(M) May be inoperative provided aircraft is operated
below FL300 with a crew of two.
MAINTENANCE PROCEDURES NOTE: With the Yaw Damper inoperative, the Autopilot will also be inoperative.
RVSM is not authorized. 1. Electrically isolate the Rudder Servo:
a) Select BATTERY and AVIONICS POWER
switches to OFF.
b) Gain access to the Rudder Autopilot Servo (YSV-P1) in the tailcone by opening the opening the aft tailcone access panels 322CL, 321CC, and 321BL, located at the aft end of the tailcone baggage compartment. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
c) Disconnect the electrical connector (PT305) from Rudder Autopilot Servo (YSV-P1). The servo is located on the forward side of the vertical stabilizer canted spar. Bag and secure the connector away from all control cables.
d) Close Panel 321BL.
2. Check operation of flight controls for freedom of movement and smoothness through complete range
of travel.
3. Place a “Yaw Damp/AP INOP” placard next to Autopilot (AP) switch on Autopilot Controller.
4. Make appropriate entry on the discrepancy report.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
23 COMMUNICATIONS
3. Passenger Address (PA) System
1) Passenger Configuration
9. High Frequency (HF) Communication System
(O) May be inoperative provided alternate, normal and emergency procedures, and/or operating restrictions are established and used.
NOTE: Any station that operates normally may be used.
------------------------- OR ----------------------------------------------
(O) May be inoperative provided:
a) PA is not required FAR, and
b) Alternate, normal and emergency procedures, and/or operating restrictions are established and used.
NOTE: Any station that operates normally may be used.
OPERATIONAL PROCEDURES NOTE: The following procedure is valid for either of
the above PA system paragraphs.
1. A crewmember will orally brief the passengers on
any items he or she would normally use the PA System to brief.
2. During normal, abnormal, or emergency situations, a crewmember shall face the passengers from the cockpit and perform such announcements and/or
give instructions that are appropriate to the situation.
3. Place a placard next to the audio panel stating, “PA SYSTEM INOPERATIVE.”
4. Make appropriate entry on the discrepancy report.
(O) May be inoperative while conducting operations that require two LRCS provided:
a) SATCOM (High or Low Gain) Data Link system
operates normally, and
b) SATCOM Data Link communication operates
normally over the intended route of flight.
OPERATIONAL PROCEDURES
Note: For operations that do not require LRCS, refer to alternate MEL relief paragraph.
1. Prior to each flight a crewmember will use the SATCOM Data Link to transmit and receive information to ensure that the system is operational.
2. Prior to each flight a crewmember will review the SATCOM system User’s Guide or Manual to ensure that coverage exists for the intended route of flight.
3. Place a placard next to the HF radio controller
stating, “HF RADIO INOPERATIVE.”
4. Make appropriate discrepancy report entry.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
25 EQUIPMENT/FURNISHINGS
1. Passenger Seat
1) Recline Mechanism
(M) May be inoperative provided:
a) Affected seat does not block an emergency exit,
b) Seat does not restrict any passenger from access to the main aircraft aisle, and
c) The affected seat(s) are blocked and placarded “DO NOT OCCUPY”
Note: A seat with an inoperative seatbelt is considered
to be inoperative.
MAINTENANCE PROCEDURES
1. Obtain a large bag, of sufficient size to cover the
entire seat, and place it over the seat.
2. Place a placard stating, “SEAT INOPERATIVE – DO NOT OCCUPY” on the bag/cover in plain sight.
3. If seat is not tracked to the proper position for takeoff, remove upholstery panels on pedestal to access and manually release tracking mechanism (assuming cable control is the cause of difficulty.) Track the seat outboard, clear of the aisle.
4. Re-engage the tracking mechanism latch.
5. Reinstall upholstery panels.
6. Make appropriate discrepancy report entry.
(M) May be inoperative and seat occupied provided the seat is secured in the up-right position.
MAINTENANCE PROCEDURES NOTE: A seat which can not be secured in the up-
right position is considered to be
inoperative. The Hydrolock and mechanical
upright latch the separate functions of the
Recline Cylinder. With the Hydrolock
inoperative (recline control), it should still be
possible to move the seat to the upright
position, latching it upright.
