200BPMEU-00-00 EASA use 11_11_15 - Cessna · Web viewNotify the passengers before the flight that the NO SMOKING and FASTEN SEAT BELT signs are inoperative and that you will give

BeechcraftProceduresManual

Textron Aviation Beechcraft Model B200/B200C

B200GT, B200CGT

THIS GUIDE IS CURRENT WITH THE MASTER MINIMUM EQUIPMENT LIST WHICH IS DISTRIBUTED BY THE EUROPEAN AVIATION SAFETY AGENCY (EASA) -

REVISION Original DATED 11/Dec/2015, FOR THE ABOVE AIRCRAFT OF THIS TYPE AS CERTIFIED BY THE EUROPEAN AVIATION SAFETY AGENCY AND OPERATED UNDER THE JURISDICTION OF EASA MEMBER STATES NATIONAL AUTHORITIES

COPYRIGHT © 2015 MMEL REVISION ORIGINALTEXTRON AVIATIONWICHITA, KANSAS, U.S.A.

BPM REVISION ORIGINAL

BE200BPMEU-00-00

NOTICE

The Master Minimum Equipment List (MMEL) is issued by the European Aviation Safety Agency (EASA) for aircraft certified by the European Aviation Safety Agency and operated under jurisdiction of EASA member states National Authorities. This Master Minimum Equipment List Operation and Maintenance Procedures Manual contains only the items from the Master Minimum Equipment List which have Operational (O) or Maintenance (M) procedure requirements. Textron Aviation does not support Minimum Equipment List items not published in the MMEL.

Textron Aviation’s policy is to revise this manual only to accommodate changes to a new MMEL revision, which requires a change to, or a new, Operational (O) or Maintenance (M) required procedure. If a revised MMEL is released, but does not affect any required procedure, the Operational and Maintenance manual will not be revised at that time. Textron Aviation reserves the right to make format changes without generating a new revision.

Operational (O) and Maintenance (M) procedures in this manual are recommended by Textron Aviation. Most of the procedures in this guide have been approved in some MEL’s. This document is not JAA/EASA approved, but is intended to aid operators in writing and gain approval for their specific Minimum Equipment List (MEL). The Operator is responsible to ensure that all crew members are properly trained in the use of MEL (O) and (M) procedures.

BE200BPMEU-00-00 1

NOTES

For all provisos – Unless the proviso requires a system to be verified, it is assumed that all other systems are operative and no action is required to test these systems.

Where ever a dash (-) is listed in Column 2: Number Installed or Column 3: Number Required for Dispatch, it is the responsibility of the operator to replace the dash (-) with the actual number of each item, if any, installed on the aircraft in question.

The operator must make an appropriate entry in the discrepancy report for each inoperative item.

The diagrams, drawings and/or pictures in this document may not reflect all possible installations. Refer to the aircraft equipment list, continuous history report and/or STC for current installed equipment.

The maintenance procedures in this document may be different than those found in the current revision of the Beechcraft Maintenance Manual for the associated aircraft model. In the event of conflict, use the more restrictive maintenance procedure to accomplish the task.

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PLACARDING REQUIREMENTS

When relief is taken for an item listed in a MMEL or operator’s MEL, regulations require the operator to placard the item or system as inoperative or missing. The following guidelines are designed to assist operators with placarding inoperative or missing items or systems. Operators may develop alternate procedures for placarding inoperative or missing items or systems.

Placards should be placed above, adjacent to or on the associated / affected control (annunciator, circuit breaker, switch, button, gauge, indicator, knob or light).

Pre-manufactured “INOP” or “INOPERATIVE” placards may be used at the discretion of the operator.

For missing items or systems, the placard should include text which specifies the component that is missing.

If the inoperative item or system is not within view of the flight crew, an additional placard should be placed on the instrument panel in view of the flight crew. The placard should include text which specifies the component that is inoperative.

