Professional Documents
Culture Documents
Mel Beechjet
Mel Beechjet
Mel Beechjet
TRI MG AIRLINES
Halim Perdanakusuma Airport, Arrival Terminal 2nd Floor, Jakarta Timur 13610
MINIMUM EQUIPMENT LIST
BEECHJET 400A
TABLE OF CONTENT
TABLE OF CONTENT
2 DEFINITIONS
2.1. DEFINITIONS 2-1
2.2 ABBREVATION AND CORRECTION 2-5
23 COMMUNICATION 23-1
25 EQUIPMENT/FURNISHING 25-1
28 FUEL 28-1
33 LIGHTS 33-1
34 NAVIGATION 34-1
35 OXYGEN 35-1
52 DOORS 52-1
74 IGNITION 74-1
1.1. PREAMBLE
The CASR require that all equipment installed on an aircraft in compliance with the
Airworthiness Standards and the Operating Requirements must be operative. However, the
Requirements also permit the use of a Minimum Equipment List (MEL) where compliance
with certain equipment requirements in not necessary in the interests of safety under all
operating conditions.
Experience has shown that with the various level of redundancy designed into aircraft,
operation of every system or installed component may not be necessary when the remaining
operative equipment can provide an acceptable level of safety. The DGCA approved MEL
includes those items of equipment related to airworthiness and operating regulations and
other items of equipment which the administrator finds may be inoperative and yet maintain
unacceptable level of safety by appropriate conditions and limitation, it does not contain
obviously required items such as wings, flaps, rudders. The individual company’s MEL, when
approved and authorized, permits operation of the aircraft within inoperative equipment.
Equipment not required by the operation being conducted and equipment in excess of CASR
requirements are included in the MEL with appropriate condition and limitation.
The MEL must not deviate by the Aircraft Flight Manual (AFM) limitation, emergency
procedures or with Airworthiness Directive. It is importance to remember that all equipment
related to airworthiness and operating regulations of aircraft not listed on the MEL must be
operative.
Suitable conditions and limitations in the form of placard, maintenance procedures, crew
operating procedures and other restrictions as necessary are specified in the MEL to ensure
that an acceptable level of safety is maintained.
The MEL is intended to permit operation with inoperative items of equipment for a period of
time until repairs be accomplished at earliest opportunity.
In other to maintain an acceptable level of safety and reliability the MEL establishes
limitations on duration of and conditions for operation with inoperative equipment. The MEL
provides for release of the aircraft for flight with inoperative equipment.
When an item of equipment is discovered to be inoperative, it is reported by making an entry
in the aircraft maintenance record/log book as prescribe by CASR. The item is then either
repair or may be deferred per the MEL or other approved means acceptable to the
administration prior to further operation. MEL condition and limitation, do not relieve the
company from determining that the aircraft in condition for safe operation with items of
equipment in operative.
When these requirements are met, an Airworthiness Release, Aircraft Maintenance
Record/Log book entry, or other approved documentation is issued as prescribe by CASR.
Such documentation is required prior to operation with any item of equipment inoperative.
WHEN USING THE MEL, COMPLIANCE WITH THE STATED INTENT OF THE
PREAMBLE, DEFINITIONS AND THE CONDITIONS AND LIMITATIONS SPECIFIED IN
THE MEL IS REQUIRED.
NOTE: IT IS IMPORTANT TO REMEMBER THAT ALL EQUIPMENT RELATED TO THE
AIRWORTHINESS AND THE OPERATING REQUIREMENTS OF THE AIRCRAFT
NOT LISTED IN THE MEL MUST BE OPERATIVE FOR EACH FLIGHT
The following Policy and Procedures will be adhered to by Tri M.G in the use of this Minimum
Equipment List, (MEL):
1. It is the Pilot-in-Command's responsibility to become thoroughly familiar with the policy
and procedures concerning the use of the MEL.
2. All items related to the airworthiness of the aircraft and not included on the MEL are
required to be fully and properly operative.
3. If an inoperative item requires a maintenance procedure, that procedure must be
accomplished and recorded prior to flight.
4 When the discrepancy is corrected, the maintenance person performing the maintenance
will record it in the applicable aircraft maintenance records.
5. Inoperative items allowed by the MEL must be repaired, or inspected and deferred, by
qualified maintenance personnel at the next required inspection. If the inspection is
progressive or continuous, the discrepancy must be corrected whether or not the
discrepancy is on a part or system required to be inspected as part of that particular
inspection segment.
6. An item, which is inoperative, but required by special flight conditions, will be repaired
before operating in those conditions.
7. The Pilot-in-Command will ensure that all discrepancies are recorded in the Aircraft
Discrepancy Log Sheet.
8. The portion of the record containing the discrepancy records must be on board the aircraft
during operation so that the Pilot-in-Command may be aware of any inoperative
instruments or equipment.
9. Procedures outlined, such as pulling and tie-wrapping circuit breakers may be performed
by a Flight Crewmember, however if the procedure requires specialized tools, training or
appropriate licenses, it must be performed by a qualified individual.
1.3. GENERAL
By authorization of the Minimum Equipment List (MEL), the DGCA of Indonesia permits
dispatch of the aircraft for revenue and training flights with certain items or components
inoperative provided an acceptable level of safety is maintained by appropriate operation, by
a transfer of function to another operating component, or by reference to other instruments
providing the required information.
Notes:
The provisions of the MEL are applicable until the aircraft commences the flight. The moment
the aircraft starts its takeoff roll, it is usually considered that the flight has commenced. This
means that MEL does not apply.
However, the decision to fly is left to the PIC who may decide operational or even economical
reason to repair the aircraft at the departure airport.
1.4. CONTENTS
b. Maintenance procedures
Task mark (M) in column 4 identifies as maintenance procedures. These procedures
are normally carried out by maintenance personnel, but some elementary
maintenance tasks may be accomplished by crew members or other qualified,
approved personnel. Flight crew can accomplish some of these elementary (M)
procedures but it remains the responsibility of the operator and under its national
authority approval.
However it is recommended that maintenance personnel accomplish procedures that
require specialized knowledge, skills, or the use of tools and test equipment. The
maintenance procedures must always be performed one time before the flight under
the associated item and, if applicable, must be repeated at the interval specified in the
Column 4
The PIC of an aircraft is directly responsible, and the final authority for, the operation of that
aircraft, as well assure that the inoperative equipment is allowed as in MEL.
