| INTRODUCTION
The following section has been authorized as an alternative to the standard method of MMEL dispatch relief, as is normally achieved through fault isolation procedures, and subsequent dispatch under LRU/Component MMEL relief. Section 2, herein, has been developed with the with the objective of allowing flight crews to dispatch from the displayed CAS (Crew Alerting System) message, without specifically identifying associated failed LRUs or components.
As Section 2 is intended as an alternative dispatch relief methodology, the LRU/Component relief (Section 1) will be retained in order to provide maximum flexibility for relief. Flight crews / operators may dispatch failures with reference to either Section 1 or Section 2 of this MMEL to the advantage that either may provide.
Upon comparison, it may be recognized in many cases that when comparing dispatch relief provisos for posted CAS messages to those of the related LRU / Component dispatch relief, the provisos associated with the CAS message will generally be more restrictive in content and relief interval. Without the opportunity for fault isolation through maintenance, it must be assumed that worst-case failure conditions always underlie the posted message - commensurately, dispatch should be more restrictive. However, where maintenance personnel are available and fault isolation conducted, relief provisos in Section 1 may be found to provide fewer or less stringent restrictions upon operations and offer a longer relief interval.
Section 2 has been arranged in alphabetical order of the indicated CAS message, without association to ATA Chapter. However, to avoid any possible mis-identification, each message is identified beneath as to its alert level.
Repair intervals (A, B, C & D) associated with CAS message reliefs herein, remain consistent with those of Section 1, and as described in the Definitions section in the front matter of this MMEL.
In conjunction with Section 2, a new separate dispatch procedures section has also been developed, also arranged in alphabetical order of the indicated CAS message. Where deemed necessary, the familiar “(O)” indicates the need for such supporting tasks. Acceptable tasks include, but are not necessarily limited to the following duties:
a) Procedures described which exercise cockpit (or cabin) system controls utilized in normal flight operations;
b) Deactivation of affected systems, as achieved by pulling system breaker or use of remote electronic system isolation;
c) Visual inspection behind panels (internal or external) which are accessible without tools via quick-release latches and which clearly indicate their unlocked or unsafe state;(red/green safe window; flush fit latches) (candidates to be verified at FOEB)
d) Visual confirmation of remote gauge indications, or valve positions as provided by integral external indicators.
A/P TRIM PWR FAIL
(Blue – Advisory)
(GV)
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B
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(O) Aeroplane may be dispatched with one (1) elevator trim servo inoperative provided the affected IAC #1 POP, D-8 or IAC #2, CPOP, D-8 inoperative trim servo circuit breaker is pulled and collared. Flight crew may accomplish this task if properly qualified and authorized.
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Flight crew will ensure affected IAC #1 POP, D-8 or IAC #2, CPOP, D-8 inoperative trim servo circuit breaker is pulled and collared.
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A/T 1-2 FAIL
(Blue – Advisory)
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B
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(O) Aeroplane may be dispatched provided affected A/T system is confirmed disengaged.
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Fligth crew will confirm affected A/T system is disengaged.
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A/T 1-2 TQA Power Fail
(Blue – Advisory)
(GV-SP/GIV-X)
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B
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(O) Aeroplane may be dispatched provided affected A/T system is confirmed disengaged.
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Fligth crew will confirm affected A/T system is disengaged.
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ACS Default Mode, L-R
(Blue – Advisory)
(GV-SP/GIV-X)
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C
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Aeroplane may be dispatched.
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None required.
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ACS DEFLT MODE, L-R
(Blue – Advisory)
(GV)
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C
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Aeroplane may be dispatched.
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None required.
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ACS Fail, L-R
(Amber – Caution)
(GV-SP/GIV-X)
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B
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Except for ER operations, aeroplane may be dispatched in the pressurized configuration with a single pack inoperative provided:
-
Inoperative ECS Pack is selected OFF,
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Bleed Air Isolation Valve is CLOSED and OPERATIVE,
-
Right Main TRU is operative,
-
Aeroplane is operated in accordance with AFM Limitations,
-
Aeroplane is operated at or below FL410, and
-
Autothrottles must be operative and engaged at or above FL400.
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None required.
