative.

2. Icing conditions exist any time weather conditions meet visibility and temperature Limits
specified in the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane
ice accretion is known or is predicted to occur.

Placarding:
Affix INOP placard on the STAB & WING De-ice Panel.

Operating Procedure
Prior to commencement of each flight, the Flight Crew shall verify that the associated Engine Anti-ice
System operates normally as follows:
1. Operate the affected Engine at greater than 92% Ng. and note the TRQ and ITT readings.
2. Set the associated Engine Anti-ice System “ON”
3. Normal Engine Anti-ice System operation is confirmed by a decrease in TRQ and increase in ITT.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

31-1 Main Pitot Tube Heaters B 2 1 (O) One may be inoperative for day VMC
flight only, provided:

a) Caution Indication (L PITOT or R

PITOT) for remaining Main Pitot Tube
Heater, and the STBY PITOT Heater
Caution, are verified to operate normally,

b) Remaining Main Pitot Heater, and

Standby Pitot Tube Heater are verified to
operate normally before departure, and

c) Airplane is not operated in visible

moisture, or known or forecast icing
conditions.

NOTE: Icing conditions exist any time weather conditions meet visibility and temperature Limits
specified in the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice
accretion is known or is predicted to occur.

Placarding:
Affix INOP placard on the Ice Protection Panel below the Caution Lights on the Probe Heat
Panel.
Operating Procedure
Prior to commencement of each flight, the Flight Crew shall verify that the Standby Pitot Tube Heater
operates normally as follows:
1. Set the L & R BAT switch to “ON” (DC ELEC PANEL),
2. Set the STBY PITOT switch to “ON” (ICE PROTECTION Panel),
3. Normal Standby Pitot Tube Heater function is operative if the STBY PITOT Caution Indication
does not illuminate.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

31-2 Standby Pitot Tube Heater B 1 0 (O) May be inoperative provided:

a) Caution Indications (L PITOT and R
PITOT) for both pilots' Main Pitot Tube
Heaters are verified to operate normally,
b) Both Main Pitot Tube Heaters are verified
to operate normally before departure, and
c) Aircraft is not operated in visible
moisture, or known or forecast icing
conditions.

NOTE: Icing conditions exist any time weather conditions meet visibility and temperature Limits
specified in the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice
accretion is known or is predicted to occur.

Placarding:
Affix INOP placard on the Ice Protection Panel adjacent to the STBY PITOT Switch on the
Probe Heat Panel.

Operating Procedure
Prior to commencement of each flight, the Flight Crew shall, with one AC Generator on line, verify both
L/R PITOT Caution Indications do not illuminate, indicating Main Pitot Tube Heaters are operative.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

32-1 Pitot Heater Caution Indications B 3 2 (O) One may be inoperative provided:
(L PITOT, R PITOT, STBY a) All Pitot Heaters are verified to operate
PITOT) normally, and
b) Associated Pitot Heater is verified to
operate normally before departure.

B 3 0 (O) May be inoperative provided:

a) All Pitot Heaters are verified to operate
normally, and
b) Airplane is not operated in known or
forecast icing conditions.

NOTES:
1. Not required for an associated inoperative Pitot Tube Heater.
2. Pitot Heat functions can be checked by sensing (without touching) that the Pitot Tubes are hot.
3. Icing conditions exist any time weather conditions meet visibility and temperature Limits
specified in the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane
ice accretion is known or is predicted to occur.

Placarding:
Affix INOP placard on the Ice Protection Panel adjacent to the Caution Lights on the Prove
Heat Panel.

Operating Procedure
Prior to commencement of each flight, the Flight Crew shall verify that the Pitot Tube heaters related to
inoperative Caution Indications operate normally as follows:
a) Set the L and R BAT switch to ‘ON’ (DC ELEC Panel),
b) Set the STBY PITOT switch to “ON” (ICE PROTECTION),
c) Verify that the Main Pitot Tube Heaters operate normally with one AC Generator on line.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

33-1 Angle of Attack Sensor Heaters B 2 1 One may be inoperative provided airplane is
not operated in known or forecast icing
conditions.

33-2 Angle of Attack Sensor Heater B 2 1 One may be inoperative provided airplane is
Caution Indications (L/R not operated in known or forecast icing
ALPHA) conditions.

34-1 OAT Probe Heater B 1 0 May be inoperative for day VMC only,
provided Aircraft is not operated in over-the-
top conditions.

34-2 OAT Caution Indication B 1 0 May be inoperative for day VMC only,
Aircraft is not operated in over-the-top
conditions.

NOTES:
1. Should Angle of Attack Sensor Heater(s) become inoperative during flight in icing conditions,
Stall Warning System (Stick Shaker) and Stall Identification System (Stick Pusher) may not
function.
2. If ice build-up occurs on the OAT Probe, incorrect TAS and OAT values will be displayed.
3. Icing conditions exist any time weather conditions meet visibility and temperature Limits
specified in the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane
ice accretion is known or is predicted to occur.

Placarding:
Affix INOP placard on the Ice Protection Panel adjacent to the relevant caution indicator or control
Switch on the Probe Heat Panel.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

41-1 Windshield Heaters C 4 3 (O) One Side Windshield Heater may be

inoperative provided Right Air Conditioning
Pack operates normally.

C 4 2 (O) One Front and one Side Windshield

Heater or both Side Windshield Heaters may
be inoperative provided:
a) Airplane is not operated in known or
forecast icing conditions, and
b) Right Air Conditioning Pack operates
normally.
C 4 0 (O) May be inoperative provided:
a) Airplane is not operated in known or
forecast icing conditions,
b) Right Air Conditioning Pack operates
normally,
c) OAT Probe Heater and OAT Caution
Indication operate normally,
d) and OAT is above +5 degrees C.

NOTE: Icing conditions exist any time weather conditions meet visibility and temperature Limits
specified in the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice
accretion is known or is predicted to occur.

Placarding:
Affix INOP placard on the Windshield De-ice Panel adjacent to the related Switch.

Operating Procedure
Check that the Right Hand Air Condition Pack operates normally:
1. After engine start set the L + R RECIRC switches to ON (AIR COND panel).
2. Set the R BLD VALVE switch to RESET/AUTO (AIR COND panel).
3. Set the R HP VALVE switch to AUTO (AIR COND panel).
 If hot temperature in the Cockpit, Set the F DECK rotary knob to COLD (AIR COND panel).
Check for cold airflow from the Ventilation Outlets.
 If cold temperature in the Cockpit, Set the F DECK rotary knob to HOT (AIR COND panel).
Check for hot airflow from the Ventilation Outlets.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

42-1 Windshield Heater Caution C 4 0 (O) May be inoperative provided:

Indications (L/R FRONT/SIDE) a) Airplane is not operated in known or
forecast icing conditions,
b) Right Air Conditioning Pack operates
normally,
c) OAT Probe Heater and OAT Caution
Indication operate normally, and
d) OAT is above +5 degrees C.

43-1 Windshield Wiper Systems C 2 0 May be inoperative provided airplane is not

operated in precipitation within 5 nautical
miles of the airport of takeoff or intended
landing.

1) Low Modes C 2 0 May be inoperative provided High Mode

operates normally on both Windshields

2) Park Modes C 2 0 May be inoperative provided High Mode

operatives normally on both Windshields.

Placarding:
42-1 Affix INOP placard on the Windshield De-ice Panel adjacent to the related Switch.
43-1 Affix INOP placard on the WIPER Panel adjacent to the inoperative Selection Switch.

Operating Procedure
Prior to commencement of each flight, the Flight Crew shall verify that the associated Windshield
Heater operates normally as follows:
1. Select the associated Switch to “ON” (ICE PROTECTION Panel),
2. Physically verify that the associated Windshield is heated (not possible if OAT above 20° C).

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
30 Ice and Rain Protection Cont’

60-1 Propeller De-Ice Systems B 2 0 May be inoperative provided airplane is not

operated in known or forecast icing
conditions.

60-2 Propeller De-Ice Caution B 2 0 May be inoperative provided airplane is not

Indications (L/R PROP) operated in known or forecast icing
conditions.

NOTE:
Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in the
AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is known or
is predicted to occur.

Placarding:
60-1 Affix INOP placard on the Propeller Panel adjacent to the related Switches.

60-2 Affix INOP placard on the Propeller Panel adjacent to the inoperative light/s

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

31 INDICATING AND
RECORDING SYTEMS

20-1 Clocks C 2 1 One may be inoperative for:

(indicating the time in hours, IFR operations - RPT and CHTR (except
minutes and seconds) CHTR under Night VMC and freight-only
CHTR operations)

C 2 0 (O) Both may be inoperative for:

VFR and IFR operations - PVT, A/W
(including Night VMC), CHTR under Night
VMC and freight-only CHTR, provided a
timepiece (indicating the time in hours,
minutes and seconds) is carried on the person
of the pilot or navigator.

NOTE:
Stop watch function may be inoperative provided any EFIS Elapsed Time function operates normally.

Placarding:
Affix INOP placard on the inoperative Clock.

Operating Procedure
The Pilot in Command is to ensure that a timepiece (indicating the time in hours, minutes and seconds)
is carried and is readily accessible when required.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
31 Indicating and Recording
Systems Cont’

30-1 Flight Data Recorder (FDR) A 1 0 (O) May be inoperative for a period of 21
System (Includes FDR days provided:
Function of Combined Voice a) The aircraft does not depart an airport
and Flight Data Recorder) where spare parts, qualified staff, suitable
facilities, and equipment are available to
replace the unserviceable unit, and
b) The Cockpit Voice Recorder is operative
c) Must be serviceable for training or test
flights.

NOTE
DFDR is considered to be inoperative when any of the following conditions exists:
a) Loss of the flight recording function is evident to the flight crew during preflight check e.g. by means
of a system status monitor, or
b) the need for maintenance has been identified by the system monitors, where available, with the setting
of an indicator and the cause of that setting has not been determined, or
c) Analyses of recorded data or maintenance actions have shown that more than 5% of the total number
of individual parameters (variable and discrete) required to be recorded for the particular aircraft are
not being recorded properly.

Placarding:
Affix INOP placard on the Flight Data Entry Panel.

Operating Procedure
1. Ensure that the aircraft does not depart an airport where spare parts, qualified staff, suitable
facilities, and equipment are available to replace the unserviceable unit, and
2. Ensure that the Cockpit Voice Recorder is operative

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
31 Indicating and Recording
Systems Cont’

50-1 Warning/Caution Light System

1) Master Warning Lights B 2 1 (O) One may be inoperative provided:
a) Takeoff Inhibit (T/O INH) System
operates normally,
b) Master Warning Aural Alert (Triple
Chime) is verified to operate normally
before departure, and
c) All discrete Warning Lights are verified to
operate normally before departure.

2) Master Caution Lights B 2 1 (O) One may be inoperative provided:

a) Takeoff Inhibit (T/O INH) System
operates normally,
b) Master Caution Aural Alert Single Chime)
is verified to operate normally before
departure, and
c) All discrete Caution Lights are verified to
operate normally before departure.

Placarding:
Affix INOP placard adjacent to the inoperative Master Warning Light.
Affix INOP placard adjacent to the inoperative Master Caution Light,

Operating Procedure
Master Warning Lights
Prior to commencement of each flight, the Flight Crew shall verify the Master Warning Aural Alert
(triple chime) Function as follows:
1. Hold the FIRE Test Switch to L or R position (TEST 1 Panel).
2. Verify the Master Warning Aural Alert (triple chime) and the Fire Bell operate.
Master Caution Lights
Prior to commencement of each flight, the Flight Crew shall verify the Master Caution Aural Alert
(single chime) Function as follows:
1. Hold the FIRE SHORT Test switch to test position (TEST 1 Panel).
2. Verify the Master Caution Aural Alert (single chime) Function.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
31 Indicating and Recording
Systems Cont’

50-3 Master Warning Aural Alert B 1 0 (O) May be inoperative provided:

(Triple Chime) a) Takeoff Inhibit (T/O INH) System
operates normally,
b) Both Master Warning Lights are verified
to operate normally before departure, and
c) All discrete Warning Lights are verified
to operate normally before departure.

50-4 Master Caution Aural Alert B 1 0 (O) May be inoperative provided:

(Single Chime) a) Takeoff Inhibit (T/O INH) System
operates normally,
b) Both Master Caution Lights are verified
to operate normally before departure, and
c) All discrete Caution Lights are verified to
operate normally before departure.

Placarding:
Affix INOP placard above the Central Warning Panel.
Operating Procedures
50-3 Master Warning Aural Alert - Prior to commencement of each flight, the Flight Crew shall verify
the Master Warning Indications as follows:
1. Hold the FIRE Test switch to L or R position (TEST 1 Panel).
2. Check for a normal left and right side Master Warning Indication Function.

50-4 Master Caution Aural Alert - Prior to commencement of each flight, the Flight Crew shall
verify the Master Caution Indications as follows:
1. Hold the FIRE SHORT test switch to test position (TEST 1 Panel).
2. Check for a normal left and right side Master Caution Indication Function.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
31 Indicating and Recording
Systems Cont’

50-5 Take-off Inhibit (T/O INH) C 1 0 (O) May be inoperative provided:

System a) All Master Warning and Master Caution
Indications, and Aural Alerts, and
associated discrete Warnings and
Cautions, operate normally,
b) WEU Status Light (white) is not
illuminated, and
c) Before departure, normal operation is
verified for all Master Warning and
Master Caution Indications, and Aural
Alerts, and associated discrete Warnings
and Cautions.