Before dispatching an aircraft with multiple MEL items inoperative, it shall be checked that
any interface or interrelationship between inoperative items will not result in degradation in
the level of safety and/or an undue increase in crew workload. It is particularly in this area of
multiple discrepancies and especially discrepancies in related systems that good judgment,
based on the circumstances of the case including climatic and route conditions must be used.
Aircraft Dispatch
Whenever malfunctions are not completely cleared prior to dispatch, the flight crew shall
verify whenever a dispatch is permitted according to the MEL.
Even if new malfunctions fall into the repair interval category “A” and immediate maintenance
action is not required, the crew nevertheless shall inform maintenance as soon as possible.
Completion of Flight
Malfunctions encountered during last fight shall be checked whether they fall into the repair
interval category “A”. If so, the MEL reference shall be entered in the AFML. These “A”
category items and any items required to be operative for all flight (“no-go items) shall be
reported to maintenance as soon as possible.
The MEL is intended to permit operation with equipment inoperative for that period necessary
to organize repairs.
The MEL definitely is not intended as a tool for prolonged or even permanent operation of
aircraft in a configuration deviating from certification status.
Therefore, every effort shall be made by maintenance to correct all Maintenance irregularities
as early as practicable and that the aircraft is released from maintenance base in fully
operation condition so that the effected aircraft can be returned to its certification status. In
order to maintain this level, the MEL establishes limitations on the duration of operation with
operative equipment (see DEFINITIONS, “Repair Interval Categories”, and REPAIR
INTERVAL OVERRUN).
The decision of the PIC to comply with the appropriate MEL requirement and to postpone
maintenance activity will supersede any other intention. The PIC shall be informed by
maintenance as soon as practicable, should it be impossible to repair inoperative equipment
prior to departure.
Whenever an aircraft is released by maintenance for dispatch with equipment inoperative, the
following is required:
The Aircraft Flight & Maintenance Log (AFML) aboard the aircraft shall contain a detailed
description of the inoperative equipment including the repair interval category from the MEL,
the MEL reference (e.g. “21-1”), the time of AFML sign-off, special advice to the flight crew,
and if necessary, information about corrective action taken.
When the aircraft is released with any inoperative equipment that specified in the MEL, the
following statement shall be included in the Aircraft Fliht & Maintenance Log and signed by
the Engineer: “This aircraft is released as per MEL Chapter (insert ATA and Subchapter),
Category (Insert Category of MEL), Maintenance procedure (if applicable) has been
performed and Inoperative item has been placarded
When they are accessible to the crew in flight, the control(s) and/or indicator(s) related to
inoperative equipment shall be clearly placarded.
If inadvertent operation could produce a hazard, such equipment shall be rendered
inoperative (physically) as given in the appropriate Maintenance Procedure.
MEL Extension repair interval procedure above only valid for Category B & C only.
Any inoperative items shall be inserted in Aircraft Flight & Maintenance Log (AFML) as Hold
Items List (HIL), and the copy shall be filled in the Maintenance Department within 36 months
for audit purposes.
The transmittal form are numbered consecutively and upon receipt and filling, the date of
insertion and the name of the person filling it shall be entered to the corresponding number
in the record below.
The list of effective pages will be included in order to continuously check at any time
whether the Minimum Equipment List updated. The list of effective pages will be revised
upon revision with each page.
2.1. DEFINITIONS
1. System Definitions
System numbers are based on the Air Transport Association (ATA), specification number 100
and items are numbered sequentially.
a. “Item” (column 1) means the equipment, system, component, or function listed in the
“item” column.
b. “Number Installed” (column 2) is the number (quantity) of items normally installed in the
aircraft. This number represents the aircraft configuration considered in developing this
MMEL. Should the number be a variable (e.g. passenger cabin item) a number is not
required.
c. “Number Require to Dispatch” (column 3) in this minimum number (quantity) of the items
required for operation provided the conditions specified in column 4 are met.
d. “Remark or Exceptions” (column 4) include a statement either prohibiting or permitting
operation with a specific of items inoperative, provisions (conditions and limitations) for
such operation, and appropriate notes.
e. Reference given in column 4 are to bring attention to certain inter relationship between
the subject item and other MMEL items or AFM material. These references are intended
to assist with compliance, but do not relieve the operator or responsibility for determining
such other interrelationship, as stated in the preamble.
f. 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.
g. A revision (change) bar adjacent to an item or page number indicates that the item or
page was numbered only and that to Maintenance content change was made in the next.
2. ‘Aircraft Flight Manual’ (AFM) is the document required for type certification and approved by
the responsible FAA Aircraft Certification Office. The FAA approved AFM for the specific
aircraft is listed on the applicable Type Certificate Data Sheet.
3. “As required by CASR” means that the listed item is subject to certain provisions (restrictive
or permissive) expressed in the Civil Aviation Safety Regulations or other operating rules.
The number items required by such a rule must be operative. Items installed that are in
access of the requirements may be permitted by the operators MEL to be inoperative if not
otherwise required by the MEL.
4. Each inoperative item must be placarded to inform and remind the crewmembers and
maintenance personnel of the equipment condition.
Note: To the extent practical, placards should be locate adjacent to the control or indicator
for the item affected, however, unless otherwise specified, placard wording and
location will be determined by the operator.
5. “-” Symbol in column 2 and/or column 3 indicates a variable number (quantity) of the item
installed.
Note:
Where the MMEL shows a variable number installed, the MEL must reflect the actual number
installed or an alternate means of configuration control approved by Directorate General of
Civil Aviation.
6. Asterisk “***”Symbol in Column 1 indicates an item which is not required by regulation but
which may have been installed on some models of aircraft covered by this MMEL. This item
may be included on the operator’s MEL after the approving office has determined that the
item has been installed on one or more of the operator’s aircraft. The symbol, however, shall
not be carried forward into the operator’s MEL. It should be noted that neither this policy nor
the use of this symbol provides authority to install or remove an item from an aircraft.
7. “Flight Day” means a 24-hour period (from midnight to midnight) either Universal
Coordinated Time (UCT) or local time, as established by the operator, during which at least
one flight is initiated for the affected aircraft.
8. “Icing Conditions” means an atmospheric environment that may cause ice to form on the
aircraft or in the engine(s).
9. Inoperative: any time a system and/or component malfunctions to the extent that it does not
accomplish its intended purpose and/or is not consistently functioning within its designed
operating limit(s) or tolerance(s).