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B
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Except for ER operations, aeroplane may be dispatched in the unpressurized configuration with both packs inoperative and selected OFF provided the outflow valve is operative.
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None required.
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ACS FAIL, L-R
(Amber – Caution)
(GV)
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B
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Except for ER operations, aeroplane may be dispatched in the pressurized configuration with a single pack inoperative provided:
-
Inoperative ECS Pack is selected OFF,
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Bleed Air Isolation Valve is CLOSED and OPERATIVE,
-
Right Main TRU is operative,
-
Aeroplane is operated in accordance with AFM Limitations,
-
Aeroplane is operated at or below FL410, and
-
Autothrottles must be operative and engaged at or above FL400.
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None required.
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B
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Except for ER operations, aeroplane may be dispatched in the unpressurized configuration with both packs inoperative and selected OFF provided the outflow valve is operative.
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None required.
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ACS Maintenance, L-R
(Blue – Advisory)
(GV-SP/GIV-X)
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C
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(O) Except for ER operations, aeroplane may be dispatched provided:
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Manual Pressurization Control System is operative,
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Cabin Altitude and Differential Pressure Indicators are operative,
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Cabin Rate of Climb Indicator is operative, and
-
Autopilot is operative.
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Flight crew will ensure:
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Manual Pressurization Control System is operative,
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Cabin Altitude and Differential Pressure Indicators are operative,
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Cabin Rate of Climb Indicator is operative, and
-
Autopilot is operative.
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ACS MAINT REQD, L-R
(Blue – Advisory)
(GV)
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C
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(O) Except for ER operations, aeroplane may be dispatched provided:
-
Manual Pressurization Control System is operative,
-
Cabin Altitude and Differential Pressure Indicators are operative,
-
Cabin Rate of Climb Indicator is operative, and
-
Autopilot is operative.
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Flight crew will ensure:
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Manual Pressurization Control System is operative,
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Cabin Altitude and Differential Pressure Indicators are operative,
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Cabin Rate of Climb Indicator is operative, and
-
Autopilot is operative.
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ADF 1-2 Fail
(Blue – Advisory)
(GV-SP/GIV-X)
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B
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Aeroplane may be dispatched provided system is not required by Operating Requirements.
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None required.
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ADM1-3 Probe Heat Fail
(Blue – Advisory)
(GV-SP)
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A
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(O) Except for ER operations, aeroplane may be dispatched with one (1) probe heater inoperative provided:
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Aeroplane is not operated in visible moisture or known or forecast icing conditions,
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Flight crew select ADS sources that are different and not associated with failed pitot heater element, and
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Repairs are made within two (2) flight days.
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Flight crew will select ADS sources that are different and not associated with failed pitot heater element and transfer transponder to an operable ADM
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ADM2 Stby Probe Heat Fail
(Blue – Advisory)
(GV-SP)
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A
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(O) Except for ER operations, aeroplane may be dispatched with one (1) probe heater inoperative provided:
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Aeroplane is not operated in visible moisture or known or forecast icing conditions,
-
Flight crew select ADS sources that are different and not associated with failed pitot heater element,
-
Dispatch in conjuction with ADM 1-3 Probe Heat Fail is prohibited, and
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Repairs are made within two (2) flight days.
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Flight crew will select ADS sources that are different and not associated with failed pitot heater element
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ADS 1-2 Probe Heat Fail
(Blue – Advisory)
(GIV-X)
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A
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(O) Except for ER operations, aeroplane may be dispatched with one (1) probe heater inoperative provided:
-
Aeroplane is not operated in visible moisture or known or forecast icing conditions,
-
Flight crew select ADS sources that are different and not associated with failed pitot heater element, and
-
Repairs are made within two (2) flight days.
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Flight crew will select ADS sources that are different and not associated with failed pitot heater element.
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ADS 1-2-3 Fail
(Blue – Advisory)
(GV-SP/GIV-X)
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B
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(O) Aeroplane may be dispatched with a single air data system inoperative provided:
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Manual Pressurization Control System is operative,
-
Cabin Altitude and Differential Pressure Indicators are operative,
-
Cabin Rate of Climb Indicator is operative,
-
Autopilot is operative,
-
Aeroplane is operated in accordance with AFM Limitations,
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ADM #1: POP B-8, ADM #2: CPOP B-8 and ADM #3: POP B-9 circuit breaker associated with ADS failure is pulled and collared. Flight crew may accomplish this task if properly qualified and authorized, and
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Flight crew selects operative and different ADS sources prior to departure.