NOTE:

With Takeoff Inhibit System inoperative, no Warnings or Cautions are suppressed during takeoff.

Placarding:
Affix INOP placard adjacent to the T/O Inhibit Button Light

Operating Procedure
Prior to commencement of each flight, the Flight Crew shall carry out Lamp test and verify normal
operation of Master Warning and Master Caution indications and Aural Alerts and associated discrete
Warnings and Cautions.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
31 Indicating and Recording
Systems Cont’

50-6 Ground Operation (GND OP) C 1 0 (O)May be inoperative provided:

System a) All Master Warning and Master Caution
Indications, and Aural Alerts, and
associated discrete Warnings and
Cautions, operate normally,
b) WEU Status Light (white) is not
illuminated, and
c) Before departure, normal operation is
verified for all Master Warning and
Master Caution Indications, and Aural
Alerts, and associated discrete Warnings
and Cautions.

NOTE:
With Ground Operation System inoperative, no Cautions are suppressed on the ground.

Placarding:
Affix INOP placard on the Instrument Panel adjacent to the Ground Ops button light

Operating Procedure
Prior to commencement of each flight, the Flight Crew shall carry out Lamp test and verify normal
operation of Master Warning and Master Caution indications and Aural Alerts and associated discrete
Warnings and Cautions.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

32 LANDING GEAR
31-1 Landing Gear Handle Downlock B 1 0 (M)(O) May be inoperative provided:
Latch Solenoid a) Downlock Release Override Mechanism
is verified to operate normally,
b) Before departure, function of Downlock
Release Button (DOWN LOCK REL) is
verified to operate normally. DURING
BUTTON FUNCTION VERIFICATION,
GEAR HANDLE MUST REMAIN IN
THE DOWN AND LOCKED POSITION
AND MUST NOT BE TOUCHED, and
c) Alternate Gear Retraction procedures are
established and used.
NOTE: If Gear Handle were placed out of the Down and Locked position during Downlock Release
Button verification, Gear could retract on the ground.

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Placarding:
Affix MEL placard on the Landing Gear Control Panel

Operating Procedure
WARNING: DO NOT TOUCH THE HANDLE WHILE DEPRESSING THE DOWNLOCK REL
BUTTON.
1. Prior to each takeoff press the DOWN LOCK REL button and check that it moves in. Ensure that
the Landing Gear Handle is in DN position and do not touch the handle while depressing the
DOWNLOCK REL button.
2. Gear retraction when airborne is accomplished by pressing the DOWNLOCK REL button while
selecting Gear up.
Maintenance Procedures
To verify that the DOWNLOCK REL override mechanism operates normally.
WARNING: ENSURE NOSE AND MAIN LANDING GEAR SAFETY PINS ARE INSTALLED.
1. Set the L BAT, R BAT, EXT PWR switches to OFF (DC ELEC Panel).
2. On LH circuit breaker panel 9VU, open HYDRAULIC LDG CONTROL circuit breaker (F–7).
3. Set the HYDR PUMP switch to OFF (Center Pedestal).
4. In nose wheel bay on Main Accumulator depress dump valve and check that pressure drops to 0 psi
on Main Acc pressure indicator.
5. On LDG GEAR panel press DOWNLOCK REL button and check that it is possible to select landing
gear up.
6. Select the Landing Gear down.
7. On LH circuit breaker panel 9VU, reset the HYDRAULIC LDG CONTROL circuit breaker (F–7).

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

33-1 Landing Gear A 1 0 (M)(O)May be inoperative provided:

Extension/Retraction System a) Landing Gear is locked in extended
position,
b) Airplane is not operated in known or
forecast icing conditions,
c) Flight is conducted in accordance with
AFM Performance and Procedures for
operation with Landing Gear extended,
d) Overwater operations are prohibited,
e) Alternate procedures for resetting Takeoff
Inhibit System after takeoff are
established and used, and
f) Repairs are made within one flight day.

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NOTE: Icing conditions exist any time weather conditions meet visibility and temperature Limits
specified in the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice
accretion is known or is predicted to occur.

Placarding:
Prior to further operation of the aircraft after Landing Gear Extension/Retraction System has been
reported inoperative, lock the Landing Gear in extended position as follows:
1. The Landing Gear Handle must be kept in down (DN) position.
2. Verify that the Landing Gear Handle transit light is extinguished and green nose, left and right
Landing Gear Annunciators are illuminated.
3. Install Nose and Main Landing Gear safety pins (remove or secure flags).

Operating Procedure
1. During flight the Flight Crew shall observe the AFM performance/procedures for operation with the
Landing Gear extended in AFM section 6-12 “Dispatch with limitations”.
2. The T/O inhibit button must be pushed after lift-off in order to reset the take-off inhibit function.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

42-3 Parking Brake Caution Light C 1 0 (O) May be inoperative provided:

(PARK BRK ON) a) Parking Brake Valve is verified to operate
normally before departure, and
b) Aircraft remains chocked unless qualified
personnel (flight crew or maintenance
personnel) are stationed in the cockpit
with Brakes applied.

Placarding:
Affix INOP placard adjacent to the Parking Brake handle.
Operating Procedure
Prior to the commencement of each flight or series of flights the Flight Crew shall verify the park Brake
operates normally as follows:
1) Set the parking brake ON.
2) Start both engines.
3) Move the condition levers into MIN-MAX range.
4) Advance the Power Levers to approx. 50% power and verify that the aircraft does not move.
5) Release the Parking Brake and verify that the aircraft starts to move.

Note: During the above procedure, flight crew shall be prepared to back up with normal
braking.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-1 Anti-Skid System

1) Airplanes w/o Wet Runway

Perform-ance Data (Saab-340A &
Saab-340B w/o Extended
Wingtips)

a) Dry Runways A 1 0 (M)(O)May be inoperative provided:

a) Automatic Fight Idle Stop is verified to be
over-ridden before departure, and all
appropriate relief provisions associated
with an inoperative Automatic Flight Idle
Stop are complied with,
b) ANTI-SKID Switch is OFF,
c) Flight is conducted in accordance with
AFM Performance and Procedures for
operation with Anti-Skid inoperative,
d) Procedures are established and used to
assure that Power Lever Latches are not
lifted, and Power Levers are not moved
below FLIGHT IDLE while Airborne,
e) Procedures are established and used to
assure that Wheel Brakes are not applied
above 40 KIAS, and
f) Operations are limited to one revenue
flight to a location where repairs can be
made.

NOTES:
When Landing Gear is retracted, the Amber FI STOP Caution Light will illuminate, and the Blue FI STOP
Status Light will remain illuminated.
Application of Wheel Brakes above 40 KIAS may result in burst tires.
If the Power Levers are moved below FLIGHT IDLE while airborne, Propellers will go into a low pitch
angles causing increased Propeller RPM and extremely high drag, leading to uncontrolled flight. Loss of
Engine power, flame-out, and/or Engine damage may also result.

Continues /…………..

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-1 Anti-Skid System Cont’

1) Airplanes w/o Wet Runway
Perform-ance Data (Saab-340A
& Saab-340B w/o Extended
Wingtips) Cont’

a) Dry Runways Cont’

Placarding:
Affix INOP placard on the Hydraulic Panel adjacent to the Anti-Skid Switch.

Operating Procedure:
1. Prior to commencement of each flight the Flight Crew shall set the Anti-Skid switch to OFF and
ensure it remains in the OFF position for the duration of the flight.
2. During operation of the aircraft the Flight Crew shall observe the AFM performance and procedures
for operation with the Anti-Skid System inoperative.

*** WARNING ***

It is prohibited to lift the Power lever latches and move the power lever/s below Flight Idle when
airborne. If the PL is moved below Flight Idle when airborne, the propeller will go into low pitch
angle, the propeller speed will increase uncontrolled with extremely high drag, possible
uncontrolled flight, engine flame out, potential engine damage and loss of engine power.

Maintenance Procedures:
Prior to commencement of each flight after the Anti-Skid System has been reported inoperative, verify
the Flight Idle Stop is overridden as follows:
1. Start both engines and pull the FI STOP OVRD PULL knob.
2. Advance both Power Levers above FLT IDLE and retard below FLT IDLE position.
3. Verify free movement of the Power Lever/s indicating that the Flight Idle Stop is open.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-1 Anti-Skid System (Cont’d)

b) Wet Runways (No standing A 1 0 (M)(O) May be inoperative provided:

water, snow, slush, or ice a) Only runways with grooved, or Porous
contamination on takeoff or Friction Coarse (PFCO) surfaces are
landing run-way) utilized for Wet Runway takeoff and
landing,
b) An Accepted Performance Data Report,
derived by analysis of Accelerate-stop
capability on wet runway surfaces, and
assuming termination of Propeller
Reverse at no less than 60 KIAS, is
developed and used, and is referenced in
the MEL by name, Revision number and
Acceptance date,
c) Automatic Fight Idle Stop is verified to be
over-ridden before departure, and all
appropriate relief provisions associated
with an inoperative Automatic Flight Idle
Stop are complied with,
d) Both Propeller Reversers Operate
Normally,
e) ANTI-SKID Switch is OFF,
f) Cross wind component for departure and
arrival runway is forecast to be 15 knots,
or less,
g) Flight is conducted in accordance with
AFM Performance and Procedures for
operation with Anti-Skid inoperative,
h) Procedures are established and used to
assure that Power Lever Latches are not
lifted, and Power Levers are not moved
below FLIGHT IDLE while Airborne,
i) Procedures are established and used to
assure that Wheel Brakes are not applied
above 40 KIAS, and
j) Operations are limited to one revenue
flight to a location where repairs can be
made.
Continues \...................

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-1 Anti-Skid System (Cont’d)

b) Wet Runways (No standing

water, snow, slush, or ice
contamination on takeoff or
landing run-way) Cont’

NOTES:
1. When Landing Gear is retracted, the Amber FI STOP Caution Light will illuminate, and the Blue FI
STOP Status Light will remain illuminate.
2. Application of Wheel Brakes above 40 KIAS may result in burst tires.
3. If the Power Levers are moved below FLIGHT IDLE while airborne, Propellers will go into a low
pitch angles causing increased Propeller RPM and extremely high drag, leading to uncontrolled
flight. Loss of Engine power, flame-out, and/or Engine damage may also result.

Placarding:
Affix INOP placard on the Hydraulic Panel adjacent to the Anti-Skid Switch.
Operating Procedure
1. Prior to commencement of each flight the Flight Crew shall set the Anti-Skid switch to OFF and
ensure it remains in the OFF position for the duration of the flight.
2. During operation of the aircraft the Flight Crew shall observe the AFM performance and procedures
for operation with the Anti-Skid System inoperative. AFM performance/procedures for operation
with the Anti–Skid System inoperative can be found in the AFM section 6–12 (6–13 for Extended
Wingtips) ”Dispatch with limitations”.
Maintenance Procedures:
Prior to commencement of each flight after the Anti-Skid System has been reported inoperative, verify
the Flight Idle Stop is overridden as follows:
1. Start both engines and pull the FI STOP OVRD PULL knob.
2. Advance both Power Levers above FLT IDLE and retard below FLT IDLE position.
3. Verify free movement of the Power Lever/s indicating that the Flight Idle Stop is open.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-1 Anti-Skid System Cont’

2) Airplanes with Wet Runway A 1 0 (M)(O) May be inoperative provided:
Performance Data (Saab-340B
WT with Extended Wingtips) a) Automatic Fight Idle Stop is verified to be
over-ridden before departure, and all
appropriate relief provisions associated
with an inoperative Automatic Flight Idle
Stop are complied with,
b) ANTI-SKID Switch is OFF,
c) Flight is conducted in accordance with
AFM Performance and Procedures for
operation with Anti-Skid inoperative,
d) Procedures are established and used to
assure that Power Lever Latches are not
lifted, and Power Levers are not moved
below FLIGHT IDLE while Airborne,
e) Procedures are established and used to
assure that Wheel Brakes are not applied
above 40 KIAS, and
f) Operations are limited to one revenue
flight to a location where repairs can be
made.

NOTES:
 When Landing Gear is retracted, the Amber FI STOP Caution Light will illuminate, and the Blue FI
STOP Status Light will remain illuminated.
 Application of Wheel Brakes above 40 KIAS may result in burst tires.
 If the Power Levers are moved below FLIGHT IDLE while airborne, Propellers will go into a low
pitch angles causing increased Propeller RPM and extremely high drag, leading to uncontrolled flight.
Loss of Engine power, flame-out, and/or Engine damage may also result.

Continues /…………..

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Equipment List
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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-1 Anti-Skid System Cont’

2) Airplanes with Wet Runway
Performance Data (Saab-340B
WT with Extended Wingtips)
Cont’

Placarding:
Affix INOP placard on the Hydraulic Panel adjacent to the Anti-Skid Switch.

Operating Procedure:
1. Prior to commencement of each flight the Flight Crew shall set the Anti-Skid switch to OFF and
ensure it remains in the OFF position for the duration of the flight.
2. During operation of the aircraft the Flight Crew shall observe the AFM performance and procedures
for operation with the Anti-Skid System inoperative. AFM performance/procedures for operation
with the Anti–Skid System inoperative can be found in the AFM section 6–12 (6–13 for Extended
Wingtips) ”Dispatch with limitations”.