1. If the seat back is not already in the upright position, push it upright and ensure that it latches in the
upright position. If successful, move to step 5.
2. If seat is locked in the recline position and will not move, push down on the control lever while
attempting to raise the seat.
3. If seat will still not raise, remove seat cushion, and seat pan.
4. Attempt to manually activate the Recline Cylinder release lever while pulling the seat back upright. If successful, latch seat upright. If not, the seat must
be considered inoperative (Refer to previous item above).
5. With seat latched upright, place an “INOP” placard next to the recline control.
6. Make appropriate discrepancy report entry.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
25 EQUIPMENT/FURNISHINGS (Continued)
9. Cargo Restraint System
(M) May be inoperative, or missing such that the effect is that the item must be considered inoperative, provided acceptable cargo loading limits from an approved source, i.e., an Approved Cargo Loading Manual, Cargo Handling Manual, or Weight and Balance Document are observed.
MAINTENANCE PROCEDURES NOTE: The only cargo restraint systems used on
CJ3 aircraft are cargo nets, and straps to
hold skis in conjunction with the ski tube
option. These items have a negligible affect
on the Empty Weight of the airplane.
1. Check the most recent Aircraft Weighing Form, or Amendment to Weight and Balance History, to confirm that Empty Weight and CG are current and match all applicable records.
2. Any cargo which would normally be restrained by the inoperative system must be restrained using either ropes, bungees, or other devices, or be carried elsewhere and restrained using remaining restraint systems.
3. Install an “INOP” placard in the area where the inoperative restraint is normally installed, such that it is plainly visible from the cargo door opening.
4. Make appropriate discrepancy report entry.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
26 FIRE PROTECTION
1. Portable Fire Extinguishers
2. Lavatory Fire Extinguisher System
(O) Any in excess of those required by FAR may be inoperative or missing provided:
a) The inoperative fire extinguisher is tagged inoperative, removed from the installed location, and placed out of sight so it can not be mistaken for a functional unit, and
b) Required distribution is maintained.
OPERATIONAL PROCEDURES 1. Install an “INOP” tag or placard on the inoperative fire extinguisher.
2. Remove fire extinguisher from its holder, cover it
with a bag, and place it in a storage area or baggage area within the airplane.
3. Make appropriate entry on the discrepancy report.
(M)(O) For each Lavatory the Lavatory Fire Extinguisher
System may be inoperative provided:
a) Lavatory Waste Receptacle is empty,
b) Associated Lavatory Door is locked closed and
placarded "INOPERATIVE-DO NOT ENTER",
and
c) Lavatory is used only by crewmembers.
NOTE 1: These provisos are not intended to prohibit
lavatory use or inspections by Crewmembers.
NOTE 2: A Lavatory Fire Extinguisher System is not
required for all-cargo operations.
OPERATIONAL PROCEDURES
MAINTENANCE PROCEDURES NOTE: Cessna Citations are not equipped with Lavatory Fire Extinguisher Systems, nor Lavatory Smoke Detector Systems. The two standardized items in MMEL paragraph 26-2 and 26-3 are a result of Policy Letter PL-24, however they do not apply to any Cessna-installed equipment. Also, because of the location of the Emergency Exit, the lavatory door is to be kept unlocked for takeoff and landing.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
26 FIRE PROTECTION (Continued)
3. Lavatory Smoke Detection System
(M)(O) For each Lavatory, the Lavatory Smoke
Detection System may be inoperative provided:
a) Lavatory Waste Receptacle is empty,
b) Associated Lavatory Door is locked closed and
placarded "INOPERATIVE-DO NOT ENTER",
and
c) Lavatory is used only by crewmembers.
NOTE 1: These provisos are not intended to prohibit
lavatory use or inspections by Crewmembers.
NOTE 2: A Lavatory Fire Extinguisher System is not
required for all-cargo operations.
OPERATIONAL PROCEDURES
MAINTENANCE PROCEDURES See Note in Previous item, Lavatory Fire Extinguisher System.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
27 FLIGHT CONTROLS
1. Electric Elevator Trim
(M) May be inoperative provided:
a) Electric Trim System is deactivated,
b) Manual Trim is operative and unaffected, and
c) Aircraft is operated using a minimum crew of
two.