If the relief for an item or system includes limitations on aircraft operations, an additional placard should be placed on the instrument panel in view of the flight crew. The placard should include text which states the limitation. If the limitation contracts a permanent placard installed in the cockpit as a part of the certified aircraft, the placard should be placed adjacent to the permanent placard. For example, a placard restricting VMO should be placed near the MAX OPERATING SPEED placard. Examples of common limitations on aircraft operations are:

RVSM OPERATIONS ARE PROHIBITED OPERATIONS IN IMC ARE PROHIBITED FLIGHT INTO ICING IS PROHIBITED OPERATIONS AT NIGHT ARE PROHIBITED CARRIAGE OF CABIN OCCUPANTS IS PROHIBITED CARRIAGE OF CARGO (EXCLUDING BALLAST) IS PROHIBITED SINGLE-PILOT OPERATIONS ARE PROHIBITED

For indications shown on an electronic display, the placard should be placed adjacent to or on the bezel of the display and should include text which specifies the indication that is inoperative. The placard should NOT be placed on the display as this may obstruct the view of other indications in alternate or reversionary modes. This also applies to specific software functions or items within a system such as a Flight Management System (FMS) Navigation Database.

Placards installed on equipment used by cabin passengers should include text such as “DO NOT USE” if the item or system is deactivated. For example, a vanity basin with an inoperative drain should include a placard stating “DO NOT POUR LIQUIDS INTO BASIN”. Make sure the placard can be easily understood by all passengers. Consider any passengers whose primary language is not the same as the placard’s language.

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Items or systems which have external access such as a baggage door or refueling panel should include a placard on the exterior side of the door or on the interior side provided it is prominently in view when accessed. The placard should include text specifying the item or system that is inoperative and / or states limitations on aircraft operations.

Placard text should be of appropriate size, font and color so that it can be easily read. Placards placed on the exterior of the aircraft should be made of materials that will not degrade or depart the aircraft, such as aerodynamic tape and permanent marker.

Placarding does NOT satisfy the requirement to make an appropriate entry in the discrepancy report for an inoperative or missing item or system.

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21-1. Cabin Altitude (red) Annunciator System (ALT WARN)

C/1/0

(O) May be inoperative provided aircraft is configured and operated unpressurized at or below 10,000 feet MSL.OPERATIONAL PROCEDURE

1. Flight planning must consider the fuel burn and range associated with flight at lower altitudes.

2. Minimum enroute altitudes must be taken into account for the planned route.3. Passengers must be briefed prior to each flight that cabin pressurization will be unavailable.

Any medical complications or concerns must be considered in determination of the enroute altitude.

4. Portable or therapeutic oxygen may be used as needed for passenger comfort.5. Cabin pressure must be monitored throughout the flight.

21-2. Outflow Valve

C/1/0

(M)(O) May be inoperative provided:a) Aircraft is configured and operated unpressurized at or below 10,000 feet MSL, andb) The Safety Valve is secured open.

MAINTENANCE PROCEDURE

1. May be inoperative for unpressurized flight provided the CABIN PRESS (pressurization switch) is in the DUMP position, and

2. Affected valve is secured open with tie wrap or equivalent securing method. OPERATIONAL PROCEDURE





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21-3. Safety Valve

C/1/0

(M)(O) May be inoperative provided:a) Aircraft is configured and operated unpressurized at or below 10,000 feet MSL, andb) The Safety Valve is secured open.


1. May be inoperative for unpressurized flight provided the CABIN PRESS (pressurization switch) is in the DUMP position, and

2. Affected valve is secured open with tie wrap or equivalent securing method. OPERATIONAL PROCEDURE





21-4. Differential Pressure / Cabin Altitude Indicator

C/1/0






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21-5. Cabin Rate of Climb Indicator

C/1/0






21-6. Pressurization Controller

C/1/0






21-7. Vapor Cycle Air Conditioning System

C/1/0

(M) May be inoperative provided the vapor cycle air conditioning system is deactivated.MAINTENANCE PROCEDURE

Pull and collar (or Tie-wrap) C/B 206 – A/C CLUTCH (air conditioning clutch).

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21-8. Ground Air Cooling SystemIf installedD/1/0

(M) May be inoperative provided the ground air cooling system is deactivated.MAINTENANCE PROCEDURE

Pull the compressor-clutch C/B 206 – A/C CLUTCH circuit breaker.

21-9. 1) Annunciator Fails to Illuminate (L or R BL AIR FAIL)

C/2/1

(O) May be inoperative provided:a) Environmental and Instrument Bleed Air Valves on inoperative side are verified closed

prior to each flight,b) “BL AIR OFF” (green) annunciator is operative on the operative bleed air source,c) Aircraft is operated at or below Flight Level 250, andd) Aircraft is not operated in known or forecast icing conditions.