*** WARNING ***

It is prohibited to lift the Power lever latches and move the power lever/s below Flight Idle when
airborne. If the PL is moved below Flight Idle when airborne, the propeller will go into low pitch
angle, the propeller speed will increase uncontrolled with extremely high drag, possible
uncontrolled flight, engine flame out, potential engine damage and loss of engine power.

Maintenance Procedures:
Prior to commencement of each flight after the Anti-Skid System has been reported inoperative, verify
the Flight Idle Stop is overridden as follows:
1. Start both engines and pull the FI STOP OVRD PULL knob.
2. Advance both Power Levers above FLT IDLE and retard below FLT IDLE position.
3. Verify free movement of the Power Lever/s indicating that the Flight Idle Stop is open.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-2 A-SKID INOP Caution

Indication
1) Airplanes w/o Wet Runway
Performance Data (Saab-
340A & Saab-340B w/o
Extended Wingtips)

a) Dry Runways A 1 0 (M)(O) May be inoperative provided:

a) Automatic Fight Idle Stop is verified to be
over-ridden before departure, and all
appropriate relief provisions associated
with an inoperative Automatic Flight Idle
Stop are complied with,
b) ANTI-SKID Switch is OFF,
c) Flight is conducted in accordance with
AFM Performance and Procedures for
operation with Anti-Skid inoperative,
d) Procedures are established and used to
assure that Power Lever Latches are not
lifted, and Power Levers are not moved
below FLIGHT IDLE while Airborne,
e) Procedures are established and used to
assure that Wheel Brakes are not applied
above 40 KIAS, and
f) Operations are limited to one revenue
flight to a location where repairs can be
made.

NOTES:
When Landing Gear is retracted, the Amber FI STOP Caution Light will illuminate, and the Blue FI STOP
Status Light will remain illuminated.
Application of Wheel Brakes above 40 KIAS may result in burst tires.
If the Power Levers are moved below FLIGHT IDLE while airborne, Propellers will go into a low pitch
angles causing increased Propeller RPM and extremely high drag, leading to uncontrolled flight. Loss of
Engine power, flame-out, and/or Engine damage may also result.
Continues /…………..

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-2 A-SKID INOP Caution

Indication
1) Airplanes w/o Wet Runway
Perform-ance Data (Saab-340A
& Saab-340B w/o Extended
Wingtips)

a) Dry Runways Cont’

Placarding:
Affix INOP placard adjacent to the Central Warning Panel adjacent to the A-SKID INOP Caution Light.

Operating Procedure:
1. Prior to commencement of each flight the Flight Crew shall set the Anti-Skid switch to OFF and
ensure it remains in the OFF position for the duration of the flight.
2. During operation of the aircraft the Flight Crew shall observe the AFM performance and procedures
for operation with the Anti-Skid System inoperative.

*** WARNING ***

It is prohibited to lift the Power lever latches and move the power lever/s below Flight Idle when
airborne. If the PL is moved below Flight Idle when airborne, the propeller will go into low pitch
angle, the propeller speed will increase uncontrolled with extremely high drag, possible
uncontrolled flight, engine flame out, potential engine damage and loss of engine power.

Maintenance Procedures:
Prior to commencement of each flight after the Anti-Skid System has been reported inoperative, verify
the Flight Idle Stop is overridden as follows:
1. Start both engines and pull the FI STOP OVRD PULL knob.
2. Advance both Power Levers above FLT IDLE and retard below FLT IDLE position.
3. Verify free movement of the Power Lever/s indicating that the Flight Idle Stop is open.

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Equipment List
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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-2 A-SKID INOP Caution

Indication

b) Wet Runways (No standing A 1 0 (M)(O) May be inoperative provided:

water, snow, slush, or ice a) Only runways with grooved, or Porous
contamination on takeoff or Friction Coarse (PFCO) surfaces are
landing run-way) utilized for Wet Runway takeoff and
landing,
b) An Accepted Performance Data Report,
derived by analysis of Accelerate-stop
capability on wet runway surfaces, and
assuming termination of Propeller
Reverse at no less than 60 KIAS, is
developed and used, and is referenced in
the MEL by name, Revision number and
Acceptance date,
c) Automatic Fight Idle Stop is verified to be
over-ridden before departure, and all
appropriate relief provisions associated
with an inoperative Automatic Flight Idle
Stop are complied with,
d) Both Propeller Reversers Operate
Normally,
e) ANTI-SKID Switch is OFF,
f) Cross wind component for departure and
arrival runway is forecast to be 15 knots,
or less,
g) Flight is conducted in accordance with
AFM Performance and Procedures for
operation with Anti-Skid inoperative,
h) Procedures are established and used to
assure that Power Lever Latches are not
lifted, and Power Levers are not moved
below FLIGHT IDLE while Airborne,
i) Procedures are established and used to
assure that Wheel Brakes are not applied
above 40 KIAS, and
j) Operations are limited to one revenue
flight to a location where repairs can be
made.
Continues \...................

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-2 A-SKID INOP Caution

Indication cont’

b) Wet Runways (No standing

water, snow, slush, or ice
contamination on takeoff or
landing run-way) Cont’

NOTES:
1. When Landing Gear is retracted, the Amber FI STOP Caution Light will illuminate, and the Blue FI
STOP Status Light will remain illuminate.
2. Application of Wheel Brakes above 40 KIAS may result in burst tires.
3. If the Power Levers are moved below FLIGHT IDLE while airborne, Propellers will go into a low
pitch angles causing increased Propeller RPM and extremely high drag, leading to uncontrolled
flight. Loss of Engine power, flame-out, and/or Engine damage may also result.

Placarding:
Affix INOP placard adjacent to the Central Warning Panel adjacent to the A-SKID INOP Caution Light
Operating Procedure
3. Prior to commencement of each flight the Flight Crew shall set the Anti-Skid switch to OFF and
ensure it remains in the OFF position for the duration of the flight.
4. During operation of the aircraft the Flight Crew shall observe the AFM performance and procedures
for operation with the Anti-Skid System inoperative. AFM performance/procedures for operation
with the Anti–Skid System inoperative can be found in the AFM section 6–12 (6–13 for Extended
Wingtips) ”Dispatch with limitations”.
Maintenance Procedures:
Prior to commencement of each flight after the Anti-Skid System has been reported inoperative, verify
the Flight Idle Stop is overridden as follows:
1. Start both engines and pull the FI STOP OVRD PULL knob.
2. Advance both Power Levers above FLT IDLE and retard below FLT IDLE position.
3. Verify free movement of the Power Lever/s indicating that the Flight Idle Stop is open.

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Equipment List
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 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-2 A-SKID INOP Caution

Indication Cont’

2) Airplanes with Wet Runway A 1 0 (M)(O) May be inoperative provided:

Performance Data (Saab-340B a) Automatic Fight Idle Stop is verified to be
WT with Extended Wingtips) over-ridden before departure, and all
appropriate relief provisions associated
with an inoperative Automatic Flight Idle
Stop are complied with,
b) ANTI-SKID Switch is OFF,
c) Flight is conducted in accordance with
AFM Performance and Procedures for
operation with Anti-Skid inoperative,
d) Procedures are established and used to
assure that Power Lever Latches are not
lifted, and Power Levers are not moved
below FLIGHT IDLE while Airborne,
e) Procedures are established and used to
assure that Wheel Brakes are not applied
above 40 KIAS, and
f) Operations are limited to one revenue
flight to a location where repairs can be
made.

NOTES:
When Landing Gear is retracted, the Amber FI STOP Caution Light will illuminate, and the Blue FI STOP
Status Light will remain illuminated.
Application of Wheel Brakes above 40 KIAS may result in burst tires.
If the Power Levers are moved below FLIGHT IDLE while airborne, Propellers will go into a low pitch
angles causing increased Propeller RPM and extremely high drag, leading to uncontrolled flight. Loss of
Engine power, flame-out, and/or Engine damage may also result.
Continues /…………..

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

43-2 A-SKID INOP Caution

Indication Cont’

2) Airplanes with Wet Runway

Performance Data (Saab-340B
WT with Extended Wingtips)
Cont’

Placarding:
Affix INOP placard adjacent to the Central Warning Panel adjacent to the A-SKID INOP Caution Light

Operating Procedure:
1. Prior to commencement of each flight the Flight Crew shall set the Anti-Skid switch to OFF and
ensure it remains in the OFF position for the duration of the flight.
2. During operation of the aircraft the Flight Crew shall observe the AFM performance and procedures
for operation with the Anti-Skid System inoperative. AFM performance/procedures for operation
with the Anti–Skid System inoperative can be found in the AFM section 6–12 (6–13 for Extended
Wingtips) ”Dispatch with limitations”.

*** WARNING ***

It is prohibited to lift the Power lever latches and move the power lever/s below Flight Idle when
airborne. If the PL is moved below Flight Idle when airborne, the propeller will go into low pitch
angle, the propeller speed will increase uncontrolled with extremely high drag, possible
uncontrolled flight, engine flame out, potential engine damage and loss of engine power.

Maintenance Procedures:
Prior to commencement of each flight after the Anti-Skid System has been reported inoperative, verify
the Flight Idle Stop is overridden as follows:
1. Start both engines and pull the FI STOP OVRD PULL knob.
2. Advance both Power Levers above FLT IDLE and retard below FLT IDLE position.
3. Verify free movement of the Power Lever/s indicating that the Flight Idle Stop is open.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

50-1 Nose Wheel Steering C 1 0 (M)(O) May be inoperative provided:

a) Steering Wheel Brake is deactivated,
b) Nose Wheel Strut Centering Function is
verified to operate normally,
c) Nose Wheel Servo Shutoff Valve is
verified closed, Flight is conducted in
accordance with AFM performance and
procedures for operation with Nose
Wheel Steering inoperative,
d) Maximum crosswind component for
takeoff or landing is 20 KTS, and
e) Alternate taxiing procedures are
established and used to avoid sharp turns
requiring more than 20 degrees of Nose
Wheel deflection, and to control direction
using asymmetrical power and/or
differential braking.

NOTES:

1. If Nose Wheel turning angle exceeds 20 degrees during taxiing, Nose Wheel may swing around 180
degrees.
2. The aircraft is controlled by use of asymmetric braking and/or differential power application. During
taxi avoid sharp turns. The Nose Wheel may swing around 180° when Nose Wheel angle exceeds 20°.

Continues /…………………

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

50-1 Nose Wheel Steering Cont’

Placarding:
Affix INOP placard adjacent to the Nose Wheel Steering Wheel.

Operating Procedure
During flight, the Flight Crew shall observe AFM performance/procedures for operation with the Nose
Wheel Steering inoperative in AFM section 6-12 “Dispatch with Limitations”.

Maintenance Procedures
Prior to further operation of the aircraft after Nose Wheel Steering has been reported inoperative, verify
that the Nose Wheel Strut Centering Function operates normally and de- activate the Steer Wheel Brake
as follows:
1. On LH circuit breaker panel 9VU, open NOSE WL STEER circuit breaker (F-5) to disengage the
Steer Wheel Brake.
2. Fit the towbar to the Nose Wheels (Ref. AMM 09-10-00) and turn the Nose Wheels approximately
30° to the right from straight ahead position and remove towbar.
3. Jack aircraft and note that as the Nose Gear extends and the weight of the aircraft is removed from
the Nose Gear, the Nose Wheels centralize themselves to the straight ahead position.
4. Lower the aircraft to ground and fit the towbar to the Nose Wheels. Turn Nose Wheels
approximately 30° to the left of the straight ahead position and remove the towbar. (Ref. AMM 09–
10–00).
5. Repeat Step 3.
6. Lower aircraft and remove jacks. Ref. AMM 07–10–00).

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
32 LANDING GEAR Cont’

50-2 Nose Wheel Steering Shimmy C 1 0 (O) May be inoperative provided:

Damper a) Nose Wheel Steering operates normally,
and
b) Procedures are established and used to
assure that Nose Wheel Steering is not
used at speeds in excess of 40 KIAS.

61-1 Landing Gear Down Lock Light B 6 3 One Bulb in each Gear Position Indication may
Bulbs (Green) be inoperative.

61-2 Gear In-Transit Light Bulbs C 2 1 One may be inoperative

(Amber)

Placarding:
50-2 Affix INOP placard adjacent to the Nose Wheel Steering Wheel.
61-2 and 61-2 Affix INOP placard on the landing gear control panel

Operating Procedure
Nose Wheel Steering is not used at speeds in excess of 40 KIAS

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

33 LIGHTS

10-1 Cockpit/Flight Deck/Flight C - - Individual Lights may be inoperative

Compartment and Instrument provided remaining Lights are:
Lighting Systems a) Sufficient to clearly illuminate all
required Instruments, Controls, and other
devices for which provided,
b) Positioned so that direct rays are shielded
from flight crewmembers' eyes, and
c) Lighting configuration and intensity are
acceptable to the flight crew.
20-1 Cabin Interior Illumination
System
1) Passenger Configuration C - - Individual Lights may be inoperative
provided:
a) Lighting is sufficient for cabin crew to
perform their assigned duties, and
b) Lighting configuration and intensity are
acceptable to the flight crew.

Placarding:
Nil Required

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
33 LIGHTS Cont’

20-2 Lighted Passenger Information C - - (M) May be inoperative provided:

Signs (No Smoking/Fasten Seat a) Passenger Seat and/or Lavatory from
Belt/Return to Seat Signs) which Lighted Passenger Information
Signs are not readily legible are not
occupied, and
b) Affected Passenger Seat and/or Lavatory
is blocked and placarded – “DO NOT
OCCUPY.”