10. “NOTE(S):” in Column 5 provides additional information for crew member or maintenance
consideration. Notes are used to identify applicable material which is intended to assist with
compliance but does not relieve the operator of the responsibility for compliance with all
applicable requirements. Notes are not a part of the provisos.
11. Day of discovery: The calendar day that the failure has been recorded in the aircraft
maintenance record/logbook
12. Flight: is defined as the period of time that begins the moment at which an aircraft begins to
move by its own means in preparation for take-off, continues during take-off and the
applicable flight phases, and ends when the aircraft lands and comes to a complete stop in its
parking area.
13. Ferry Flight: non-revenue flight with necessary flight crewmember to conduct a ferry flight
14. “CASR” means the applicable portions of the Civil Aviation Safety Regulation.
15. Inoperative component of an inoperative system Inoperative items, which is inoperative, are
usually considered components directly associated with and having no other function than so
support that system. (Warning/caution systems associated with the inoperative system must
be operative unless relief is specifically authorized per the MMEL).
16. ‘Deactivated’ and ‘Secured’ means that the specified component must be put into and
acceptable condition for safe flight. The operator will establish an acceptable method of
securing or deactivating.
17. “Visual Flight Rules” (VFR) is as defined CASR. This precludes a pilot from filing an
Instrument Flight Rules (IFR) flight plan.
18. “Visual meteorological conditions” (VMC) means the atmospheric environment is such
that would allow a flight to proceed under the visual flight rules applicable to the flight. This
does not preclude operating under Instrument Flight Rules.
19. “Visible Moisture” means an atmospheric environment containing water in any from that
can be seen in natural or artificial light-, for example, clouds, fog, rain, sleet, hail, or snow.
20. “Repair Intervals” All users of an MEL must effect repairs on inoperative system or
components, deferred in accordance with the MEL, at or prior to the repair times established
by the following letters designators:
a. Category A. items in this category shall be repaired within the time interval specified in the
remarks column of the MMEL, excluding the day of discovery.
b. Category B. Items in this category shall be repaired within three (3) consecutive, calendar
days (72 hours), excluding the day the malfunction was recorded in the aircraft
maintenance record/log book. For example: if it were recorded at 10 a.m. on January 26,
the three days interval would begin at midnight the 29th.
c. Category C. Items in this category shall be repaired within ten (10) consecutive calendar
days (240 hours), excluding the day malfunction was recorded in the maintenance
record/log book. For example, if it were recorded at 10 a.m. on January 26th , and end at
the midnight February 5.
d. Category D: Items in this category shall be repaired within one hundred and twenty (120)
consecutive calendar days, excluding the day the malfunction was recorded in the aircraft
flight & maintenance log.
The letter designators are inserted adjacent to column 2.
21. “Considered Inoperative”, as used in the provisos means that item must be treated for
dispatch, taxi and flight purposes as though it were inoperative. The item shall not be used or
operated until the original deferred item is repaired. Additional actions include: documenting
the item on the dispatch release (if applicable), placarding, and complying with all remarks,
exceptions, and related MMEL provisions, including any (M) and (O) procedures and
observing the repair category.
22. “Is not used” in the provisos, remarks or exceptions for an MMEL item may specify that
another item relieved in the MMEL “is not used.” In such cases, crewmembers should not
activate, actuate, or otherwise utilize that component or system under normal operations. It
is not necessary for the operators to accomplish the (M) procedures associated with the item.
However, operational requirements must be complied with, and an additional placard must be
affixed, to the extent practical, adjacent to the control or indicator for the item that is not used
to inform crewmembers that a component or system is not to be used under normal
operations.
The use of capital letters in the text, apart from normal grammatical usage, indicates the actual
markings of equipment, gauges, controls and control positions on the airplane.
Abbreviations and acronyms used in this MEL have the following meanings:
# Number
AAS Anti Icing Advisory System
AC Alternative Current
ACCU Accumulator
ACW Alternative Current Wild Frequency
ADC Air Data Computer
ADF Automatic Direction Finding
ADU Advisory Display Unit
AFCS Automatic Flight Computer System
AFM Airplane Flight Manual
AFT Rear Part
AGL Above Ground Level
AHRS Attitude and Heading Reference System
ALT Altitude
AMP Ampere
ANN Annunciator
AOA Angle Of Attack
AP Auto Pilot
APP Approach
ARM Armed
ATC Air Traffic Control
ATT Attitude
AUTO Automatic
AUX Auxiliary
BC Beacon
BRK Brake
B-RNAV Basic Area Navigation
BTC Bus Tie Contactor
CAB Cabin
CAP Crew Alerting Panel
CAPT Captain
CAT Category
C/B Circuit Breaker
CCAS Centralized Crew Alerting System
CG Center of Gravity
CH Channel
CL Condition Lever
CLB Climb
CLR Clear
COMPT Compartment
CRC Continuous Repetitive Chime
CRZ Cruise
CTL Control
DC Direct Current
DELTA P Differential Pressure
DFDR Digital Flight Data Recorder
DIFF Differential
DIM Light Dimmer
DME Distance Measuring Equipment
DN Down
EEC Electronic Engine Control
EFIS Electronic Flight Instrument System
EMER Emergency
ENG Engine
EXT Exterior, External
FD Flight Director
FDAU Flight Data Acquisition Unit
FI Flight Idle
FL Flight Level
FLT Flight
F/O First Officer
FU Fuel Used
FWD Forward
GA Go Around
GCU Generator Control Unit
GEN Generator
GI Ground Idle
GPS Global Positioning System
GPWS Ground Proximity Warning System
HDG Heading
HF High Frequency
HI High
HMU Hydro Mechanical Unit
HP High Pressure
HSI Horizontal Situation Indicator
HTG Heating
HYD Hydraulic
IAS Indicating Air Speed
IGN Ignition
ILS Instrument Landing System
IND Indicator, Indication
INOP Inoperative
INV Inverter
ISOL Isolation
ITT Inter Turbine Temperature
kt Knot
LDG Landing
LH Left Hand
LO Low
LP Low Pressure
LVL Level
MAN Manual
MAX Maximum
MC Master Caution
MCT Maxi Continuous
MFD Multi Function Display
MW Master Warning
NAC Nacelle
NAV Navigation
NORM Normal
OAT Outside Air Temperature
OVBD Overboard
OVHT Overheat
PF/PNF Pilot Flying/Pilot non flying
PL Power Lever
PR, PRESS Pressure, Pressurization
PRKG Parking
PSI Pound per Square Inch
PTT Push To Talk, Push To Test
PWR Power
QAR Quick Access Recorder
QTY Quantity
RCL Recall
RH Right Hand
RMI Radio Magnetic Indicator
RPM Revolution Per Minute
Operational Procedures:
Flight Crew will refer to AFM to plan ECS ON Takeoff Performance and, prior to each flight, the flight
crew will verify the ECS control switch is selected to the ON position.