NOTE: Rudder Boost will be inoperative.OPERATIONAL PROCEDURE

1. Start the engine on the inoperative side, and with the other engine shutdown, select the inoperative BLEED AIR VALVE to the PNEU & ENVIR or INSTR & ENVIR OFF position.

2. Verify the PNEUMATIC PRESSURE gauge indicates Zero or near zero.3. Keep inoperative valve closed.4. Operate aircraft at or below FL250.5. Do not operate aircraft in known or forecast icing conditions.

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21-9. 2) Annunciator Remains Illuminated (L or R BL AIR FAIL)

C/2/1

(O) May be inoperative provided:a) Environmental and Instrument Bleed Air Valves on inoperative side are verified closed

prior to each flight,b) “BL AIR OFF” (green) annunciator is operative on the operative bleed air source,c) Aircraft is operated at or below Flight Level 250, andd) Aircraft is not operated in known or forecast icing conditions.

NOTE: Rudder Boost will be inoperative.OPERATIONAL PROCEDURE

1. Start the engine on the inoperative side, and with the other engine shutdown, select the inoperative BLEED AIR VALVE to the PNEU & ENVIR OFF or INSTR & ENVIR OFF position.

2. Verify the PNEUMATIC PRESSURE gauge indicates Zero or near zero.3. Keep inoperative valve closed.4. Operate aircraft at or below FL250.5. Do not operate aircraft in known or forecast icing conditions.

21-11. Cabin Door Seal System

C/1/0






21-12. Electric Heat System

D/1/0

(M) May be inoperative provided the electric heat system is deactivated.MAINTENANCE PROCEDURE

Pull and secure CB1 ELECT HEATER PWR and CB2 ELECT HEATER PWR circuit breakers on the A246 panel.

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21-14. Environmental Bleed Air Systems

C/2/1

(O) One may be inoperative provided:a) Environmental Bleed Air Valve on inoperative side is verified closed prior to each flight,b) Aircraft is operated at or below Flight Level 250, andc) Bleed Air Off Annunciator is operative on the operative Environmental Bleed Air System.

OPERATIONAL PROCEDURE

Prior to every flight, the pilot in command will verify the respective BL AIR OFF annunciator functions properly by selecting the operative bleed air switch to ENVIR OFF position and verifying the respective BL AIR OFF annunciator comes ON.

21-14. Environmental Bleed Air Systems

C/2/0

(O) May be inoperative provided:a) Aircraft is configured and operated unpressurized at or below 10,000 feet MSL ,b) Both Environmental Bleed Air Valves are verified closed prior to each flight, andc) Cabin temperatures remain suitable for operation.


1. Select the BLEED AIR VALVE switches to the ENVIR OFF position.2. Cabin temperature must be monitored throughout the flight when carrying passengers.

21-15. Environmental Temperature Control System

C/1/0

(O) May be inoperative provided:a) Aircraft is configured and operated unpressurized at or below 10,000 feet MSL ,b) Both Environmental Bleed Air Valves are verified closed prior to each flight, andc) Cabin temperatures remain suitable for operation.


1. Select both BLEED AIR VALVE switches to the ENVIR OFF position.2. Flight planning must consider the fuel burn and range associated with flight at lower altitudes.3. Minimum enroute altitudes must be taken into account for the planned route.4. Passengers must be briefed prior to each flight that cabin pressurization will be unavailable.


5. Portable or therapeutic oxygen may be used as needed for passenger comfort.6. Cabin pressure must be monitored throughout the flight.7. Cabin temperature must be monitored throughout the flight when carrying passengers.

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22-1 Autopilot System

C/-/0

(M) May be inoperative provided:a) The Autopilot is deactivated,b) The Rudder Boost System is verified operative prior to departure in accordance with the

Airplane Flight Manual, c) Cabin pressurization is operative, and d) Operations do not require use of autopilot.

NOTE: RVSM is not authorized.MAINTENANCE PROCEDURE

Perform operational check of Rudder Boost per pilot checklist prior to each takeoff.