C - - (O) May be inoperative, and associated

Passenger Seat and/or Lavatory used,
provided:
a) PA System operates normally, And
b) PA System is used to notify passengers
and cabin crew when Lighted Passenger
Information Signs are placed ON.

20-3 Cargo Compartment Lights C 2 0 (O) May be inoperative provided alternate

procedures for lighting Cargo Compartment
during loading and unloading are established
and used.

Placarding:
Affix INOP placard adjacent to the NO SMOKING Switch on the Cabin Sign Panel.

Maintenance Procedures:
Identify Passenger Seat and/or Lavatory from which Lighted Passenger Information Signs are not
readily legible and placarded – “DO NOT OCCUPY.”

Operating Procedures
20-2 Lighted Passenger Information Signs
1. During flight the Flight Crew shall inform the Flight Attendant whenever announcements are
required.
2. Flight Attendants shall brief passengers regarding Smoking and Seat Belt requirements using the PA
System.

20-3 Cargo Compartment lights

Ensure sufficient alternate Cargo Compartment lighting is available for loading and unloading
operations.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
33 LIGHTS Cont’

41-1 Landing Lights B 2 1 (O) One may be inoperative for night

operations provided Taxi Light operates
normally.

B 2 0 Both may be inoperative for day operations.

41-2 Taxi Light C 1 0 May be inoperative for night operations

provided both Landing Lights operate
normally.

C 1 0 May be inoperative for day operations.

42-1 Navigation Light Bulbs B 6 3 One Bulb in each position may be inoperative
for night operations.

B 6 0 May be inoperative for day operations.

Placarding:
Affix INOP placard adjacent to the related Light Switches.

Operating Procedures
At least one Landing Light must be operative for straight in approaches to Uncontrolled Airports.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
33 LIGHTS Cont’

43-1 Wing Strobe Anti-Collision C 1 0 (M)(O) May be inoperative for night

Light System operations, provided:
a) Flashing Beacon/Anti-Collision Lights
are installed in accordance with Mod.
1913, operate normally, and are set to
HIGH Mode,
b) Ventral Flashing Beacon Gravel Shield, if
installed, is removed, and
c) For operations on gravel runways,
Ventral Flashing Beacon is verified to
operate normally before departure.

C 1 0 May be inoperative for day operations.

43-2 Flashing Beacon/ Anti-Collision C 2 0 May be inoperative for night operations,

Lights (Mod. 1913 installed) provided Wing Strobe Anti-Collision Light
System is installed, operates normally, and is
ON.

C 2 0 May be inoperative for day operations.

Placarding:
Affix INOP placard adjacent to the related Light Switches on the EXT LIGHTS Panel.
Operating Procedures
Ensure Anti-Collision Lights are installed in accordance with Mod. 1913, operate normally, and are set
to HIGH Mode,
Maintenance procedure
On the ventral Flashing Beacon remove the four screws and the gravel shield.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
33 LIGHTS Cont’

44-1 Wing Inspection Lights C 2 0 May be inoperative for day operations.

C 2 0 May be inoperative for night operations

provided:
a) Ground De-icing Procedures do not
require their use, and
b) Icing conditions are not reported of
forecast.

45-1 Logo Lights C 2 0 May be inoperative

53-2 Floor Proximity Emergency C 1 1 Every second lamp strip in the aisle except the
Escape Path Marking System most forward one and the exit identifiers may
be inoperative.

60-1 Airstair Light C 1 0 May be inoperative

60-2 Cockpit Sterile Lights C 1 0 (O) May be inoperative provided an alternate

means of notifying cabin crew is established
and used.

NOTE:
Icing conditions exist any time weather conditions meet visibility and temperature limits specified in the
AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is known or
is predicted to occur.

Placarding:
Affix INOP placard adjacent to the related Light Switches.

Operating Procedures
Cockpit Sterile Lights are not required to be used to notify cabin crew in Real Tonga operations.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

34 NAVIGATION

11-2 Standby Pitot Static System B 1 0 (M)(O)May be inoperative for day VMC
flight only, provided:
a) Operations are not conducted into known
or forecast over-the-top conditions,
b) Cabin Differential Pressure (DIFF
PRESS) Indicator is considered
inoperative,
c) Cabin Altitude (CABIN ALT) Indicator
operates normally,
d) A chart is readily available to the crew to
convert Cabin Altitude to Differential
Pressure,
e) Rudder Limiter System is deactivated and
considered inoperative,
f) Rudder Limiter Switch remains in
OVRD, Before departure, qualified
pilot(s) or maintenance personnel visually
verify that Rudder operates normally
through full range of travel, aircraft is not
operated in over-the-top conditions,
g) Airspeed remains at or below 180 KIAS,
h) Procedures are established and used to
assure that large Rudder deflections are
avoided above an airspeed of 150 KIAS,
and
i) For airplanes without Modification 2310
installed, 25-30% torque is maintained
when De-ice Boot inflation is required.

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NOTES:
1. Loss of Standby Pitot Static System affects the outside reference source for Cabin Differential
Pressure, thereby rendering it inoperative. Its loss also renders inoperative the 7.5psi Overpressure
Warning function.
2. RUDDER LIMIT Caution will remain illuminated.
3. ***OPTIONAL EQUIPMENT - Modification 2310.

Continues /……………

Initial Issue 19 Aug 2012 147

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

11-2 Standby Pitot Static System

Cont’

Placarding:
Affix INOP placard adjacent to the STBY PITOT Switch on the Ice Protection Panel.

Operating Procedures
1. Prior to commencement of the first flight on each day the aircraft is flown, the Flight Crew shall
verify full rudder travel (this procedure requires two persons) as follows:
a. Select BAT Switches or EXT PWR Switch to “ON” as applicable.
b. Place observer behind the aircraft in full view of rudder and fin.
c. Apply full Rudder in both directions and check that the center of the Rudder leading edge is
approximately aligned with the fin surface when reaching max Rudder deflection (See figure at
item 27-21-1). This check confirms that the Rudder Limiter is not stuck in the 6.5° or 15°
positions.
2. Prior to commencement pf each flight or series of flights, the Flight Crew shall ensure Rudder
Limiter Switch is set in the OVRD position. Maintenance procedure

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4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

12-3 Overspeed Warning System

1) Vmo Pointers B 2 1 (O) One may be inoperative provided

Overspeed Warning Aural Alert (Continuous
Horn) is verified to operate normally before
departure.

Placarding:
Affix INOP placard adjacent to the related Airspeed Indicator.

Operating Procedures
To check the Overspeed Warning Aural Alert (Continuous Horn).
1. Set the L & R BAT, ESS AVION and L & R AVION switches to ON (DC ELEC Panel).
2. Press and hold the AIR DATA switch (TEST 2 Panel). The Overspeed Warning (Continuous
Horn) comes on (and the left airspeed, altitude and vertical speed indicators goes into test).

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

12-3 Overspeed Warning System

Cont’

2) Overspeed Warning Aural A 1 0 (M)(O) May be inoperative provided:

Alert (Continuous Horn) a. Both Airspeed Indicators' Overspeed
Warning System Vmo Pointers are verified
to operate normally,
b. Except as required for Emergency
Procedures, maximum airspeed is limited
to Vmo minus 20 KIAS, and
c. Operations are limited to not more than
three flight days before repairs are made.

Note:
Can only be tested on No1 ASI as warning comes from the Air Data Computer to the WEU

Placarding:
Affix INOP placard adjacent to the related Airspeed Indicator.

Operating Procedures
Except as required for Emergency Procedures, maximum airspeed is limited to Vmo minus 20 KIAS

Maintenance Procedures:
Both Airspeed Indicators' Overspeed Warning System Vmo Pointers are to be verified to operate
normally as follows:
1. On the servo airspeed indicator, push and hold the TEST button;
Result - On the servo indicator;
 The Warning flag comes into view; and
 Both pointers show 170 Kts and 1 second later, go back to 0 Kts;
2. Release the TEST button;
Result - On the servo indicator;
 The warning flag goes out of view; and
 Both the pointers show the actual value

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

12-5 Altitude Alerting/Preselect C 1 0 (O) May be inoperative provided enroute

System operations, such as RVSM, do not require its
use

13-2 Copilot's Altimeter Vibrator C 1 0 May be inoperative provided VMC exists at

departure and arrival airports.

13-4 Standby Airspeed Indicator B 1 0 May be inoperative for day VMC only,
provided:
a. Aircraft is not operated in over-the-top
conditions, and
b. Airplane is not operated in known or
forecast icing conditions.

13-5 Standby Altimeter B 1 0 May be inoperative for day VMC only,

provided:
a. Aircraft is not operated in over-the-top
conditions, and
b. Airplane is not operated in known or
forecast icing conditions.

NOTE:
Icing conditions exist any time weather conditions meet visibility and temperature limits specified in the
AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is known or
is predicted to occur.

Placarding:
12-5 Affix INOP placard adjacent to the Altitude Alert Preselect control.
13-2 Affix INOP placard on the inoperative VSI.
13-4 Affix INOP placard on Standby Airspeed Indicator
13-5 Affix INOP placard on Standby Altimeter

Operating Procedures
Ensure enroute operations do not require the use of the Altitude Alerting/Preselect System

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

13-6 Externally Mounted Air Speed C 3 1 May be inoperative, broken, or missing

Bugs provided one externally mounted air speed bug
operates normally on each air speed indicator.

22-2 Flight Director Systems C 2 0 May be inoperative provided approach

minimums do not require their use.

23-1 Standby Attitude Indicator B 1 0 May be inoperative for day VMC conditions,
provided:
a. Aircraft is not operated in over-the-top
conditions, and
b. Airplane is not operated in known or
forecast icing conditions.

NOTE:
Icing conditions exist any time weather conditions meet visibility and temperature limits specified in the
AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is known or
is predicted to occur.

Placarding:
13-6 none required
22-2 Affix INOP placard on the inoperative Flight Director.
23-1 Affix INOP placard on the inoperative Standby Attitude Indicator

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

24-1 Electronic Flight Instrument

Systems (EFIS)

1) Display Processor Units C 2 1 One may be inoperative provided:

(DPU’s) a. Multifunction Processor Unit (MPU) is
installed and operates normally, and
b. Affected side EFIS Switch remains in
DRIVE XFR.

3) Multifunction Processor Unit C 1 0 (M)(O) May be inoperative provided:

(MPU) a. Both Display Processor Units (DPU's)
operate normally,
b. TCAS Resolution Advisory (RA) and
Audio Alert Functions operate normally,
c. MPU is deactivated,
d. Multifunction Display (MFD) is
considered inoperative, and Enroute and/or
approach procedures do not require use of
TCAS TA Visual Display.

NOTES:
1. An inoperative MPU renders the MFD inoperative.
2. For aircraft equipped with Collins TCAS II, an inoperative MPU renders TCAS Traffic Alert (TA)
Visual Display inoperative.

Placarding:
24-1 1) EFIS - Affix INOP placard adjacent to the EFIS
24-1 3) MFD - Affix INOP placard adjacent to the MFD.
Operating Procedures
Ensure Enroute and/or approach procedures do not require use of TCAS TA Visual Display.
Maintenance Procedures:
Deactivation of the MPU - On the LH circuit breaker panel pull and secure circuit breaker MPU L PWR
position G–19.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

24-1 Electronic Flight Instrument

Systems (EFIS) Cont’

4) Multifunction Display Unit C 1 0 (M)(O) May be inoperative provided:

(MFD)
a. TCAS Resolution Advisory (RA) and
Audio Alert Functions operate normally,

b. MFD is deactivated, and

c. Enroute and/or approach procedures do not

require use of TCAS TA Visual Display.

Placarding:
Affix INOP placard on the AIR CONDITIONING Panel
Operating Procedures
Verify TCAS Resolution Advisory (RA) and Audio Alert Functions operate normally by performing a
TCAS test prior to take off.

Maintenance Procedures:
Prior to further operation of the aircraft after the MFD has been reported inoperative, pull and tag the
related circuit breaker (MFD position G-18).

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

24-1 Electronic Flight Instrument

Systems (EFIS) Cont’

5) EFD Cooling Fans C 2 0 May be inoperative

6) DPU Cooling Fans C 2 0 (O) May be inoperative provided Avionic

Rack Fan operates normally.

7) MPU Cooling Fan C 1 0 (O) May be inoperative provided Avionic

*if applicable Rack Fan operates normally.

8) MFD Cooling Fan C 1 0 May be inoperative

*if applicable

Placarding:
Affix INOP placard on the AIR CONDITIONING Panel

Operating Procedures
Prior to commencement of each flight or series of flights, the Flight Crew shall verify the
Avionic Rack Fan operates normally as follows:
1. Start one engine.
2. Set the ESS AVION switch to ‘ON’ (DC ELEC PANEL).

The Fan can now easily be heard and should not be mistaken for the sound from the Cockpit
Temperature Sensor.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

30-1 VHF NAV Systems (VOR/ILS) C 2 1 (O) One may be inoperative provided one each
of the following are operative:
a. ADF
b. DME

30-2 Marker Beacon System C 2 0 (O) May be inoperative provided approach

procedures do not require its use.