Operational Procedures:
Conduct Flight Unpressurized as follows:
1. Open the Dump Valve that is mounted on the lower RH instrument panel. Turn this knob full
counterclockwise.
2. Set the Pressurization Controller to an aircraft altitude of 0.
3. Place a placard in a visible location stating “AIRCRAFT NOT ALLOWED ABOVE 10,000 FT MSL”.
4. Ensure that the aircraft is operated at or below 10,000 feet MSL.
5. Before each departure recompute each flight leg accounting for the altitude limitation and then
consult the fuel flow and planning data to ensure that you have adequate fuel for a low level flight.
32-01 Cabin Altitude and Differential C 1 0 (O) May be inoperative provided airplane is
Pressure Indicator operated in an unpressurized configuration
1) Differential Pressure May be inoperative provided:
C 1 0
Indicator
a) Cabin Rate of Climb Indicator is operative,
b) Cabin Altitude Indicator is operative and
c) Chart is available for crew to convert Cabin
altitude to differential pressure
Operational Procedures:
Conduct Flight Unpressurized as follows:
1. Open the Dump Valve that is mounted on the lower RH instrument panel. Turn this knob full
counterclockwise.
2. Turn the MAN PRESS CONT valve full counterclockwise.
3. Place a placard in a visible location stating “AIRCRAFT NOT ALLOWED ABOVE 10,000 FT MSL”.
4. Ensure that the aircraft is operated at or below 10,000 feet MSL.
5. Before each departure recompute each flight leg accounting for the altitude limitation and then
consult the fuel flow and planning data to ensure that you have adequate fuel for a lowlevel flight.
32-02 Cabin Rate of Climb Indicator C 1 0 May be inoperative provided Cabin Altitude and
Differential Pressure Indicators are operative
Maintenance Procedures:
Determine that the affected Outflow Valve(s) will remain open, perform Operational Test – Cabin
Pressurization System per Aircraft Maintenance Manual.
1. Gain access to the outflow valves by removing the Electronic Compartment Doors 811AL and
812AR (refer to AMM Chapter 52-40-00, Service Doors).
2. Remove clamp securing either outflow valve from its mount (refer to figure 21-2).
3. Using a Tie-wrap, insert horizontally two (2) wood dowels near the 12 and 6 o’clock position
(dimensions not to exceed 3/8” by 7”) under the valve seat to physically hold the valve “OPEN”.
(refer to AMM Chapter 21-30-00, Air Conditioning – Outflow Valves).
Operational Procedures:
1. Open the Dump Valve that is mounted on the lower RH instrument panel. Turn this knob full
counterclockwise.
2. Turn the MAN PRESS CONT valve full counterclockwise.
3. Ensure that the aircraft is operated at or below 10,000 feet MSL.
4. Before each departure recompute each flight leg accounting for the altitude limitation and then
consult the fuel flow and planning data to ensure that you have adequate fuel for a low level flight.
Operational Procedures:
1. Open the Dump Valve Switch that is mounted on the lower RH instrument panel. Turn this knob full
counterclockwise.
2. Turn the MAN PRESS CONT valve full counterclockwise.
3. Ensure that the aircraft is operated at or below 10,000 feet MSL.
4. Before each departure recompute each flight leg accounting for the altitude limitation and then
consult the fuel flow and planning data to ensure that you have adequate fuel for a lowlevel flight.
Operational Procedures:
Conduct Flight Unpressurized as follows:
1. Open the Dump Valve that is mounted on the lower RH instrument panel. Turn this knob full
counterclockwise.
2. Turn the MAN PRESS CONT valve full counterclockwise.
3. Place a placard in a visible location stating “AIRCRAFT NOT ALLOWED ABOVE 10,000 FT MSL”.
4. Ensure that the aircraft is operated at or below 10,000 feet MSL.
5. Before each departure recompute each flight leg accounting for the altitude limitation and then
consult the fuel flow and planning data to ensure that you have adequate fuel for a lowlevel flight.
Maintenance Procedures:
1. Select the Heater Switch to “OFF”.
2. Remove the left hand lower cockpit side panel.
3. Remove the control circuit fuse (Labeled “HF1").
4. Reinstall side panel
50-01 Vapor Cycle Air Conditioning C 1 0 (M) May be inoperative provided system is
deactivated
***
Maintenance Procedures:
1. Pull the AIR COND circuit breaker and collar with cable tie or equivalent.
2. Verify by an operational test per Aircraft Maintenance Manual that the A/C Clutch is freewheeling or
remove compressor drive belt(s).
3. Inspect Vapor Cycle Air Conditioning System to assure no leaks are present.
Operational Procedures:
The pilot will record clock time for all time that the Vapor Cycle Air Conditioning is used. This
information will be recorded on the comments section of the flight log for later use by maintenance to
record in the aircraft logs.
Operational Procedures:
Before each flight, the Flight Crew will utilize the AFM and current weather data to assure that Vapor Air
Conditioning System will not be needed for planned flight.
Maintenance Procedures:
1. Pull the “FCS #1” and “FCS #2” circuit breakers and collar with cable tie or equivalent.
2. Check that all flight controls move normally and without any binding or resistance.
3. Attempt to power the autopilot and make sure that it does not engage and that there is no
interference with the flight controls or trims.
Operational Procedures:
Before each flight, the flight crew will verify the Autopilot System will not be required for the intended
flight and conduct flight in accordance with AFM procedures.
Operational Procedures:
1. Prior to departure, use MFD display to verify the desired mode is selected and verify the associated
annunciator on the attitude indicator illuminates.
2. Monitor MFD display for continued operation of Autopilot Mode.
Operational Procedures:
Prior to departure, the flight crew will verify that the duplicate annunciations are displayed and visible to
both the pilot and copilot.
Operational Procedures:
Prior to departure, the flight crew will verify that the duplicate annunciations are displayed and visible to
both the pilot and copilot.