MAINTENANCE PROCEDURES
1. Disengage the PITCH TRIM circuit breaker and secure with tie-wrap.
2. Check Manual Trim for freedom of movement throughout travel for smooth operation. This will determine if there is any mechanical damage that would interfere with flight controls and preclude dispatch.
NOTE: If the Electric Trim is inoperative, it should
be confirmed that the problem is not in the
Manual (mechanical) Trim system in the
airplane and that the failure does not affect
Manual Trim. Pitch Trim should be checked
for full travel, smoothness, and proper
operation.
NOTE: Do not attempt to use the Autopilot if Electric
Trim is inoperative. The Autopilot will not be
able to trim out servo torque, and
disengaging the Autopilot could result in a
significant pitch upset.
3. Place placard on the instrument panel within view of the pilot, stating, “ELECTRIC TRIM INOP – DO NOT ENGAGE AUTOPILOT.”
4. Make appropriate entry on the discrepancy report.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
30 ICE AND RAIN PROTECTION
3. Engine Anti-Ice Systems
(M) One may be inoperative provided:
a) Engine Anti-Ice Valve remains OPEN, and
b) Takeoff and landing field temperatures are not in excess of 10 degrees C.
MINUTE COOLING PERIOD.
1. With engines shut down, make note of the temperature of the Engine Inlets (use of hand touch is sufficient).
2. Position the aircraft in a suitable run-up area.
3 Verify L and R ENGINE ANTI-ICE circuit breakers are engaged.
4. To verify whether the affected valve has failed open or closed:
a) Verify the AIR SOURCE SELECT switch, and the ANTI-ICE/DE-ICE WINDSHIELD BLEED switch are in the OFF position.
b) Verify both WINDSHIELD BLEED AIR switches are in the OFF position.
c) Verify both ANTI-ICE/DE-ICE WING/ENGINE switches are OFF.
d) Set the parking brake and start both engines. Refer to AFM Normal Checklist for engine start.
NOTE: L and R ENG ANTI-ICE, L and R WING
ANTI-ICE, and both MASTER CAUTION
lights will illuminate at low engine power
settings as a normal condition.
e) Gradually increase both throttles to achieve 70% N2.
f) After approximately 15 seconds, select both
ANTI-ICE/DE-ICE WING/ENGINE switches to the
ENG ON position. Verify both ENG ANTI-ICE
annunciators illuminate.
(Continued)
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
30 ICE AND RAIN PROTECTION (Continued)
3. Engine Anti-Ice Systems (Continued)
4. Wing Anti-Ice
g) If the annunciator on the affected side
extinguishes immediately, or substantially sooner than the unaffected side, the valve has failed
open.
h) If the annunciator for the affected side does not extinguish within 20 seconds of the unaffected
side, retard the affected throttle to idle. The associated valve is failed closed.
i) As soon as each ENG ANTI-ICE annunciator extinguishes, immediately select ANTI-ICE/DE-ICE WING/ENGINE switch to OFF for that engine and gently retard the associated throttle to idle.
j) Select both ANTI-ICE/DE-ICE WING/ENGINE switches to OFF.
k) Shut down engines.
l) Exercising extreme caution, verify that the Engine Inlet remains cool to the touch, confirming that
the Engine Anti-Ice Valve is closed. If the inlet is extremely hot to the touch, and if ENG ON was selected only momentarily, this
is a further indicator that the valve failed open. If any doubt remains, repeat the engine run as described previously on the affected engine only, and DO NOT select any Anti-Ice system to ON. Then following shutdown, if inlet is hot, valve is definitely failed open.
5. Install placard:
a) If the valve is failed closed, place a placard stating, “(LH/RH – as appropriate) Engine Anti-Ice INOP – failed CLOSED” next to the ANTI-ICE/DE-ICE WING/ENGINE for the inoperative side.
b) If the valve is failed open, place a placard stating, “(LH/RH – as appropriate) Engine Anti-Ice INOP – failed OPEN” next to the ANTI-ICE/DE-ICE WING/ENGINE for the inoperative side.