41-1 Radio Altimeter A 1 0 (M) May be inoperative provided:

a. Radio Altimeter is deactivated,
b. Applicable dispatch deviations for an
inoperative TAWS/GPWS are observed,
c. Applicable dispatch deviations for an
inoperative TCAS are observed,
d. Applicable dispatch deviations for an
inoperative Reactive Windshear Warning
and Flight Guidance System (RWS) and/or
Predictive Windshear Detection and
Avoidance System (PWS) are observed,
Approach procedures and/or operating
procedures do not require its use, and
e. Repairs are made within two flight days.
NOTES:
1. When Radio Altimeter is Inoperative, GPWS/TAWS and TCAS will be rendered inoperative.
2. When Radio Altimeter is Inoperative Configuration Warning System will remain armed when
Landing Gear is retracted and locked. Regardless of altitude, Warning will activate if any Power
Lever is retarded below 64 PLA. Warning is resettable, but will re-activate when Flaps are set to 20
degrees, or greater, with Gear not down and locked.
Placarding:
Affix INOP placard on the appropriate control panel
Operating Procedures
Prior to commencement of each flight, the Flight Crew shall consult the Aeronautical Information
Publication (AIP) Gen 1.5 or Jeppesen Airways Manual and verify adequate navigation aids are
available for the proposed flight.
Maintenance Procedures:

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continued on next page

Maintenance Procedures cont….
Prior to further operation of the aircraft after Radio Altimeter has been reported inoperative pull and
secure the RADIO ALTIMETER circuit breaker at position F-10 on the left hand Circuit Breaker Panel.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

42-1 Weather Radar System C 1 0 Must be operative for IFR operations.

(CAR 121.377 refers)

42-2 Radar Stabilization C 1 0 May be inoperative

NOTE:
If the radar system becomes unserviceable during a flight, the flight may continue so long as the aircraft
avoids penetration of any cloud formation likely to be associated with severe turbulence.

Placarding:
Affix INOP placard on the Weather Radar Display Unit

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

43-1 Terrain Awareness and Warning

System (TAWS) – Class A.
1) GPWS A 1 0 O) May be inoperative provided:
a. Alternate procedures are established and
used, and
b. The aircraft may continue the flight or
series of flights but shall not depart an
airport where spare parts, qualified
personnel, adequate facilities and
equipment, are available., and
c. Repairs are made within 24 hours

a) Modes 1-4 A 4 0 (O) May be inoperative provided:

a. Alternate procedures are established and
used,
b. The aircraft may continue the flight or
series of flights but shall not depart an
airport where spare parts, qualified
personnel, adequate facilities and
equipment, are available, and
c. Repairs are made within 24 hours

Placarding:
Affix inop placard near EGPWS/TAWS.
Operating Procedures
1. Below LSALT or MSA, the aircraft is to operate VMC only, except when conducting a published
instrument approach and the Non-Flying Pilot is to monitor the Radio Altimeter (if Operative) and
Normal Pressure Altimeter continuously and provide normal company altitude call-outs to the
Flying Pilot. Ensure standard altitude calls are made during decent.
2. Aircraft shall not depart an aerodrome where repair or replacement facilities are available.
3. Maintenance Log to be annotated “GPWS inoperative.”

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

43-1 Terrain Awareness and Warning

System (TAWS) – Class A. Cont’
1) GPWS Cont’
b) Test Mode A 1 0 (O) May be inoperative provided:
a. GPWS is considered inoperative,
b. Alternate procedures are established and
used,
c. The aircraft may continue the flight or
series of flights but shall not depart an
airport where spare parts, qualified
personnel, adequate facilities and
equipment, are available, and
d. Repairs are made within 24 hours

c) Mode 5 – Glideslope A 1 0 (O) May be inoperative provided:

Deviation(s) a. Alternate procedures are established and
used,
b. The aircraft may continue the flight or
series of flights but shall not depart an
airport where spare parts, qualified
personnel, adequate facilities and
equipment, are available, and
c. Repairs are made within 24 hours

Placarding:
Affix inop placard near EGPWS/TAWS.
Operating Procedures
1. The Non-Flying Pilot is to monitor the Radio Altimeter (if Operative) and Normal Pressure
Altimeter continuously and provide normal company altitude call-outs to the Flying Pilot. Ensure
standard altitude calls are made during decent and monitor glideslope deviation indicator during ILS
approaches
2. Aircraft shall not depart an aerodrome where repair or replacement facilities are available.
3. Maintenance Log to be annotated “GPWS inoperative.”

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

43-1 Terrain Awareness and Warning

System (TAWS) – Class A. Cont’
1) GPWS Cont’
d) Advisory Callouts A - 0 (O) May be inoperative provided:
a. Alternate procedures are established and
used.
b. The aircraft may continue the flight or
series of flights but shall not depart an
airport where spare parts, qualified
personnel, adequate facilities and
equipment, are available, and
c. Repairs are made within 24 hours

e) Reactive Windshear Mode A - 0 (O) May be inoperative provided:

a. Alternate procedures are established and
used,
b. The aircraft may continue the flight or
series of flights but shall not depart an
airport where spare parts, qualified
personnel, adequate facilities and
equipment, are available, and
c. Repairs are made within 24 hours

2) Terrain System – Forward A 1 0 (O) May be inoperative provided:

Looking Terrain Avoidance a. Alternate procedures are established and
(FTLA) and Premature Descent used,
Alert (PDA) Functions
b. The aircraft may continue the flight or
series of flights but shall not depart an
airport where spare parts, qualified
personnel, adequate facilities and
equipment, are available, and
c. Repairs are made within 24 hours

Continues /…………

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

43-1 Terrain Awareness and Warning

System (TAWS) – Cont’
3) Terrain Display(s) A 3 0 (O) May be inoperative provided:
a. Alternate procedures are established and
used.
b. The aircraft may continue the flight or
series of flights but shall not depart an
airport where spare parts, qualified
personnel, adequate facilities and
equipment, are available, and
c. Repairs are made within 24 hours

44-1 Windshear Alerting System(s)

1) Windshear Warning and Flight C - 0 May be inoperative provided alternate
Guidance System (Reactive) procedures are established and used.
2) Windshear Detection and C - 0 May be inoperative provided alternate
Avoidance System (Predictive) procedures are established and used.

Placarding:
Affix inop placard near EGPWS/TAWS.
Operating Procedures
1. With any GPWS / TAWS function inoperative, the flight crew must maintain a heightened
awareness of aircraft altitude and flight path throughout the flight.
2. Prior to dispatch the flight crew must review the flight plan, identify potential hazards and agree to
implement procedures that will compensate for the lack of the GPWS function,
3. The non-handling pilot must critically monitor altitude and flight path throughout the flight,
especially during approach and times of reduced terrain clearance, and must alert the handling pilot
to any anomalies.
4. The handling pilot must respond promptly to all alerts provided by the non-handling pilot.
5. For dispatch with Windshear Warning and Flight Guidance System (Windshear Mode) inoperative
refer to AFM, and
6. Take offs and landings are not conducted in known or forecast windshear conditions.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

45-1 Traffic Alert Collision B 1 0 M)(O) May be inoperative provided:

Avoidance System (TCAS II) a. System is deactivated and secured,
b. Enroute and/or approach procedures do not
require its use, and
c. Prior to each flight ATC is advised that
TCAS is inoperative,

1) Combined Traffic Alert and C 2 1 May be inoperative on non-flying pilot's side,

Resolution Advisory provided:
(Combined TA-RA Dual a. Combined TA-RA Visual Display
Displays operates normally on flying pilot's side,
and
b. TA and RA Audio Function operates
normally on flying pilot's side.

Placarding:
Affix INOP placard adjacent to the Display Unit.

Operating Procedures
Prior to commencement of each flight or series of flights, the flight crew shall carry out a self-test of the
system and verify required displays and functions are operative.

Maintenance Procedures
Prior to further operation of the aircraft after the Traffic Alert & Collision Avoidance System has been
reported inoperative, pull and secure the TCAS circuit breaker

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

45-1 Traffic Alert Collision

Avoidance System (TCAS II)
Cont’

2) Resolution Advisory (RA) C 2 1 May be inoperative on Non-flying pilot's side.

Display’s

C 2 0 (O) May be inoperative provided:

a. Enroute and/or approach procedures do not
require its use,
b. Traffic Alert (TA) Visual Display and
Audio Alert Functions operate normally,
and
c. TCAS System remains in TA Only Mode

3) Traffic Alert (TA) Display C 1 0 (O) May be inoperative provided:

System(s) a. Resolution Advisory (RA) Visual Display
and Audio Alert Functions operate
normally, and
b. Enroute and/or approach procedures do not
require its use.

4) Audio Functions B 1 0 May be inoperative provided enroute and/or

approach procedures do not require use of
TCAS.

5) Airspace Selection Function C - 0 May be inoperative

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Placarding:
Affix INOP placard adjacent to the Display Unit.

Operating Procedures
1. Prior to commencement of each flight or series of flights, the flight crew shall carry out a self-test of
the system and verify required displays and functions are operative, and ensure that enroute and/or
approach procedures do not require use of TCAS.
2. Resolution Advisory (RA) Display’s inoperative on pilots side then TA only mode is to be selected
3. Flight crew shall observe operative indications and advisories and respond as appropriate

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

51-1 Radio Magnetic Indicator (RMI) C 2 0 (O) May be inoperative

51-2 Standby VOR/ILS Indicator C 1 0 (O) May be inoperative

52-1 Radio Compass System (ADF) D 2 1 (O) One may be inoperative provided:
a. one VHF navigation system (VOR) is
operative,
b. one DME/GPS system operates normally,
and
c. forecast weather conditions do not require
the use of special alternate minima.

D 2 0 (O) Both may be inoperative provided:

a. both VHF navigation systems (VOR) are
operative,
b. one DME/GPS system operates normally,
and forecast weather conditions do not
require the use of special alternate minima.

53-1 Distance Measuring Equipment D 2 1 (O) One may be inoperative

(DME)
D 2 0 (O) Both may be inoperative provided one
GPS is operative.
Note: GPS cannot be used for IFR.

Placarding:
Affix INOP placard adjacent to the affected indicator

Operating Procedures
Prior to commencement of each flight, the Flight Crew shall consult the Aeronautical Information
Publication (AIP) Gen 1.5 or Jeppesen Airways Manual and verify adequate navigation aids are
available for the proposed flight.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

54-1 ATC Transponder/Automatic D 2 1 One may be inoperative provided Transponder

Altitude Reporting System(s) Selector Switch remains selected to the
operative Transponder.

C 2 0 (O) Both may be inoperative for operations in

class A, B, C, and E airspace provided;

a. Prior dispensation is obtained from ATC

b. If ATC Transponder(s) are Mode S

Unit(s), TCAS is considered inoperative, is
not used,

c. TCAS Mode Selector Switch remains in

STBY, and

d. Enroute and/or approach operations do not

require its use,

NOTE: TCAS requires one normally operating Mode S Transponder.

Placarding:
Affix INOP placard adjacent to the affected indicator

Operating Procedures
1. Prior to commencement of each flight with an inoperative transponder a dispensation is to be
obtained from ATC
2. Prior to commencement of each flight, the Flight Crew shall consult the Aeronautical Information
Publication (AIP) Gen 1.5 or Jeppesen Airways Manual and verify adequate navigation aids are
available for the proposed flight.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

56-2 GPS Database A 2 0 (O) May be out of currency provided:

a) Current Aeronautical Charts are used
to verify Navigation Fixes prior to
dispatch;
b) Procedures are used to verify status
and suitability of Navigation Facilities
used to define route of flight;
c) Approach Navigation Radios are
manually tuned and identified;
d) SIDs and STARs (conventional, not
based on GPS) at aerodromes do not
require its use;
e) FMS overlay approaches for ADF and
VOR approaches are prohibited;
Note: GPS for VFR use only.
f) RNP-10 Operations are prohibited,
and;
g) “GPS NPA” always prohibited, and;
h) Navigation data base is updated to the
current standard within 72 hours, and;
i) If the aircraft is to commence, or
continue, a flight with a navigation
computer database that is not current
for the AIRAC cycle, the pilot in
command must advise air traffic
control before the flight commences,
or on first contact during continued
flight.

Placarding:
Affix INOP placard adjacent to the FMS
Operating Procedures
1. Current Aeronautical Charts should be used to verify Navigation Fixes prior to dispatch.
2. Current Aeronautical Charts should be used to verify suitability of Navigation Facilities
used along the planned route of flight.
3. Approach Navigation Radios should be manually tuned and identified.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
34 NAVIGATION Cont’

57-1-1 GPS System D 2 0 (M) May be operated provided

*Flights utilizing conventional a) VHF 1 and the FMS system is
navigational aids.
operative.
b) Inoperative system is deactivated.

57-1-2 GPS System A 2 1 (M) May be operated for one flight only, to
*Flights utilizing GPS as sole means a base where repairs can be carried out,
of navigation. provided:
a) the FMS system is operative.

Placarding:
Affix INOP placard adjacent to the FMS
Operating Procedures
1. Current Aeronautical Charts should be used to verify Navigation Fixes prior to dispatch.
2. Current Aeronautical Charts should be used to verify suitability of Navigation Facilities
used along the planned route of flight.
3. Approach Navigation Radios should be manually tuned and identified.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

35 OXYGEN
12-1 Cockpit Oxygen Pressure C 1 0 (M) May be inoperative provided:
Indication a) Filling Port-mounted Oxygen Pressure
Indication operates normally, and
b) Alternate procedures for determining
adequate Oxygen supply are established
and used before departure.