Operational Procedures:
1. Review and apply AFM limitations for an inoperative Yaw Damper.
2. Operate the aircraft at or below FL280.
1) Mode Select Panel Mode C 20 0 (O) May be inoperative provided the affected
Annunciator Lamps mode(s) is/are selected momentarily prior to
(Except G5000) departure to verify that proper mode
annunciation is displayed on the Attitude
Indicator.
Operational Procedures:
Prior to each flight, the flight crew will operationally check the affected mode(s) and verify the
associated annunciator on the attitude indicator/PFD illuminates.
-06 Half Bank C 1 0 May be inoperative provided green bank limit arc
appears in PFD altitude display
(BANK Button)
-01 Flight Director (FD Button) B 1 0 One may be inoperative provided procedures do
not require its use
-07 Coupled Side (XFR button) C 1 0 May be inoperative provided arrow points to pilot
flying side
-08 Course (CRS1 or CRS2 knob) B 2 1 One may be inoperative provided procedures do
not require its use
1) Radio Tuning Units (RTU) C 2 1 Copilots side may be inoperative provided one
FMS Control Display Unit (CDU) is operative
10-2 High Frequency (HF) C 1 0 May be inoperative provided the flight is covered
Communications Systems by VHF communication facility
***
Operational Procedures:
Procedure to ensure all ATC procedures pertinent to the flight are complied with
Operational Procedures:
1. Determine what available alternate communications is available.
2. Ensure that you will have adequate communications coverage over the flight leg.
3. On initial ATC contact on a flight leg that would otherwise use VHF/SATCOM, advise ATC of your
communications limitations.
Operational Procedures:
Before each takeoff a Flight Crewmember shall conduct the passenger briefing from the passenger
compartment. The Crewmember will verify that each passenger has understood the entire briefing. The
briefing will consist of the following:
- Smoking:
Each passenger shall be briefed on when, where, and under what conditions smoking is prohibited.
This briefing shall include a statement, as appropriate, that the CASR require passenger
compliance with lighted passenger information signs and no smoking placards, prohibited smoking
in lavatories, and required compliance with crewmember instructions with regard to these items;
- Use of safety belts and shoulder harnesses:
Each passenger shall be briefed on when, where, and under what conditions it is necessary to have
his safety belt and, if installed, his shoulder harness fastened about him. This briefing shall include
a statement, as appropriate, that CASR require passenger compliance with the lighted passenger
sign and/or crewmember instructions with regard to these items;
- NOTE -
During abnormal or emergency situations, a Flight Crewmember shall face the passengers from the
cockpit and perform such announcements and/or give instructions that are appropriate to the situation.
Crewmembers will also advise passengers to stow all portable electronic devices before take-off and
during approach and landing. Also, passengers will be instructed to stow all tables and return all seats
to un upright position prior to take-off and landing.
50-01 Flight Deck Speakers C 2 1 One may be inoperative provided one Speaker is
operative and one Headset is operative and
worn by a crewmember
60-01 Static Discharge Wicks C 12 9 One may be damaged or missing from each
Control Surface and/or structural area provided
one remains serviceable for each Control
Surface and/or structural area and no more than
two total static wicks are missing from the
airplane.
Maintenance Procedures:
Maintenance will manually test AUX BATT 1&2 at the battery pack prior to each departure and make a
notation in the Aircraft Flight and Maintenance Log
Operational Procedures:
Prior to each departure Flight Crew will review Aircraft Flight/Maintenance Log to ensure the completion
of the AUX BATT 1 & 2 Test by Maintenance.
37-02 Standby Power Annunciator B 1 0 Upper portion white annunciation “STBY PWR”
may be inoperative provided both lower portions
(Except BE-400A)
(ON & ARM) are operative
Maintenance Procedures:
Secure door(s) in the OPEN position as follows:
a. If the “self latching” mechanism is operative and holds the door open, proceed to step c, if not
b. Fabricate and install a non-marring “U” shaped mechanical device over partition door opening, or
c. Install “releasable” duct tape over door end and adhere to the partition sides.
Maintenance Procedures:
Rotate the arm rest to “Full Up” position and secure with plastic tie-straps or equivalent so that is does
not block access to an emergency exit or to the aisle or remove arm rest per manufacture’s
instructions.
10-04 Cockpit Sun Visors C 2 0 May be inoperative or missing provided there are
no visual restrictions to the flight crew
***
Maintenance Procedures:
1. Pull the circuit breaker of the affected component and collar with cable tie or equivalent.
2. Alternatively, disconnect and secure the wiring harness of the affected component to prevent
shorting or interference.
Operational Procedures:
1. Empty all available waste receptacles prior to each flight.
2. Advise passengers that some or all of the galley waste receptacles are not accessible and advise of
alternate means of waste disposal.
Maintenance Procedures:
1. Pull the lavatory equipment circuit breaker(s) as required and collar with cable tie or equivalent.
2. Ensure there are no leaks present if equipment is used for holding liquid
Maintenance Procedures:
1. Disconnect the remote switch wiring harness (at the switch or the ELT) in accordance with the ELT
manufacture instructions, and secure the wiring harness to prevent shorting or interference (refer
to figure 23-1 for location of ELT Remote Switch).
2. Manually arm ELT before flight in accordance with the manufacturer instructions.
10-01 Engine Fire Bell OFF Button B 1 0 Button Back Light may be inoperative provided
light (White Glareshield Button is operative
Button)
20-01 Engine Fire Bottle Discharge C 1 0 (O) May be discolored, damaged or missing
Indicator (Exterior) provided proper charge status of both Fire
Extinguisher Bottles is verified before each
flight.
Operational Procedures:
Before each flight, gain access to the bottle mounted pressure gauges in the aft fuselage compartment.
Compare the pressure readings to the pressure temperature correction table located adjacent to the
pressure gage. If the pressure is within limits, no further action is needed. If the pressure readings are
not within limits, the bottle(s) must be serviced or replaced before dispatch.
Operational Procedures:
1. Before each flight, verify proper operation of the Roll Trim Functions by performing a functional test
per the Aircraft Maintenance Manual and visually ensure that the Roll Trim Tabs return to the center
(NEUTRAL) position.
2. During flight, monitor the AP ROLL TRIM FAIL Annunciator for improperly trimmed conditions.
41-01 Stabilizer Trim Indicator Dot C 2 1 (O) One may be missing provided a Normal
(Green Dot) Exterior Preflight inspection is accomplished
Operational Procedures:
NOTE: The following procedure requires two persons (one in the a/c and one on the ground).