22-1 1) Autopilot Mode Annunciator Panel Lamps (Except Collins Pro Line 21 and Pro Line Fusion and Garmin equipped)

C/1/0

(O) May be inoperative provided the affected mode(s) is/are selected momentarily prior to departure to verify that proper Mode Annunciation is displayed on the pilot’s EFIS Display or Mode Annunciator Panel.OPERATIONAL PROCEDURE

1. Perform operational check of autopilot and flight director prior to each departure to verify proper mode annunciations are displayed on the pilot's panel, and

2. Verify that autopilot and flight director are responding correctly to mode selections.

22-1 2) Autopilot Mode Control Panel Switch indicator Lamps (Except Collins Pro Line 21 and Pro Line Fusion and Garmin equipped)

C/1/0


1. Perform operational check of autopilot and flight director prior to each departure to verify proper mode annunciations are displayed on the pilot's panel, and

2. Verify that autopilot and flight director are responding correctly to mode selections.

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22-2 Yaw Damper (200 Series except 200HDC, 200T with Tip Tanks)

C/1/0

(M) May be inoperative provided aircraft is operated at or below 17,000 feet Pressure Altitude.MAINTENANCE PROCEDURE

Maintenance procedure to ensure no electrical/mechanical fault exists that would have an adverse affect on any Flight Control function.

22-2 Yaw Damper (200T with Tip Tanks)

C/1/0

(M) May be inoperative provided aircraft is operated at or below 7,000 feet MSL.MAINTENANCE PROCEDURE


22-2 Yaw Damper (200HDC Only)

C/1/0

(M) May be inoperative provided aircraft is operated at or below 25,000 feet Pressure Altitude.MAINTENANCE PROCEDURE


22-3 Autopilot Control Wheel Disengage Switches (AP/YD /TRIM DISC)

B/-1/0

(M) May be inoperative provided:a) Autopilot is considered inoperative,b) Electric Elevator Trim is considered inoperative, andc) Yaw Damper is considered inoperative.


Maintenance procedure to ensure no electrical/mechanical fault exists that would have an adverse effect on any Flight Control function.

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22-4 Autopilot/Flight Director Go-Around Button

C/1/0

(O) May be inoperative provided:a) Approach minimums do not require its use, andb) Alternate procedures are established and used to disconnect the Autopilot and establish

initial pitch and wings level attitude.OPERATIONAL PROCEDURE

Flight Director is not available for Takeoff or Go-Around with TO/GA button inoperative. Flight crew shall use raw data for takeoff and go-around. For takeoff, once airborne and above 500 ft. AGL, pilot-not-flying (PNF) shall select desired lateral mode (HDG or LNAV) on guidance panel as directed by pilot-flying (PF). Additionally, PNF shall select desired vertical mode (FLCH or VS or FPA) as directed by PF. For go-around, after flaps and landing gear have been retracted and airplane is above 500 ft. AGL, PNF shall select desired lateral mode (HDG or LNAV) and vertical mode (FLCH or VS or FPA) on guidance panel at direction of PF.

22-5 1)Flight Director System Flight Director Mode Control Panel Switch Indicator Lamps (Except Collins Pro Line 21 and Pro Line Fusion , and Garmin equipped)

C/1/0


Perform operational check of autopilot and flight director prior to each departure to verify proper mode annunciations are displayed on the pilot's panel and that autopilot and flight director are responding correctly to mode selections.

22-5 2)Flight Director System Flight Director Mode Annunciator Panel Lamps (Except Collins Pro Line 21 and Pro Line Fusion , and Garmin equipped)

C/1/0

(O) May be inoperative provided the affected mode(s) is/are selected momentarily prior to departure to verify that proper Mode Annunciation is displayed on the pilot’s EFIS Display.OPERATIONAL PROCEDURE

Perform operational check of autopilot and flight director prior to each departure to verify proper mode annunciations are displayed on the pilot's panel and that autopilot and flight director are responding correctly to mode selections.

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23-1 2) Communications Systems (VHF & UHF) (Commercial Air Transport operations)

C/-/1

(O) Any in excess of one may be inoperative provided:a) Operations are conducted under VFR over routes navigated by reference to visual

landmarks,b) Applicable airspace requirements for the intended flight route are complied with,c) Alternate procedures are established and used if applicable, andd) It is not required for emergency procedures.


In accordance with EASA CS-MMEL:Provide alternate procedures if the affected VHF was used to accomplish procedures for the intended flight route.