Placarding:
12-1 Affix INOP placard on the inoperative Oxygen Pressure Indicator.

Operating Procedures:
Prior to commencement of each flight or series of flights, the Flight Crew shall ensure sufficient oxygen
is available for the proposed flights by reference to the oxygen pressure gauge located in the Ground
Servicing Panel on the forward fuselage right hand side.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
35 OXYGEN Cont’

20-1 Passenger Oxygen System B 1 0 (M)(O) May be inoperative provided:

a) Primary Outflow Valve is, either,

removed, or secured open by a procedure
endorsed by Saab, and

b) Flight is operated in an accepted

unpressurized configuration.

Placarding:
20-1 Affix INOP placard adjacent to the Oxygen “ON”/”OFF” Handle on the right hand panel.

Operating Procedures:
Prior to commencement of each flight, the Flight Crew shall configure the aircraft for unpressurised
flight by setting the PRESS DUMP Switch on the EMERGENCY Panel to “ON”.

Maintenance Procedures:
Removal of the Primary Outflow Valve.
1. Pull and secure CB 1HB CAB PR CTL & EM DUMP (G-7) also CB 2HB CABIN
DUMP (M-6).
2. Disconnect, tag, cap and secure the Outflow Valve electrical connections.
3. Disconnect, tag, cap and secure all hoses on the Outflow Valve.
4. Release nut of T-bolt on coupling to remove coupling from Bulkhead Flange
5. Pull out, remove and tag the Outflow Valve.
6. Cap all the Valve Pressure Ports.
7. Remove the Coupling.
8. Remove and discard the O-ring from the groove in the Flange
9. Reset CB 2HB CABIN PRESS/AUTO DUMP (M-6).
10. Make the appropriate entries in the aircraft maintenance records to certify the
maintenance and record the removal of the outflow valve.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

36 PNEUMATIC
10-1 High Pressure Bleed Valves C 2 1 (M)(O) One may be inoperative provided:
a) Affected High Pressure Valve is secured
Closed (CL),
b) Associated L or R HP VALVE Switch is
CLOSED,
c) Remaining High Pressure Bleed Valve
and HP HIGH Caution, and both Bleed
Valves and BLD FAULT Cautions, are
verified to operate normally, and
d) Minimum Engine Power of 82% Ng (25-
30% Torque) is maintained in icing
conditions.

B 2 0 (M)(O) Both may be inoperative provided:

a. Affected High Pressure Valve is
secured Closed (CL),
b. L and R HP VALVE Switches are
CLOSED,
c. Both Bleed Valves and BLD FAULT
Cautions are verified to operate
normally, and
d. Minimum Engine Power of 82% Ng
(25-30% Torque) is maintained in icing
conditions.

NOTES:
1. Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in
the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is
known or is predicted to occur.

2. During descent from high altitudes with the Power Levers in FI the LP Pressure System is not
sufficient to supply adequate Cabin Pressurization and Boot De–Ice operation.

Continues /………

Equipment List
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 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

10-1 High Pressure Bleed Valves

Cont’

Placarding:

Affix INOP placard adjacent to the inoperative HP Valve in the Flight Compartment.

Operating Procedures:
1. Prior to commencement of each flight or series of flights the Flight Crew shall verify that the
remaining HP and LP Bleed Systems operate normally as follows:
a. Start both engines and set both RECIRC switches to “OFF” (AIR COND Panel).
b. Operate both BLD VALVES one at a time and the associated HP VALVE and check for no
BLD FAULT Caution Indications/HP HIGH Caution Indication.
c. The remaining HP and LP Bleed Air Systems can also be checked by observing that the
associated Air Conditioning Pack operates normally with Ng speeds from ground idle to
above 80%.
2. Prior to commencement of each flight, the Flight Crew shall ensure the related HP Valve switch is
set to CLOSED and remains closed during flight.

3. During flight the Flight Crew shall ensure a minimum Power Setting of 25-30% TRQ is
maintained when Boot Deice operation is required.

NOTE: Speed correction is permitted during final approach.

Maintenance Procedures:
Prior to further operation of the aircraft after the L/R HP VALVE has been reported inoperative close the
HP valve as follows:
1. Set associated HP VALVE Switch to CLOSED (AIR COND Panel).
The HP HIGH light will come on if the HP VALVE fails to close after the signal.
2. Remove aft Cowl Panel (453DR or 463DR).
3. Disconnect and stow the HP VALVE electrical control connector 9HDP-1 or 10HDP-1.
4. Check on the HP VALVE that the position indicator indicates “CL” (red text).

AND/OR

To close a jammed HP VALVE as follows:

1. Set associated HP VALVE switch to CLOSED (AIR COND Panel).
The HP HIGH light will come on if the HP VALVE fails to close after the close signal.
2. Remove aft Cowl Panel (453DR or 463DR).
3. Lock the valve in closed position by removing adjustment screw PN: 320138 and replace it with
PN:32194 or AN4C20.

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Equipment List
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 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

10-2 Bleed Valves C 2 1 (M)(O) One may be inoperative provided:

(Mod. 2305 Installed) a. Avionics Rack Fan operates normally,
b. Affected Bleed Valve is secured closed
(CL),
c. Ambient Air (Ram Air) Intake is
extended,
d. Remaining Bleed Valve, and BLD
FAULT Caution, and both High Pressure
Bleed Valves and HP HIGH Cautions, are
verified to operate normally,
e. Associated L or R BLD VALVE Switch
is CLOSED,
f. Associated RECIRC Fan Switch is OFF,
g. Aircraft is not dispatched if ground or
flight temperatures are above ISA +20
deg C, or below ISA -20 deg C, and flight
time is limited to 2 hours or less,
h. Maximum enroute altitude is FL 200,
i. Planned route of flight permits safe
operations at or below 8,000 feet MSL,
j. Alternate Abnormal Procedures for loss
of remaining Bleed Valve and/or its
associated Pack are developed and used
IAW Saab Recommendations, and
k. Airplane is not operated in known or
forecast icing conditions.

NOTES:
1. For passenger comfort dispatch is not recommended in extreme hot or cold environmental
conditions.
2. Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in
the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is
known or is predicted to occur.

Continues /……………

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 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

10-2 Bleed Valves

(Mod. 2305 Installed) Cont’

Placarding:
Affix INOP placard adjacent to the related BLD VALVE switch on the Air Conditioning Panel.

Operating Procedures:

1. Prior to commencement of each flight or series of flights, the Flight Crew shall verify that the Avionic
Rack Fan operates normally as follows:
a. Set the L and R BAT switch to ON (DC ELEC Panel).
b. Set the right TEM SELECT switch to neutral position (AIR COND Panel).
c. Set the ESS AVION switch to “ON” (DC ELEC Panel).
The fan can easily be heard and should not be mistaken for the sound from the Cockpit
Temperature Sensor.

NOTE: The Ram Air Intake, which is only extendable on the ground, is located on the Ground Air
Connection Door and must be extended before the flight as a precaution if the remaining Air
Conditioning Pack should fail during flight. The ram air ventilation is then provided automatically.
The check valve, upstream of the ground connection, is normally kept closed by pressure from the
working pack but will be opened by ram air pressure after a pack failure.

2. Check that the remaining HP and LP Bleed Systems operate normally as follows:
a. Start both engines and set both RECIRC switches to ‘OFF’ (AIR COND Panel).
b. Operates both HP VALVES one at a time and the associated BLD VALVE and check for no HP
HIGH Caution Indications/BLD FAULT Caution Indication.

The remaining Bleed air Systems and the HP System can also be checked by observing that the
associated Air Conditioning Pack operates normally with Ng speed from ground idle to above
80%.

Continues /………….

Equipment List
CAD Approved
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 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

10-2 Bleed Valves

(Mod. 2305 Installed) Cont’

Maintenance Procedures:
1. To close the BLD VALVE.
NOTE: In case of an electrical failure (solenoid) the valve cannot be closed by selecting the
associated
a. BLD VALVE switch to CLOSED position (Ref. procedure 2).

b. On AIR COND overhead panel (13VU) set affected BLD VALVE switch to CLOSED position.
c. Open the access panel for affected bleed valve.
d. Check on the bleed valve that the position indicator indicates ”CL” for closed position.

2. To close the BLD VALVE in case of electrical failure (solenoid).

a. On AIR COND overhead panel (13VU) set affected BLD VALVE switch to CLOSED position.
b. Open the access panel for affected bleed valve.
c. Remove, cap and tag the bleeder plug P/N AN814–2DL.
d. This will went the pressure to atmosphere and remove the pneumatic force on the valve in to
closed position. The valve will now be locked pneumatically.
e. Check on the bleed valve that the position indicator indicates ”CL” for closed position.

3. Extension of the Ram Air Intake.

a. The Ram Air Intake is located on the normal ground Air Connection panel.
b. Open the panel and remove the screw on the inside.
c. Extend the intake and secure with the same screw from the outside position.

Equipment List
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Equipment List
CAD Approved
Page 1 - 178 Revision 1.0-Effective 03/02/16 MEL-VOL1
 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

10-3 X-VALVE C 1 0 (M)May be inoperative provided:

(Cross Manifold Valve)
a. Cross Valve is secured Closed (CL), and

b. X-VALVE Switch is CLOSED

Placarding:
Affix INOP placard below the XVALVE on the Air Conditioning Panel.

Maintenance Procedures:
To deactivate the XVALVE in closed position:
1. On AIR COND overhead panel (13VU) place the XVALVE switch in CLOSED position.
2. Open wing/fuselage lower wing fairing 151BB.
3. Disconnect and stow the XVALVE electrical control connector (44HDP1).
4. Check on the XVALVE that the position indicator indicates ”CL” (red text).
5. Make appropriate entry in the aircraft log book.

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Equipment List
CAD Approved
Page 1 - 180 Revision 1.0-Effective 03/02/16 MEL-VOL1
 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-1 HP HIGH Caution Indications C 2 1 (M)(O) One may be inoperative provided:

a. Associated High Pressure Valve is secured
Closed (CL),
b. Associated L of R HP VALVE Switch is
CLOSED,
c. Remaining High Pressure Valve and HP
HIGH Caution, and both Bleed Valves and
BLD FAULT Cautions are verified to
operate normally, and
d. Minimum Engine Power of 82% Ng (25-
30% Torque) is maintained in icing
conditions.

B 2 0 (M)(O) Both may be inoperative

provided:
a. High Pressure Valves are secured
Closed,
b. L and R HP VALVE Switches are
CLOSED,
c. Both Bleed Valves and BLD FAULT
Cautions are verified to operate
normally, and
d. Minimum Engine Power of 82% Ng
(25-30% Torque) is maintained in
icing conditions.
NOTE:
1. During decent from high altitudes with the Power Levers in FI the LP Pressure System is not
sufficient to supply adequate Cabin Pressurisation and Boot De- ice operation.
2. Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in
the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is
known or is predicted to occur.

Continues /……………

Equipment List
CAD Approved
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 Minimum Equipment List

1. ATA SYSTEM AND ITEM SEQUENCE 2. NUMBER INSTALLED

NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-1 HP HIGH Caution Indications Cont’

Placarding:

Affix INOP placard adjacent to the HP Bleed Caution Light

Operating Procedures:
1. Prior to commencement of each flight or series of flights the Flight Crew shall verify that the
remaining HP and LP Bleed Systems operate normally as follows:
a. Start both engines and set both RECIRC switches to “OFF” (AIR COND Panel).
b. Operate both BLD VALVES one at a time and the associated HP VALVE and check for no
BLD FAULT Caution Indications/HP HIGH Caution Indication.
c. The remaining HP and LP Bleed Air Systems can also be checked by observing that the
associated Air Conditioning Pack operates normally with Ng speeds from ground idle to
above 80%.
2. Prior to commencement of each flight, the Flight Crew shall ensure the related HP Valve switch is set
to CLOSED and remains closed during flight.

3. During flight the Flight Crew shall ensure a minimum Power Setting of 25-30% TRQ is maintained
when Boot Deice operation is required.

NOTE: Speed correction is permitted during final approach.

Maintenance Procedures:
Prior to further operation of the aircraft after the L/R HP VALVE has been reported inoperative close the HP
valve as follows:
1. Set associated HP VALVE Switch to CLOSED (AIR COND Panel).
2. The HP HIGH light will come on if the HP VALVE fails to close after the signal.
3. Remove aft Cowl Panel (453DR or 463DR).
4. Disconnect and stow the HP VALVE electrical control connector 9HDP-1 or 10HDP-1.
5. Check on the HP VALVE that the position indicator indicates “CL” (red text).

AND/OR

To close a jammed HP VALVE as follows:

1. Set associated HP VALVE switch to CLOSED (AIR COND Panel).
2. The HP HIGH light will come on if the HP VALVE fails to close after the close signal.
3. Remove aft Cowl Panel (453DR or 463DR).
4. Lock the valve in closed position by removing adjustment screw PN: 320138 and replace it with PN:
32194 or AN4C20.