1. Start the aircraft using AFM procedures and move the controls through full movement to ensure no
binding or resistance is felt.
2. With the PIC in the cockpit, use a maintenance personnel or other crewmember to visual inspect the
position of the Stabilizer from a safe distance from the aircraft. The two persons must be able to
communicate through hand held radios or accepted hand signals.
3. Move the Stabilizer FULL UP and FULL DOWN and ensure that the Stabilizer returns to the
“Centered” position
Operational Procedures:
Flight crew will follow Flap Limitations and operating procedures in the Approved AFM.
Operational Procedures:
Flight crew will verify Speed Brakes are fully RETRACTED before each flight. In addition, A flight
crewmember will monitor via cabin windows that the Speed Brakes fully retract when used during flight.
Operational Procedures:
1. Utilize available materials including rope, belts, crew seat belts, etc., to insure that all control
surfaces are restricted in movement.
2. Place “Remove Before Flight” warning on fabricated control restraint.
3. Ensure proper Gust Control Lock is kept on-board.
20-01 Fuselage Tank Fuel Transfer C 2 1 (M)(O) One may be inoperative provided
System a) Fuel Crossfeed System is operative,
b) Both Wing Fuel Quantity Indicating
Systems are operative,
c) Inoperative Fuel Transfer Pump is
deactivated, and
d) Procedures are established and
used for compliance with AFM
Procedures and Limitations.
Maintenance Procedures:
1. Deactivate the associated RH TRANS PUMP (CB40) or LH TRANS PUMP (CB45) Circuit Breaker
located in the forward CB Panel.
2. Perform an operational check per Aircraft Maintenance Manual of the Fuel Crossfeed System and
Wing Fuel Quantity System on ground by:
a) Note Fuel Quantity for both Left Fuel Tank and Right Fuel Tank.
b) Engage the Crossfeed to transfer fuel from Right Wing Tank to Left Wing Tank. If fuel quantity
flows to the Left Wing Tank then that Crossfeed and Quantity readings are normal. Repeat with
Left Fuel Tank to Right Fuel Tank.
c) Return Fuel Quantity Levels to as they were in step a).
3. Place a placard stating “XX TRANSFER PUMP INOP, REFER TO AFM” in a location visible to the
flight crew.
Operational Procedures:
Flight Crew will refer to AFM Procedures and Limitations
Operational Procedures:
On overhead panel, select appropriate Left or Right Fuel Transfer Switch to AUTO mode.
1) FUEL XFEED Indicator Light C 1 0 May be inoperative provided “FUEL XFEED ON”
Annunciator is operative
Operational Procedures:
Utilize the FUEL XFEED Indicator Light and respective JET PUMP Indicator Lights to determine
Crossfeed Valve operation
40-01 Wing Fuel Quantity Indicating C 2 1 (O) One may be inoperative provided:
Systems a) Wing fuel level is visually confirmed to
be FULL before departure and
b) Fuel Totalizer is operative
Operational Procedures:
1. Verify fuel in associated wing tank is full by checking wing filler cap,
2. Airplane is fueled with a known quantity from an empty condition.
Maintenance Procedures:
1. Pull and collar (or tiewrap) the Circuit Breaker in the OPEN position.
2. Placard the fuselage tank fill cover “INOPDO NOT USE”.
3. Placard the aft fuselage fuel transfer system as “INOP - DO NOT USE”.
Operational Procedures:
A. To Verify Full:
1. Fuel the fuselage tank until full.
2. Verify the fuel level in the fuselage fuel tank fill port neck.
B. To Verify Empty:
1. If necessary, follow the procedures in Chapter 12 of the Beechjet 400/400A Maintenance
Manual for Fuselage Tank Defuel instructions to verify that tank is empty.
2. Once it has been verified that the Fuselage Fuel Tank is empty, secure panels, etc. used in
defuel.
30-01 Main System Pressure Gauge C 1 0 May be inoperative provided both “HYD PUMP
PRESS LO” Annunciators are operative
Operational Procedures:
Prior to each flight, inspect the hydraulic fluid level to ensure the fluid level is within operating limits.
WARNING:
THE HYDRAULIC RESERVOIR IS PRESSURIZED TO 15 PSIG BY ENGINE BLEED AIR. THE
HYDRAULIC RESERVOIR MAY RETAIN PRESSURE EVEN THOUGH THE HYDRAULIC SYSTEM IS
NOT OPERATING.
SLOWLY LOOSEN THE FILLER CAP ON THE HYDRAULIC RESERVOIR AND CHECK FOR
INDICATIONS OF AIR OR FLUID LEAKAGE BEFORE COMPLETELY REMOVING OR LOOSENING
THE CAP, ENSURE ALL PRESSURE IS RELIEVED.
Maintenance Procedures:
Prior to first fligh of each flight day, maintenance shall perform an operational check using procedures
in the Aircraft Maintenance Manual of the Horizontal Stabilizer Deice System and the “STB DE-ICE
FAIL” annunciator to verify normal operation of the heater mats
Maintenance Procedures:
A. Inoperative OFF:
Deactivate the affected Engine Anti-Ice System(s) using procedures in the Aircraft Maintenance
Manual.
B. Inoperative ON:
Verify the ENG ICE TEMP LO Annunciator is operative by performing an operational check.
Operational Procedures:
A. Inoperative OFF:
Preflight planning shall include the inoperative Engine Anti-Ice System(s) and operations in engine
icing conditions as defined in Safety Communique #272 or later compliant AFM revision shall be
prohibited.
B. Inoperative ON:
Operate aircraft in accordance with Engine Anti-Ice ON Performance and AFM Limitations.
Maintenance Procedures:
A. Inoperative OFF:
Deactivate the affected Engine Anti-Ice System(s) using procedures in the Aircraft Maintenance
Manual.
B. Inoperative ON:
Verify the ENG ICE TEMP LO Annunciator is operative by performing an operational check.
Operational Procedures:
A. Inoperative OFF:
Preflight planning shall include the inoperative Engine Anti-Ice System(s) and operations in engine
icing conditions as defined in Safety Communique #272 or later compliant AFM revision shall be
prohibited.
B. Inoperative ON:
Operate aircraft in accordance with Engine Anti-Ice ON Performance and AFM Limitations.
Operational Procedures:
Prior to each flight, verify the Engine Anti-Ice System and ENG ICE TEMP LO Annunciator is operative
by performing a pre-flight check.