Provide procedures to address the next in-flight failure of the remaining system(s), if not otherwise available.

23-3 1) Passenger Address (PA) System Passenger Configuration

C/1/0

(O) May be inoperative provided alternate normal and emergency procedures and/or operating restrictions are established and used.OPERATIONAL PROCEDURE

Alternate procedures for passenger announcements must be established and used.

23-7 High Frequency (HF) Communication System

A/-/1

(O) Any in excess of one may be inoperative provided: a) Alternate communication procedures are established and used, andb) Repairs are made within three calendar days.


1. Determine what available alternate communications are available, such as VHF or SATCOM.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 HF, advise ATC

of your communications limitations.

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23-7 High Frequency (HF) Communication System

C/-/1

(O) Any in excess of one may be inoperative while conducting operations which require two Long-Range Communication Systems (LRCS) provided:

a) SATCOM voice or data link operates normally,b) Alternate procedures are established and used,c) SATCOM coverage is available over intended route of flight, andd) If SATCOM voice is to be used over intended route of flight, SATCOM voice short codes

(INMARSAT) or direct dial commercial numbers (IRIDIUM) must be available, prior coordination with appropriate ATS (FIR) facility is required.

NOTE: SATCOM voice is to be used only as a backup to normal HF communications. OPERATIONAL PROCEDURE

1. Determine what available alternate communications are available, such as VHF or SATCOM.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 HF, advise ATC of your

communications limitations.

23-12 Selective Call Systems (SELCAL) If installed C/-/0

(O) May be inoperative provided alternate procedures are established and used.OPERATIONAL PROCEDURE

1. In a flight plan where SELCAL may otherwise have been used make a comment in the flight plan "No SELCAL" so ATC is alerted.

2. Determine what appropriate HFNHF frequencies may be used on the flight leg.3. Upon first contact with ATC on an extended leg where SELCAL would be use advise

them that your SELCAL is inoperative and determine what is the correct HFNHF frequency for that leg.

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23-12 1) Selective Call Systems (SELCAL) Channels If installed C/-/0


1. In a flight plan where SELCAL may otherwise have been used make a comment in the flight plan "No SELCAL" so ATC is alerted.

2. Determine what appropriate HFNHF frequencies may be used on the flight leg.Upon first contact with ATC on an extended leg where SELCAL would be use advise them that

your SELCAL is inoperative and determine what the correct HFNHF frequency for that leg is.

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24-4 Cabin AC Power SystemIf installedC/-/0

(M) May be inoperative provided system is deactivated.MAINTENANCE PROCEDURE

Pull and secure C/B 237 Inverter Control.

24-5 Standby Power SystemIf installedB/1/0

(M) May be inoperative provided:a) Airplane is operated day VFR only, andb) Standby Battery is disconnected and removed.


Pull and secure C/B 237 Inverter Control.

24-6 External Power System

C/1/0

(M) MAINTENANCE PROCEDURE

PULL and secure circuit breaker CB186 EXT PWR.

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24-7 External Power Annunciator

C/1/0

(O) OPERATIONAL PROCEDURE

NOTE: Before applying external power, turn all radio equipment, the generator switches, and the AVIONICS MASTER POWER switch to OFF. Select the BATT switch ON.

CAUTION: Never connect an external power source to the aircraft unless a battery indicating a charge of at least 20 volts is in the aircraft. If the battery voltage is less than 20 volts, the battery must be recharged or replaced with a battery indicating at least 20 volts, before connecting ground power.

CAUTION: Voltage is required to energize the avionics master power relays to remove the power from the avionics equipment; therefore, never apply external power to the airplane without first applying battery voltage.

1. Before connecting an external power unit, turn unit ON and adjust to 28 +/- .5 VDC, turn unit OFF.

2. Verify that the AVIONICS MASTER POWER GEN and BATT switches are selected OFF.3. Connect the external power unit cable to the external power receptacle on the airplane.4. Set the BATT switch to the ON position.5. Turn the external power unit ON. After the external power plug is connected

and power is applied, leave the battery on during the entire ground power operation to protect transistorized equipment against transient voltage spikes.

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25-1 1) Flight Crew Seats Armrest(s)

C/-/0

(M) May be inoperative provided affected armrest is secured in the up position.MAINTENANCE PROCEDURE

1. Move the affected armrest to the full up or down position.2. Secure the armrest in place with strong cord or tape, making sure that the method that is

used to secure the armrest does not interfere with crew movement or operations of any panels and/or controls.