Equipment List
CAD Approved
Page 1 - 182 Revision 1.0-Effective 03/02/16 MEL-VOL1
 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-2 BLD FAULT Caution Indications C 2 1 (M)(O) One may be inoperative provided:
a. Avionics Rack Fan operates normally,
(Mod.2305 Installed)
b. Affected Bleed Valve is secured closed
(CL),
c. Ambient Air (Ram Air) Intake is
extended,
d. Remaining Bleed Valve, and BLD
FAULT Caution, and both High Pressure
Bleed Valves and HP HIGH Cautions, are
verified to operate normally,
e. Associated L or R BLD VALVE Switch
is CLOSED,
f. Associated RECIRC Fan Switch is OFF,
g. Aircraft is not dispatched if ground or
flight temperatures are above ISA +20
deg C, or below ISA -20 deg C, and flight
time is limited to 2 hours or less,
h. Maximum enroute altitude is FL 200,
i. Planned route of flight permits safe
operations at or below 8,000 feet MSL,
j. Alternate Abnormal Procedures for loss
of remaining Bleed Valve and/or its
associated Pack are developed and used
IAW Saab Recommendations, and
k. Airplane is not operated in known or
forecast icing conditions.

NOTE:
1. Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in
the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is
known or is predicted to occur.
2. For passenger comfort dispatch is not recommended in extreme hot or cold environmental conditions.

Continues /…………..

Equipment List
CAD Approved
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 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-2 BLD FAULT Caution Indications

(Mod.2305 Installed Cont’

Placarding:
Affix INOP placard adjacent to the HP Bleed Caution Light

Operating Procedures:

1. Prior to commencement of each flight or series of flights, the Flight Crew shall verify that the Avionic
Rack Fan operates normally as follows:
a. Set the L and R BAT switch to ON (DC ELEC Panel).
b. Set the right TEM SELECT switch to neutral position (AIR COND Panel).
c. Set the ESS AVION switch to “ON” (DC ELEC Panel).
d. The fan can easily be heard and should not be mistaken for the sound from the Cockpit
Temperature Sensor.

2. NOTE: The Ram Air Intake, which is only extendable on the ground, is located on the Ground Air
Connection Door and must be extended before the flight as a precaution if the remaining Air
Conditioning Pack should fail during flight. The ram air ventilation is then provided automatically.
The check valve, upstream of the ground connection, is normally kept closed by pressure from the
working pack but will be opened by ram air pressure after a pack failure.

3. Check that the remaining HP and LP Bleed Systems operate normally as follows:
a. Start both engines and set both RECIRC switches to ‘OFF’ (AIR COND Panel).
b. Operates both HP VALVES one at a time and the associated BLD VALVE and check for no
HP HIGH Caution Indications/BLD FAULT Caution Indication.

c. The remaining Bleed air Systems and the HP System can also be checked by observing that
the associated Air Conditioning Pack operates normally with Ng speed from ground idle to
above 80%.

Continues /………….

Equipment List
CAD Approved
Page 1 - 184 Revision 1.0-Effective 03/02/16 MEL-VOL1
Minimum Equipment List

Equipment List
CAD Approved
Page 1 - 185 Revision 1.0-Effective 03/02/2016 MEL-VOL1
 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-2 BLD FAULT Caution Indications

(Mod.2305 Installed) Cont’

Maintenance Procedures:
1. To close the BLD VALVE.
NOTE: In case of an electrical failure (solenoid) the valve cannot be closed by selecting the
associated BLD VALVE switch to CLOSED position (Ref. procedure 2).
a. On AIR COND overhead panel (13VU) set affected BLD VALVE switch to CLOSED
position.
b. Open the access panel for affected bleed valve.
c. Check on the bleed valve that the position indicator indicates ”CL” for closed position.

2. To close the BLD VALVE in case of electrical failure (solenoid).

a. On AIR COND overhead panel (13VU) set affected BLD VALVE switch to CLOSED
position.
b. Open the access panel for affected bleed valve.
c. Remove, cap and tag the bleeder plug P/N AN814–2DL.
d. This will went the pressure to atmosphere and remove the pneumatic force on the valve in to
closed position. The valve will now be locked pneumatically.
e. Check on the bleed valve that the position indicator indicates ”CL” for closed position.

3. Extension of the Ram Air Intake.

a. The Ram Air Intake is located on the normal ground Air Connection panel.
b. Open the panel and remove the screw on the inside.
c. Extend the intake and secure with the same screw from the outside position.

Equipment List
CAD Approved
Page 1 - 186 Revision 1.0-Effective 03/02/16 MEL-VOL1
 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-3 BLD CLOSED Caution C 2 1 (M)(O) One may be inoperative provided:

Indications a. Avionics Rack Fan operates normally,
b. Affected Bleed Valve is secured closed
(CL),
c. Ambient Air (Ram Air) Intake is
extended,
d. Remaining Bleed Valve, and BLD
FAULT Caution, and both High Pressure
Bleed Valves and HP HIGH Cautions, are
verified to operate normally,
e. Associated L or R BLD VALVE Switch
is CLOSED,
f. Associated RECIRC Fan Switch is OFF,
g. Aircraft is not dispatched if ground or
flight temperatures are above ISA +20
deg C, or below ISA -20 deg C, and flight
time is limited to 2 hours or less,
h. Maximum enroute altitude is FL 200,
i. Planned route of flight permits safe
operations at or below 8,000 feet MSL,
j. Alternate Abnormal Procedures for loss
of remaining Bleed Valve and/or its
associated Pack are developed and used
IAW Saab Recommendations, and
k. Airplane is not operated in known or
forecast icing conditions.

NOTES:
1. Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in
the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is
known or is predicted to occur.
2. For passenger comfort dispatch is not recommended in extreme hot or cold environmental conditions

Continues /………….

Revision 01 22 Oct 2012 187

 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-3 BLD CLOSED Caution

Indications Cont’

Placarding:
Affix INOP placard adjacent to the inoperative BLD CLOSED Caution Light on the Air Conditioning
Panel.

Operating Procedures:

1. Prior to commencement of each flight or series of flights, the Flight Crew shall verify that the
Avionic Rack Fan operates normally as follows:
a. Set the L and R BAT switch to ON (DC ELEC Panel).
b. Set the right TEM SELECT switch to neutral position (AIR COND Panel).
c. Set the ESS AVION switch to “ON” (DC ELEC Panel).
d. The fan can easily be heard and should not be mistaken for the sound from the Cockpit
Temperature Sensor.

2. NOTE: The Ram Air Intake, which is only extendable on the ground, is located on the Ground
Air Connection Door and must be extended before the flight as a precaution if the remaining Air
Conditioning Pack should fail during flight. The ram air ventilation is then provided
automatically. The check valve, upstream of the ground connection, is normally kept closed by
pressure from the working pack but will be opened by ram air pressure after a pack failure.

3. Check that the remaining HP and LP Bleed Systems operate normally as follows:
a. Start both engines and set both RECIRC switches to ‘OFF’ (AIR COND Panel).
b. Operates both HP VALVES one at a time and the associated BLD VALVE and check for no
HP HIGH Caution Indications/BLD FAULT Caution Indication.
c. The remaining Bleed air Systems and the HP System can also be checked by observing that
the associated Air Conditioning Pack operates normally with Ng speed from ground idle to
above 80%.

Continues /………….

Equipment List
CAD Approved
Page 1 - 188 Revision 1.0-Effective 03/02/16 MEL-VOL1
 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-3 BLD CLOSED Caution

Indications Cont’

Maintenance Procedures:
4. To close the BLD VALVE.
NOTE: In case of an electrical failure (solenoid) the valve cannot be closed by selecting the
associated
a. BLD VALVE switch to CLOSED position (Ref. procedure 2).

b. On AIR COND overhead panel (13VU) set affected BLD VALVE switch to CLOSED position.
c. Open the access panel for affected bleed valve.
d. Check on the bleed valve that the position indicator indicates ”CL” for closed position.

5. To close the BLD VALVE in case of electrical failure (solenoid).

a. On AIR COND overhead panel (13VU) set affected BLD VALVE switch to CLOSED position.
b. Open the access panel for affected bleed valve.
c. Remove, cap and tag the bleeder plug P/N AN814–2DL.
d. This will went the pressure to atmosphere and remove the pneumatic force on the valve in to
closed position. The valve will now be locked pneumatically.
e. Check on the bleed valve that the position indicator indicates ”CL” for closed position.

6. Extension of the Ram Air Intake.

a. The Ram Air Intake is located on the normal ground Air Connection panel.
b. Open the panel and remove the screw on the inside.
c. Extend the intake and secure with the same screw from the outside position.

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
Initial Issue 19 Aug 2012 189
 Minimum Equipment List

4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-4 Cross Valve Open (XVALVE) C 1 0 (M)May be inoperative provided:

Caution Indication
a. Cross Valve is secured Closed (CL), and

b. X-VALVE Switch is CLOSED

Placarding:
Affix INOP placard adjacent to the XVALVE OPEN Caution Light on the Air Conditioning
Panel.

Maintenance Procedures:
To deactivate the XVALVE in closed position:
1. On AIR COND overhead panel (13VU) place the XVALVE switch in CLOSED position.
2. Open wing/fuselage lower wing fairing 151BB.
3. Disconnect and stow the XVALVE electrical control connector (44HDP1).
4. Check on the XVALVE that the position indicator indicates ”CL” (red text).

Equipment List
CAD Approved
Page 1 - 190 Revision 1.0-Effective 03/02/16 MEL-VOL1
 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-5 BLD LEAK Caution Indications C 2 1 (M)(O) One may be inoperative provided:
(Mod. 2305 Installed) a) Avionics Rack Fan operates normally,
b) Affected Bleed Valve is secured closed
(CL),
c) Ambient Air (Ram Air) Intake is
extended,
d) Remaining Bleed Valve, and BLD
FAULT Caution, and both High Pressure
Bleed Valves and HP HIGH Cautions, are
verified to operate normally,
e) Associated L or R BLD VALVE Switch
is CLOSED,
f) Associated RECIRC Fan Switch is OFF,
g) Aircraft is not dispatched if ground or
flight temperatures are above ISA +20
deg C, or below ISA -20 deg C, and flight
time is limited to 2 hours or less,
h) Maximum enroute altitude is FL 200,
i) Planned route of flight permits safe
operations at or below 8,000 feet MSL,
j) Alternate Abnormal Procedures for loss
of remaining Bleed Valve and/or its
associated Pack are developed and used
IAW Saab Recommendations, and
k) Airplane is not operated in known or
forecast icing conditions.

NOTES:
3. For passenger comfort dispatch is not recommended in extreme hot or cold environmental
conditions.
4. Icing conditions exist any time weather conditions meet visibility and temperature Limits specified in
the AFM for operation of Wing and Stabilizer De-Icer Boots, and any time airplane ice accretion is
known or is predicted to occur.

Continues /……………

Initial Issue 19 Aug 2012 191

 Minimum Equipment List

1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-5 BLD LEAK Caution Indications

(Mod. 2305 Installed) Cont’

Placarding:
Affix INOP placard adjacent to the related BLD VALVE switch on the Air Conditioning Panel.

Operating Procedures:

3. Prior to commencement of each flight or series of flights, the Flight Crew shall verify that the Avionic
Rack Fan operates normally as follows:
a. Set the L and R BAT switch to ON (DC ELEC Panel).
b. Set the right TEM SELECT switch to neutral position (AIR COND Panel).
c. Set the ESS AVION switch to “ON” (DC ELEC Panel).
The fan can easily be heard and should not be mistaken for the sound from the Cockpit
Temperature Sensor.

NOTE: The Ram Air Intake, which is only extendable on the ground, is located on the Ground Air
Connection Door and must be extended before the flight as a precaution if the remaining Air
Conditioning Pack should fail during flight. The ram air ventilation is then provided automatically.
The check valve, upstream of the ground connection, is normally kept closed by pressure from the
working pack but will be opened by ram air pressure after a pack failure.

4. Check that the remaining HP and LP Bleed Systems operate normally as follows:
a. Start both engines and set both RECIRC switches to ‘OFF’ (AIR COND Panel).
b. Operates both HP VALVES one at a time and the associated BLD VALVE and check for no HP
HIGH Caution Indications/BLD FAULT Caution Indication.

The remaining Bleed air Systems and the HP System can also be checked by observing that the
associated Air Conditioning Pack operates normally with Ng speed from ground idle to above
80%.

Continues /………….

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
36 PNEUMATIC Cont’

20-5 BLD LEAK Caution Indications

(Mod. 2305 Installed) Cont’

Maintenance Procedures:

1. To close the BLD VALVE.

NOTE: In case of an electrical failure (solenoid) the valve cannot be closed by selecting the
associated
a. BLD VALVE switch to CLOSED position (Ref. procedure 2).

b. On AIR COND overhead panel (13VU) set affected BLD VALVE switch to CLOSED
position.
c. Open the access panel for affected bleed valve.
d. Check on the bleed valve that the position indicator indicates ”CL” for closed position.

2. To close the BLD VALVE in case of electrical failure (solenoid).

a. On AIR COND overhead panel (13VU) set affected BLD VALVE switch to CLOSED position.
b. Open the access panel for affected bleed valve.
c. Remove, cap and tag the bleeder plug P/N AN814–2DL.
d. This will went the pressure to atmosphere and remove the pneumatic force on the valve in to
closed position. The valve will now be locked pneumatically.
e. Check on the bleed valve that the position indicator indicates ”CL” for closed position.

3. Extension of the Ram Air Intake.

a. The Ram Air Intake is located on the normal ground Air Connection panel.
b. Open the panel and remove the screw on the inside.
c. Extend the intake and secure with the same screw from the outside position.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
38 WATER/WASTE

10-1 Potable Water System(s) C - 0 (M ) Individual components may be

inoperative provided:

a. Affected System components are

deactivated, or isolated, and

b. Affected System components are verified

to have no leaks.