30-01 Stall Warning Vane Heaters B 2 1 One may be inoperative provided aircraft is not
operated in known or forecast icing conditions
Operational Procedures:
1. Perform a pre-flight operational check to verify affected Pitot Heater is operative.
2. Verify the aircraft will not be operated in known or forecast icing conditions or in visible moisture
Operational Procedures:
1. Disengage “FLT HOUR” circuit breaker or fuse.
2. The crew will manually record the actual flight time by the aircraft clocks and note the elapsed time
on the aircraft flight log.
50-03 Master Warning Annunciator A 2 1 One may be inoperative provided repairs are
made within one flight day
50-04 Dual Filament Indicators C (O) One Filament may be inoperative provided
and/or Annunciators the remaining Filament provides adequate
indication of operation.
Operational Procedures:
Verify proper operation of the Landing Gear Release Solenoid is operative by performing an operational
test as specified in the Aircraft Maintenance Manual (AMM).
2) Landing Gear Handle Red C 2 1 One bulb may be inoperative provided remaining
Warning Lights (RK-110 & bulb provides adequate indication of unsafe gear
After) position
Operational Procedures:
1. Crewmember shall ensure that the Anti- Skid Switch is selected and remains “OFF”.
2. Crewmember shall review appropriate performance charts, correction charts, limitations and
supplemental sections of the AFM to ensure compliance and performance data for takeoff and
landing.
3. Apply brakes steady and smoothly, gradually increasing force to avoid skidding wheels.
1) HORN CUT Buttons (Yoke) C 2 1 One may be inoperative provided the Landing
Gear Aural Warning is operative.
20-02 Cabin Interior Lighting System C 2 1 (O) May be partially inoperative provided:
(G5000) a) Cabin Emergency Lighting is operative,
b) Sufficient Lighting is available for crew
to perform required duties and
c) Sufficient Lighting is operative for
passenger carrying operations at night.
Operational Procedures:
Before flight, a flight crewmember shall insure the Cabin Emergency Lighting is operative and
remaining cabin lights are adequate for the intended flight.
2) Wing Tip Navigation Light C 4 2 May be inoperative provided one Light Bulb on
each Wing Tip is operative
10-02 V-Speeds Select Button (Air B 2 0 May be inoperative provided IAS Speed Bug is
Data Select Panel) operative
(BE-400A Proline 4 Only)
Operational Procedures:
1. Crew briefings will make reference to inoperative altitude alerting system.
2. When flying with an inoperative altitude alerting system be especially careful of flying through
assigned altitudes (climbing or descending) or drifting off of an assigned altitude. To avoid such:
a. When within 1,000 feet of an assigned altitude the PNF will announce: “Out of xxxx feet (or FL)
for xxx feet (or FL)”
b. When within 300 feet of an assigned altitude either climbing, descending or drifting off of an
assigned altitude the PNF would state:
“Altitude - Altitude”
Operational Procedures:
1. Verify both primary AHRS/IRS systems are operating normally before operating the aircraft.
2. Use the PFD to determine AHRS alignment prior to taxi.
Operational Procedures:
Prior to each flight, flight crew will do an operational check to insure that the failed Reversionary Mode
Selection Panel Switch Light/s are displayed, and readable to both crew, on the attitude indicator/PFD.
Operational Procedures:
Prior to flight, the flight crew will verify all remaining required displays and brief the flight based on that
configuration.
20-08 Sensor Display Unit (SDU) C 2 1 (O) For a 3 or 4 Tube configured aircraft, the
copilot’s SDU may be inoperative provided
(Except G5000)
both CDU’s are operative
Operational Procedures:
Before each flight, crew will perform an operational check of the both CDU’s to ensure they are
operating correctly
Operational Procedures:
A. Before Flight:
1. Review all appropriate charts for terrain height.
B. During Flight:
1. Verbally discuss terrain and minimum altitudes for descent and approach.
2. Crew briefings will include aural callouts through use of appropriate aircraft equipment
(Airspeed, Altitude, IVSI, etc.) to ensure obstacle and terrain clearance.
A) Modes 1 & 3 A 2 0 (O) May be inoperative provided:
a) Alternate procedures are established
and used and
b) Repairs are made within two flight days.
Operational Procedures:
A. Before Flight:
1. Review all appropriate charts for terrain height.
2. Place an “INOP” Placard as specified in the Placarding Instructions of this MEL.
3. Make appropriate entry in the Aircraft Flight and Maintenance Log and on the MEL Deferred
Item.
B. During Flight:
1. Verbally discuss terrain and minimum altitudes for descent and approach.
2. Crew briefings will include aural callouts through use of appropriate aircraft equipment
(Airspeed, Altitude, IVSI, etc.) to ensure obstacle and terrain clearance.
Operational Procedures:
A. Before Flight:
1. Review all appropriate charts for terrain height.
B. During Flight:
1. Verbally discuss terrain and minimum altitudes for descent and approach.
2. Crew briefings will include aural callouts through use of appropriate aircraft equipment
(Airspeed, Altitude, IVSI, etc.) to ensure obstacle and terrain clearance.
Maintenance Procedures:
1. Deactivate the TCAS System by securing the “TCAS” circuit breaker with plastic cable tie or
equivalent.
2. Install an “INOP” placard on the TCAS control unit and on instrument panel next to the TCAS
Indicator.
1) Combined Traffic Alert (TA) C 2 1 May be inoperative on the non-flying pilot side
and Resolution Advisory (RA) provided:
Dual Display System(s) a) TA and RA visual display is operative on the
flying pilot side and
b) TA and RA audio function is operative on
the flying pilot side.
Operational Procedures:
Inoperative on Non Pilot Monitoring (PM) Side:
1. Rotate function select knob (or press Test position button, as appropriate) to the Test position to
determine that the Traffic Alert (TA) display elements and voice command audio functions are
operative on the pilot flying side.
2. Crew briefings will make it clear that the pilot flying will have operational TA and RA elements and
audio functions. Flying pilot shall conduct any maneuvering as a result of commands by the RA.
Pilot not flying will monitor indication on pilot flying display
Operational Procedures:
1. Turn on TCAS system and conduct a system self test to insure the RA display and voice command
audio functions are operational.
2. Select “RA” mode.
60-01 Control Display Unit (CDU) C 2 1 (O) For a 3 or 4 tube configured aircraft, a CDU
may be inoperative provided:
a) Both RTU’s are operative and
b) Both SDU’s are operative.