6. Make appropriate entry on the discrepancy report.
(O) One may be inoperative provided:
a) The wing Anti-Ice Valve is failed closed, and
b) Aircraft is not operated in known or forecast icing
30 ICE AND RAIN PROTECTION (Continued)
4. Wing Anti-Ice (Continued)
1. Tape a lightweight streamer immediately aft of vent louver on the affected wing’s wingtip bottom.
2. Prior to starting engines, ensure both Precooler Doors are closed.
3. Verify L and R ENGINE ANTI-ICE circuit breakers on the pilot’s circuit breaker panel and the L and R WING ANTI-ICE circuit breakers in the aft J-Box are engaged.
4. Verify AIR SOURCE SELECT is in OFF position.
5. Verify WING XFLOW switch is selected OFF.
6. Verify ANTI-ICE/DE-ICE WINDSHIELD BLEED switch is selected OFF.
7. Verify both WINDSHIELD BLEED AIR switches are in the OFF position.
8. Verify both ANTI-ICE/DE-ICE WING/ENG switches are in the OFF position.
9. Start the affected engine and run at idle.
NOTE: L and R ENG ANTI-ICE, L and R WING
ANTI-ICE, and both MASTER CAUTION
lights will illuminate at low engine power
settings as a normal condition.
10. Gradually increase engine throttle to above 70 percent N2. Any observed airflow at the wingtip streamer indicates valve has failed open.
11. Place appropriate ANTI-ICE/DE-ICE WING/ENG switch to WING/ENG position.
12. Observe wingtip streamer. Lack of airflow indicates the Wing Anti-Ice Valve has failed closed. Constant illumination of the appropriate WING ANTI-ICE annunciator also indicates that the valve has failed closed. Presence of airflow at the wing tip vent or annunciator extinguishing indicates valve has not failed closed.
13. Select appropriate ANTI-ICE/DE-ICE WING/ENG switch to OFF.
14. Shut engine down.
15. Using extreme caution, feel the affected Wing Leading Edge. Ambient temperature (same as unaffected wing) is a further indicator that the Wing Anti-ice Valve has failed closed.
16. a) If the valve is failed closed, place a placard stating, “(LH/RH – as appropriate) Wing Anti-Ice INOP – failed CLOSED” next to the ANTI-ICE/DE-ICE WING/ENG for the inoperative side.
b) If the valve is failed open, repair before flight.
17. Make appropriate entry on the discrepancy report.
18. Remove lightweight streamer from affected wing.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
31 INDICATING / RECORDING SYSTEMS
2. Flight Hour Meter
(O)
OPERATIONAL PROCEDURES
1. Record each takeoff time and landing time (including time zone).
aircraft time in the Aircraft Log to assure compliance with maintenance and/or operations requirements.
3. Place an “INOP” placard next to the Flight Hour Meter.
4. Make appropriate entry on the discrepancy report.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
33 LIGHTS
3. Wing Inspection Light
8. Fasten Seat Belt and No Smoking Sign
(O) May be inoperative provided ground deicing procedures do not require their use.
OPERATIONAL PROCEDURES CAUTION: Cessna will only support operations with both wing inspection lights inoperative if aircraft is not operated at night.
Cessna will only support operations with one wing inspection light operative for:
Daytime operations, or
Night time operations with two pilots, or
Night time, single-pilot operations provided the left wing inspection light is operative.
1. Place “INOP” placard adjacent to the WING INSP
light switch.
2. If any portion of the flight is to be conducted at night,
a flashlight will be carried within reach of the flight crew. Flashlight should have sufficient brightness
for crew members to inspect Wing Leading Edges
in-flight in total darkness.
3. If the temperature is 10C or less, prior to takeoff, a flight crew member will visually inspect the airframe to determine whether or not ground de-icing is required.
4. If de-icing is required, flight crew will ensure that sufficient light exists to clearly see all portions of the airframe that are within their line of sight.
5. At least one crew member will monitor the de-icing procedure to ensure all critical airframe areas are cleared of contaminants.
6. Make appropriate entry on the discrepancy report.
(O) May be inoperative provided:
a) Passenger Address System is operative, and
b) Alternate procedures for notifying passengers are established and used.
NOTE: See ATA 25 for passenger safety chime relief.
OPERATIONAL PROCEDURES 1. Crewmember shall face the passengers from the cockpit and make the appropriate announcements.
2. Place “INOP” placard adjacent to the PASS SAFETY switch.
3. Make appropriate entry on the discrepancy report.