C - 0 (M) May be inoperative provided:

a. Affected System(s) are drained, and

b. Procedures are established and used to
assure that affected System(s) are not
serviced.

10-2 Lavatory Waste System(s) C - 0 (M) Individual components may be inoperative

(Including Wheelchair provided:
Accessible Lavatories) a. Affected System components are
deactivated, or isolated, and
b. Affected System components are verified
to have no leaks.

C - 0 (M) May be inoperative provided:

a. Affected System components are
deactivated, or isolated,
b. Affected System components are verified
to have no leaks,
c. Pilot-in-Command determines that flight
duration is acceptable with Lavatory
inoperative, and
d. Affected Lavatory Door(s) is/are secured
and placarded, “INOPERATIVE - DO
NOT USE."

NOTE: Any portion of System(s) which operates normally may be used. Above procedures shall not
preclude inspection of Lavatory by crew members
Continues /……………

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
38 WATER/WASTE

10-2 Lavatory Waste System(s)

(Including Wheelchair
Accessible Lavatories cont’

Placarding:
Placard affected system ‘INOPERATIVE DO NOT USE OR SERVICE’
Maintenance Procedures:
Deactivate or isolate individual defective components, and verify no leaks.
To Drain and secure potable water system - press the faucet opening lever and drain valve actuating rod
Simultaneously and Secure system closed.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
52 DOORS

70-1 External Door Warning System C 1 0 (M)(O)May be inoperative provided:

a) Before departure, qualified pilot or

maintenance personnel visually verify that
affected Door(s) are Closed and Locked,
and

b) Before departure, qualified pilot or

maintenance personnel further verify that
Inward Opening Access Doors (Cargo
Door & Cockpit Escape Hatch) are Closed
and Locked by pushing against them.

Placarding:
Affix INOP placard adjacent to the Main Door Caution Light on the Ground Status Panel

Operating Procedures
Prior to commencement of each flight, the Flight Crew shall verify through respective Over-centering
Index Windows that the Shoot Bolt and the Door Handle Over-centering Indexes are aligned.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

61 PROPELLERS
24-1 Propeller Synchronization C 1 0 May be Inoperative
System (PROP SYNC)

25-1 Auto Coarsening System A 1 0 (M)(O)May be inoperative provided:

a. System is deactivated,
b. AUTO COARSEN Switch is OFF,
c. For the Saab-340B, APR is considered
inoperative,
d. For the Saab-340B, the CTOT Switch is
not positioned to APR,
e. Approach minimums do not require its
use,
f. Alternate Manual Feathering Emergency
Procedures are established and used for
Engine Failure,
g. AFM Procedures and Performance for
inoperative Auto Coarsening and APR
OFF are established and used, and
h. Repairs are made within one flight day.

Placarding:
24-1 Affix MEL placard adjacent to the PROP SYNC Switch on the Center Console
25-1 Affix MEL placard adjacent to the AUTO COARSEN Switch on the PROPELLER Panel.
Operating Procedures
During flight the Flight Crew shall observe the AFM procedures as applicable: AFM/APR System
inoperative performance can be found in the AFM Section 6 APR OFF PERFORMANCE.
Maintenance Procedures:
Prior to further operation of the aircraft after Auto Coarsen System has been reported inoperative de-
activate the Auto Coarsening System as follows:
1. Set the AUTO COARSEN Switch to OFF (PROPELLER Panel),
2. On LH circuit breaker panel 7VU, pull and secure circuit breaker AUTO COARSEN (K-20).

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

73 ENGINE FUEL &

CONTROL

15-1 Fuel Heaters C 2 0 (M)(O)May be inoperative provided:

a) Fuel Anti-Icing Additive meeting MIL
27686E, MIL 85470, or equivalent, is
used, and
b) Before departure, Propeller Gear Box
(PGB) Oil Level is verified to be within
limits.

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Placarding:
Affix INOP placard adjacent to the FUEL TEMP display on the Bat Fuel Temp Panel.
Operating Procedures
Prior to commencement of each flight, the Flight Crew shall verify that the Propeller Gearbox oil quantity
is within acceptable limits by visually checking the associated Sight Gauge in the Engine Nacelles.
Maintenance Procedures:
Prior to further operation of the aircraft after Fuel Heater has been reported inoperative use Fuel Anti
Icing Additive MIL-I-27686E or equivalent (Phillips PFA-55-MB, etc) in the fuel. Use below chart as a
guide.

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1. ATA SYSTEM AND ITEM 2. NUMBER INSTALLED

SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

73 ENGINE FUEL &

CONTROL

31-1 L/R MAIN PUMP Caution B 2 1 (O) One may be inoperative provided the
Indications associated Main and Standby Fuel
Pumps are verified to operate normally during
Engine Start.

32-1 Fuel Flow Indicators B 2 1 (O) One may be inoperative provided:

a) Associated Ng, TRQ, and ITT Indications
are verified to provide expected values
during Engine Start, and
b) Cockpit Fuel Quantity Indicators operate
normally.

32-2 Fuel Used Indicator C 1 0 May be Inoperative

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Placarding:
Affix INOP placard adjacent to the inoperative Indicator.

Operating Procedures
To verify that main and standby pumps operate normally.
1. Before start of associated engine, verify that the STBY PRESS light is illuminated.
2. After associated engine has been started, verify that the STBY PRESS light is not illuminated.
3. Verify Associated Ng, TRQ, and ITT Indications provide expected values during Engine Start,

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

76 ENGINE CONTROLS

10-1 Constant Torque On Take off

(CTOT) System

Saab-340B (Combined CTOT & APR) C 1 0 (O) May be inoperative provided:

a) CTOT Switch remains OFF,
b) Affected L or R PL MIN T/O Circuit
Breaker (J20 or R20) Remains activated
(in), and
c) AFM Procedures, Limitations, and
Performance for CTOT inoperative, and
APR OFF, are applied

NOTES
1. Pulling CTOT Circuit Breaker deactivates Auto Coarsening.
2. An inoperative CTOT System will render the APR System inoperative.

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Placarding:
Affix INOP placard on the CTOT Panel.

Operating Procedures
1. AFM CTOT System inoperative performance/procedures can be found in the AFM section 6–12
(6–13 for WT) ”TAKEOFF WITH CTOT INOPERATIVE”.
2. AFM APR System inoperative performance can be found in the AFM section 6 ”APR OFF
Performance” (only applicable to Saab 340B).
3. Set the CTOT switch to OFF (Center pedestal).
NOTE:
Do NOT pull the associated circuit breakers J20 or R20 (L or R CTOT or L or R PL MIN T/O, circuit
breaker labels depending on aircraft status.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
76 ENGINE CONTROLS Cont’

10-2 Automatic Power Reserve C 1 0 (O) May be inoperative provided AFM

(APR) System (B Model Procedures, Limitations and Performance for
Only) APR OFF are applied.

10-3 Automatic Flight Idle Stop A 1 0 (M)(O) May be inoperative for One Revenue
Flight, as provided by AD #96-18-03,
effective October 04, 1996, or most recent
amendment, provided:
a. Automatic Flight Idle Stop is in the
Override (pulled) position prior to
departure,
b. If the system is deactivated with the Flight
Idle Stop electrical system unpowered, the
Mechanical Beta Stop must be installed
and used,
c. If the Flight Idle Stop Open (Amber)
Status Indication Light is inoperative, the
Mechanical Beta Stop must be installed
and used,
d. If Mechanical Beta Stop is installed and
used, Landing Field Lengths Required
must be increased by 5% and 8% for flap
settings 35 and 20 degrees Respectively,
and
e. Relief is limited to not more than one
revenue flight to a location where repairs
can be made.

NOTES
1. The FI STOP OPEN (Amber) Status Indication Light will come on when the gear is retracted,
provided the FI Stop electrical system is powered.
2. If the FI STOP OVRD PULL knob has been pulled on a normally operating Automatic Flight
Idle Stop System, the pull knob must be reset before the next departure.
3. Lifting the Power Lever Latches and moving the Power Lever(s) below FLIGHT IDLE, while in
flight, is PROHIBITED. This maneuver can result in possible uncontrolled flight, total loss of
engine power and/or flameout.
Continues /………………

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
76 ENGINE CONTROLS Cont’

10-3 Automatic Flight Idle Stop Cont’

Placarding:
Affix INOP placard on the center console adjacent to the Power Levers, Flight Idle Stop Knob
Operating Procedures
1. Automatic Flight Idle Stop is in the Override (pulled) position prior to departure,
2. If Mechanical Beta Stop is installed and used, Landing Field Lengths Required must be increased
by 5% and 8% for flap settings 35 and 20 degrees Respectively
3. Only one revenue flight may be made to a location where repairs can be made.
*** WARNING ***
Lifting the Power Lever Latches and moving the Power Lever(s) below FLIGHT IDLE, while in
flight, is PROHIBITED. This maneuver can result in possible uncontrolled flight, total loss of
engine power and/or flameout.

Maintenance Procedures
Check that the Automatic Flight Idle Stop is open. To check that an inoperative Automatic Flight Idle
Stop is open can be handled in three ways.

A - If the FI STOP OVRD PULL knob has been pulled and the system is electrically powered. (This
procedure requires the special Flight Idle reset tool):
1. Make sure that all electrical power is switched OFF.
2. Lift the Left CL to MAX position.
3. Use FI STOP RESET tool and reset the override pull knob.
4. Place the upper pin on the surface of the quadrant.
5. Place the tool in an upright position at the LH CL slot level with center of the FI STOP
OVRD PULL knob.
6. Reset the locking mechanism by gently press to the left and check that the FI STOP OVRD
PULL knob returns to normal (down) position.
7. Return the Left CL to FUEL OFF.
8. Start both engines.
9. With both engines running pull the FI STOP OVRD PULL knob (The FI STOP Status
Indication may illuminate).
10. Advance both Power Levers above the FLT IDLE position and then retard below the FLT
IDLE position. Check for free movements.
11. This check confirms that the flight idle stop is open.
Continues /………..

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
76 ENGINE CONTROLS Cont’

10-3 Automatic Flight Idle Stop Cont’

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Maintenance Procedures Cont’

B - If the FI STOP OVRD PULL knob has been pulled and the system is electrically unpowered.
(This
procedure requires standard tools only:
1. Make sure that all electrical power is switched OFF.
2. Open circuit breaker ENG – PWR LVR – F/I STOP at the RH electrical under floor electrical
center.
3. Pull the FI STOP OVRD PULL knob.
NOTE: When the Automatic Flight Idle Stop is inoperative and unpowered, all system
indications, including the Flight Idle Stop CONFIG warning are disabled.
Advance both Power Levers above the FLT IDLE position and then retard below the FLT IDL position.
Check for free movements. This check confirms that the flight idle stop is open.

C - If the FI STOP OVRD PULL knob has not been pulled (Electrically powered or un powered
system).
1. Start both engines.
2. With both engines running pull the FI STOP OVRD PULL knob.
3. Advance both Power Levers above the FLT IDLE position and then retard below the FLT
IDLE position. Check for free movements. This check confirms that the flight idle stop is
open.

For information only.

To reset a normally operating Automatic Flight Idle Stop System if the FI STOP OVRD PULL knob
has been pulled:
1. Make sure that all electrical power is switched OFF.
2. Lift the Left CL to MAX position.
3. Use FI STOP RESET tool and reset the override pull knob.
4. Place the upper pin on the surface of the quadrant.
a. Place the tool in an upright position at the LH CL slot level with center of the FI
STOP OVRD PULL knob.
b. Reset the locking mechanism by gently press to the left and
c. Check that the FI STOP OVRD PULL knob returns to normal (down) position.
5. Return the Left CL to FUEL OFF.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS
76 ENGINE CONTROLS Cont’

10-4 Automatic Flight Idle Stop A 1 0 (O) May be inoperative provided:

Status Indication Light (Blue)
a. Automatic Flight Idle Stop operates
normally, and is Checked before each
flight, and

b. Operations are limited to not more than

three flight days before repair is made.

Note: * if Mod No. 2980 installed

Placarding:
Affix INOP placard on the center console adjacent to the Power Levers, Flight Idle Stop Knob

Operating Procedures
Normal operation of the Automatic Flight Idle Stop is to be Checked before each flight:
1. Make sure that the Landing Gear Handle is in DN position.
2. Set the L and R BAT switch to ON (DC ELEC panel).
3. Move the Power Levers forward beyond the flight idle stop position.
4. Without Mod. No. 2980 installed: On the LH circuit breaker panel, pull circuit breaker
HYDRAULIC LDG CONTROL (F–7).
5. With Mod. No. 2980 installed: On the RH circuit breaker panel, pull circuit breaker LDG RELAYS
(N–9).
6. Check that the flight idle stop is closed by ensuring that the Power Levers cannot be moved back
below
7. The flight idle position.
8. Without Mod. No. 2980 installed: Reset circuit breaker HYDRAULIC LDG CONTROL (F–7).
9. With Mod. No. 2980 installed: Reset circuit breaker LDG RELAYS (N–9).
10. Check that the flight idle stop is open by ensuring that the Power Levers can be moved back below
the flight idle position.

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SEQUENCE NUMBERS
3. NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXCEPTIONS

77 ENGINE INDICATING

20-1 ITT Digital Indications C 2 0 May be inoperative

Placarding:
Affix INOP placard adjacent to the ITT Indicator.

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