3. If it is not possible to move the armrest to the full up or full down position, remove and securely stow the armrest.

25-1 4) Seat Adjustment

B/-/0

(M) May be inoperative provided:a) Affected Seat is locked in a position that permits normal pilot visibility,b) Full Flight Control movement is available to the flight crew, andc) Position of the affected Seat is acceptable to the flight crew.


1. Prior to flight, a crew member shall occupy the affected seat and fasten the restraining system.

2. Make sure full flight control movement and brake application are available.3. Make sure all necessary controls and equipment can be reached. 4. Using the appropriate seat manual, secure or lock the affected seat in the desired position.

NOTE: Refer to the appropriate Maintenance Manual, Component Maintenance Manual and/or Interiors Manual for information of the individual aircraft installation.

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25-2 1) Passenger Seat(s) Recline Mechanism

B/2/0

(M) (O) May be inoperative provided:a) Affected seat is secured in a position that permits normal visibility,b) Full flight control movement is available, andc) Crewmember can reach all necessary controls and equipment while restrained.


Using the appropriate seat manual, secure the seat in the full upright position.

1. If the recline mechanism is failed in the upright position and is locked in place, proceed to step

2. If the seat back is failed in any other position and not locked in place, the recline lock mechanism must be manually locked with seat back in the upright position in the following manner:a. Remove the recline cylinder and replace with a same length fixed rod or bar using the

existing hardware.3. Place a placard stating "RECLINE INOP - DO NOT USE" on the front of the seat.

NOTE: Refer to the appropriate Maintenance Manual, Component Maintenance Manual and/or Interiors Manual for information of the individual aircraft installation.OPERATIONAL PROCEDURE

1. Prior to flight, a crew member shall occupy the affected seat and fasten the restraining system.

2. Make sure full flight control movement and brake application are available.3. Make sure all necessary controls and equipment can be reached.

25-2 1) Passengers Seat(s) (Recline Mechanism)

D/-/-

(M) May be inoperative and seat occupied provided seatback is secured in the full upright position.


Using the appropriate seat manual, secure the seat in the full upright position.

4. If the recline mechanism is failed in the upright position and is locked in place, proceed to step

5. If the seat back is failed in any other position and not locked in place, the recline lock mechanism must be manually locked with seat back in the upright position in the following manner:a. Remove the recline cylinder and replace with a same length fixed rod or bar using the

existing hardware.6. Place a placard stating "RECLINE INOP - DO NOT USE" on the front of the seat.

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NOTE: Refer to the appropriate Maintenance Manual, Component Maintenance Manual and/or Interiors Manual for information of the individual aircraft installation.

25-3 2) Emergency Locator Transmitter (ELT), Fixed ELTs

A/-/0

(M) May be inoperative provided:a) System is deactivated or removed, andb) Repairs are made within six flights or 25 flight hours, whichever occurs first.


Deactivate or remove the ELT per chapter 25-60 in the maintenance manual.

25-3 2) Emergency Locator Transmitter (ELT), Fixed ELTs

D/-/-

(M) Any in excess of those required by operating rule may be inoperative provided system is deactivated or removed.MAINTENANCE PROCEDURE

Deactivate or remove the ELT per chapter 25-60 in the maintenance manual.

25-3 2a) Emergency Locator Transmitter (ELT), Fixed ELTs Remote SwitchIf installedD/1/0

(M) May be inoperative provided:a) Remote switch is disconnected from the ELT, andb) ELT is ARMED.


Remove wire from pin 11 on plug 2371P3 and ensure ELT is armed.

25-6 Emergency Medical Services (EMS) EquipmentIf installedC/-/0

(M) May be inoperative provided inoperative system/component is deactivated and secured.

NOTE: Individual EMS components may be listed in the MEL provided the operator develops the procedure to deactivate the affected system/component and provides Remarks to restrict operations to patients not dependant on the inoperative system/component.MAINTENANCE PROCEDURE

Maintenance procedure to deactivate Emergency medical Services Equipment using the

BE200BPMEU-00-00 22

manufacturer’s maintenance procedure.