Operational Procedures:
Before each flight, crew will verify that both RTU’s and SDU’s are operative.
Operational Procedures:
1. Ensure that you have current navigation charts for the route and the approach.
2. Manually plan the route within the service area of the available navigation facilities.
3. Check with current sources, such as NOTAMS, or ATC/FSS to ensure that the selected facilities are
operational.
4. Manually tune and identify the navigation facilities according to the chart information.
Operational Procedures:
1. Verify that initialization of installed IRS units is available from a different source.
2. Determine that an operational check that required communication and navigation systems operate
normally and can be tuned with FMS inoperative.
Operational Procedures:
1. Ensure that you have current navigation charts for the route and the approach.
2. Manually plan the route within the service area of the available navigation facilities.
3. Check with current sources, such as NOTAMS, or ATC/FSS to ensure that the selected facilities are
operational.
4. Manually tune and identify the navigation facilities according to the chart information.
Maintenance Procedures:
1. Buckle seat belt(s) and secure with plastic tiestrap or equivalent.
2. Place a placard stating “DO NOT OCCUPY” on or near seat belt buckle(s).
3. Secure access panel using existing spring loaded or magnetic latch if operable, if not, secure
access panel using non-marring, low adhesion tape.
00-01 Line Advance Button (Yoke) C 2 0 May be inoperative provided all checklists are
readily available in usable appropriate format.
Operational Procedures:
Operate aircraft unpressurized utilizing the procedure in the current AFM.
Operational Procedures:
1. If snubber is inoperative or missing:
a. Crew member should no allow step to freefall when deploying the step.
b. The step cable should be used to ease the step down until it is fully deployed and the stay is
resting on the fuselage.
2. If step latch is missing:
a. After cabin door is closed, a soft “spacer”, such as a folded rag or foam block should be placed
between the step and the cabin door to prevent contact with the door.
Operational Procedures:
1. Crew member should inform passenger the assist cable is inoperative and should only be used by a
crew member.
2. Stowing and deployment of step should be accomplished carefully using the side of the step
frame(s) or upper step.
4) Cabin Door Hold Open Latch C 1 0 (O) May be inoperative provided Latch does not
interfere with Door operation
Operational Procedures:
Flight crew will secure the door OPEN as needed using silver adhesive tape.
6) Cabin Door Key Lock C 1 0 May be inoperative provided lock does not affect
Door operation
20-01 Emergency Exit Seal System C 1 0 (O) May be inoperative provided the airplane is
operated in an unpressurized configuration
Operational Procedures:
Operate aircraft unpressurized utilizing the procedure in the current AFM.
Operational Procedures:
1. After latching the door (inside cabin) a crew member should verify all eight latches are in the locked
position by viewing each of the visual indicators.
2. Verify the door handle is locked in place (by spring loaded pin) by pulling up on the handle and
ensuring the handle does not rotate up.
Operational Procedures:
1. Check that current and forecast weather for known or forecast icing conditions for the intended
route of flight.
2. Do not operate the aircraft in known or forecast icing conditions.
00-01 Ground Idle Annunciator B 2 1 One Ground Idle Annunciator light may be
inoperative provided:
(L or R GND IDLE)
a) Flight Idle Switch is in NORM and operative
on the ground, and
b) GDAL Test is operative.
10-1 N1 Indicator (Non-EIS Only) C 2 0 The digital portion of the N1 Indicator may be
inoperative provided the analog portion is
operative
10-2 N2 Indicator (Non-EIS Only) C 2 0 The digital portion of the N2 Indicator may be
inoperative provided the analog portion is
operative
Maintenance Procedures:
Note: Both thrust reverser is to be deactivated. In all cases, deactivation should be done by a qualified
mechanic. Deactivate both Thrust Reversers in the Closed position using the procedures in
AMM CH/SEC 78-30-00-201.
1. Open the aft fuselage compartment doors.
2. Remove the ceiling from the baggage compartment.
3. Disconnect, cap and properly stow appropriate electrical connectors to deactivate one or both
Thrust Reversers. [P429 (LH control valve), P430 (RH control valve), P427 (LH isolation valve), and
P428 (RH isolation valve)].
4. Remove the outboard stang fairings from the left, right or both thrust reversers as required.
5. Ensure the carriages are in the locked (over center) position.
6. Insert the lockout tool 202-0053-3 with the attached streamer between the support mechanism and
carriage on each engine
7. Attach the retainer assemblies to the lockout tools with washers and nuts. Torque the nuts to 15-30
in-lb (18-35 kgcm).
8. Roll the lockout tool streamers and tie them in a convenient location inside the stang.
9. Install the outboard stang fairings on the left and right thrust reversers.
10. Place the placard LOCKOUT TOOL INSTALLED - DO NOT OPERATE on the thrust reverser
control levers in the flight compartment.
11. Place the placard AIRCRAFT NOT TO BE FLOWN IF THRUST REVERSER ACTIVATION
REQUIRED on the pilot's control wheel.
Operation Procedures:
1. Ensure placards from maintenance procedure are properly installed and understood.
2. Make sure flight planning includes a review of AFM procedures related to deactivated Trust
Reverser(s).
3. Crew briefing will include discussion regarding the deactivation of Thrust Reverser(s).
Operational Procedures:
Crew briefings will include discussion recognizing that the Oil Pressure Low annunciator has failed and
the Pilot Monitoring (PM) will be responsible for regularly monitoring the Oil Pressure Gauge for correct
engine oil pressure at least once every fifteen (15) minutes.
30-02 Remote Oil Level Sensing C 2 0 (O) May be inoperative provided engine oil
System quantity is checked using alternate method
***
Operational Procedures:
Before each flight, manually check the engine oil level as follows:
1. Open the oil access doors (410D, 420D).
2. Unlock the filler cap and withdraw the dipstick.
3. Check the oil level against the marking on the dipstick.
NOTE: If the oil level is too low to register on the dipstick due to excessive consumption, or if low or
fluctuation pressures have been recorded, refer to the Pratt & Whitney JT15D-5 Engine
Maintenance Manual to determine the probable cause and correct.
4. If necessary, add oil to raise the oil level to the MAX HOT mark on the dipstick.
CAUTION: Refer to the latest revision of Pratt & Whitney Service Bulletin No. 7001 for a list of
approved oils and for information regarding the mixing of different oil brands.
5. Insert the dipstick in the filler neck and lock the filler cap.
6. Close the oil access doors (410D, 420D).