NOTE 1: Two systems are required for operation in RVSM airspace.
NOTE 2: Transponder and Flight Director / Autopilot must use same ADC data for RVSM.
NOTE 3: For ADS 1 Fail, expect the L Engine Backup Air Data advisory and associated Engine Maintenance message to post.
NOTE 4: For ADS 2 Fail, expect the R Engine Backup Air Data advisory and associated Engine Maintenance message to post.
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Flight crew will pull and collar the ADM #1: POP B-8, ADM #2: CPOP B-8 and ADM #3: POP B-9 circuit breaker associated with the ADS failure.
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ADS 3 Stby Probe Heat Fail
(Blue – Advisory)
(GIV-X)
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A
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(O) Except for ER operations, aeroplane may be dispatched with one (1) probe heater inoperative provided:
-
Aeroplane is not operated in visible moisture or known or forecast icing conditions,
-
Flight crew selects ADS sources that are different and not associated with failed pitot heater element,
-
Dispatch in conjuction with ADM 1-2 Probe Heat Fail is prohibited, and
-
Repairs are made within two (2) flight days.
NOTE: Standby instruments and ADS 3 may be unreliable.
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Flight crew will select ADS sources that are different and not associated with failed pitot heater element.
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ADS-B Fail
(Blue – Advisory)
(GV-SP/GIV-X)
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D
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Aeroplane may be dispatched provided operations do not require its use.
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None required.
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Aft Cabin Temp Fan Fail
(Blue – Advisory)
(GV-SP/GIV-X)
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C
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(O) Aeroplane may be dispatched provided:
a) None of the following CAS messages are also posted:
Forward Cabin Temp Fan Fail;
Cockpit Temp Fan Fail;
b) Aft Cabin Temperature Manual mode is operative,
c) Associated temperature indicator is operative,
d) AFT CABIN SENSOR FAN, LEER E-9, is pulled and collared. Flight crew may accomplish this task if properly qualified and authorized, and
e) Flight crew monitor aft cabin temperature and aft cabin duct temperature.
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Flight crew will ensure:
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None of the following CAS messages are also posted: Forward Cabin Temp Fan Fail; Cockpit Temp Fan Fail,
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Aft Cabin Temperature Manual mode is operative,
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Associated temperature indicator is operative,
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AFT CABIN SENSOR FAN circuit breaker: LEER E-9 is pulled and collared, and
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Aft cabin temperature and aft cabin duct temperature are monitored.
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AFT CABIN TMP FAN FL
(Blue – Advisory)
(GV)
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C
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(O) Aeroplane may be dispatched provided:
a) None of the following CAS messages are also posted:
Forward Cabin Temp Fan Fail;
Cockpit Temp Fan Fail;
b) Aft Cabin Temperature Manual mode is operative,
c) Associated temperature indicator is operative,
d) AFT CABIN SENSOR FAN, LEER E-9, is pulled and collared. Flight crew may accomplish this task if properly qualified and authorized, and
e) Flight crew monitor aft cabin temperature and aft cabin duct temperature.
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Flight crew will ensure:
-
None of the following CAS messages are also posted: Forward Cabin Temp Fan Fail; Cockpit Temp Fan Fail,
-
Aft Cabin Temperature Manual mode is operative,
-
Associated temperature indicator is operative,
-
AFT CABIN SENSOR FAN circuit breaker: LEER E-9 is pulled and collared, and
-
Aft cabin temperature and aft cabin duct temperature are monitored.
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AGM 1-2-3-4 DMU Charts Fail
(Blue – Advisory)
(GV-SP/GIV-X)
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C
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Aeroplane may be dispatched provided:
-
Current aeronautical charts are carried onboard the aeroplane and available to the flight crew, and
-
Aeroplane is operated in accordance with AFM Limitations.
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None required.
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AGM 1-2-3-4 Fail
(Blue – Advisory)
(GV-SP/GIV-X)
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B
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(O) Aeroplane may be dispatched with one AGM inoperative provided:
a) The inoperative AGM is electronically switched to the AGM 3 position resulting in DU3 red Xing,
b) DU3 is dimmed to eliminate the Red X, and
c) Crew actions for subsequent failures are established.
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Flight crew will ensure:
-
The inoperative AGM is electronically switched to the number 3 position resulting in DU3 red Xing,
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DU 3 is dimmed to eliminate the Red X, and
-
Crew actions for subsequent failures are established
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AIU 1-2 FAIL
(Blue – Advisory)
(GV)
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A
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Aeroplane may be dispatched with one AIU inoperative provided:
-
Operations do not require use of HF radio, and
-
Repairs are made within two (2) flight days.
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None required.
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Alternate Pump Fail, L-R
(Amber – Caution)
(GV-SP)
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B
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(O) Except for ER operations, aeroplane may be dispatched with a single pump inoperative provided:
-
Fuel Crossflow Valve is operative,
-
Fuel Intertank Valve is operative,
-
Both Fuel Low Quantity Warning Systems are operative,
-
Flight crew comply with AFM, Section 3, Abnormal Procedures, Fuel Boost Pump Failure, and
-
Aeroplane is operated in accordance with AFM Limitations.
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Flight crew will ensure:
-
Fuel Crossflow Valve and Intertank Valve are operative,
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BOTH Fuel Low Quantity Warning Systems are operative, and
-
Verify compliance with AFM, Section 3, Abnormal Procedures, Fuel Boost Pump Failure.
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Alt FuelPump Fail, L-R
(Amber – Caution)
(GIV-X)
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B
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(O) Except for ER operations, aeroplane may be dispatched with a single pump inoperative provided:
-
Fuel Crossflow Valve is operative,
-
Fuel Intertank Valve is operative,
-
Both Fuel Low Quantity Warning Systems are operative,
-
Flight crew comply with AFM, Section 3, Abnormal Procedures, Fuel Boost Pump Failure, and
-
Aeroplane is operated in accordance with AFM Limitations.
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Flight crew will ensure:
-
Fuel Crossflow Valve and Intertank Valve are operative,
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BOTH Fuel Low Quantity Warning Systems are operative, and
-
Verify compliance with AFM, Section 3, Abnormal Procedures, Fuel Boost Pump Failure.
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ALT PUMP FAIL, L-R
(Amber – Caution)
(GV)
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B
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(O) Except for ER operations, aeroplane may be dispatched with a single pump inoperative provided:
-
Fuel Crossflow Valve is operative,
-
Fuel Intertank Valve is operative,
-
Both Fuel Low Quantity Warning Systems are operative,
-
Flight crew comply with AFM, Section 3, Abnormal Procedures, Fuel Boost Pump Failure, and
-
Aeroplane is operated in accordance with AFM Limitations.
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Flight crew will ensure:
-
Fuel Crossflow Valve and Intertank Valve are operative,
-
BOTH Fuel Low Quantity Warning Systems are operative, and
-
Verify compliance with AFM, Section 3, Abnormal Procedures, Fuel Boost Pump Failure
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Antiskid Fail
(Amber – Caution)
(GV-SP/GIV-X)
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B
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(O) Aeroplane may be dispatched provided:
-
ANTI-SKID is selected “OFF”,
-
Anti-skid off braking procedures, AFM Section 3, Abnormal Procedures, Anti-Skid Failure are followed,
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No WOW Power Faults exist,
-
If Auto mode of the AUX Hydraulic Pump is inoperative, AUX pump is selected ON for takeoff and landing, and
-
Aeroplane is operated in accordance with AFM Limitations.
NOTE: Anti-Skid inoperative AFM performance penalties must be applied. Refer to AFM, Section 5, Performance, Reference Accelerate-Stop Distance.
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Flight crew will ensure airplane is operated in accordance with AFM, Limitations. Flight crew will select ANTI-SKID “OFF” and follow Anti-Skid Off Braking Procedures. AFM, Section 3, Abnormal Procedures, Anti-Skid Failure. NOTE: May be inoperative provided AFM performance penalties are applied. Refer to AFM, Section 5, Performance, Reference Accelerate-Stop Distance.
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