25-7 Smartstart Security SystemIf installedC/1/0

(M) MAINTENANCE PROCEDURE

Deactivate Smartstart Security System Unit using the manufacturer’s maintenance procedure. Contact TCW technologies for assistance.

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25-8 1) Flotation / Overwater Equipment Life Rafts

D/-/-

(O) Any in excess of those required by operating rule may be inoperative or missing provided procedures are established and used to alert crew members of inoperative or missing equipment.OPERATIONAL PROCEDURE

Crew/passengers will be briefed prior to flight that the Life Raft is not available for use.

25-8 2) Flotation / Overwater Equipment Life Preservers

D/-/-

(O) Any in excess of those required by operating rule may be missing, or inoperative provided:a) Inoperative preserver is placarded "INOPERATIVE", removed from installed location, and

placed out of sight so it cannot be mistaken for a functional unit,b) Procedures are established and used to alert crew members of inoperative or missing

equipment, andc) Location placarding is removed or obscured.


1. Placard inoperative preserver “INOPERATIVE” and remove it from its installed location and place it out of sight so that it is not mistaken for a functional unit.

2. Crew members will be notified prior to flight of inoperative or missing preservers.3. Remove or obscure preserver placarding where the preserver was installed.

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25-10 Galley Waste Receptacles Access Doors/CoversIf installedC/-/-

(M)(O) May be inoperative provided:a) Container is empty and the access is secured to prevent waste introduction into the

compartment, andb) Procedures are established to ensure that sufficient Galley Waste Receptacles are

available to accommodate all waste that may be generated on a flight.MAINTENANCE PROCEDURE

1. Inoperative doors/covers must be secured CLOSED as follows:a) Remove loose items from affected location (If affixed, the item(s) must be

relocated to another compartment or considered inoperative).b) Close and latch affected compartment/closet (or use tape if needed) to secure

affected door(s)/drawer(s) in CLOSED position.2. Place a placard stating "INOP-DO NOT USE" next to the affected component's

latch/handle assembly.3. Make an appropriate entry on discrepancy report.OPERATIONAL PROCEDUREThe Flight Crew shall:1. Ensure the container is empty,2. Secure the door/cover with fabric reinforced tape (duct tape),3. Placard the door and latch “DO NOT USE”, and4. Brief the passengers to use an alternative waste container.

25-11 Cargo Restraint SystemsIf installedC/-/-

(M) May be inoperative, or missing 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 PROCEDURE

1. Placard the restraint as “DO NOT USE”.2. Using the Weight and Balance section of the POH/AFM, load the aircraft according to

approved loading zone and limitation data.3. Any affected area must not have cargo loaded in that location.

BE200BPMEU-00-00 25

25-12 Cabin Storage Compartments/Closets

C/-/-

(M) May be inoperative provided:a) Procedures are established to secure compartment closed,b) Associated compartment is placarded “DO NOT USE”,c) Any emergency equipment located in affected compartment is considered inoperative,

and d) Affected compartment is not used for storage of any item(s) except for those permanently

affixed.MAINTENANCE PROCEDURE

1. Inoperative cabin and galley storage compartments and closets must be secured CLOSED as follows:a) Remove loose items from affected location (If affixed, the item(s) must be

relocated to another compartment or considered inoperative).b) Close and latch affected Compartment/Closet (or use silver tape if needed) to

secure affected door(s)/drawer(s) in CLOSED position.

CAUTION: Do not use duct tape or other tapes that can contain substances known to cause damage to the furniture finish or leave residues.

2. Place a placard stating "INOP-DO NOT USE" next to the affected component's latch/handle assembly.

3. Make an appropriate entry on discrepancy report.

25-12 Cabin Storage Compartments/Closets

C/-/-

(M)(O) May be inoperative provided:a) Affected door is removed,b) Associated compartment is not used for storage of any items, except those permanently

affixed,c) Associated compartment is placarded “DO NOT USE”, andd) Passengers are briefed that associated compartment is not used.

NOTE: Any permanently affixed Emergency Equipment located in the associated storage compartment is available for use.MAINTENANCE PROCEDURE

Remove the Cabin Storage Compartment Door Refer to the appropriate maintenance manual.OPERATIONAL PROCEDURE

Brief cabin occupants that affected cabinet is not to be used.

BE200BPMEU-00-00 26

25-12 1) Storage Compartments Key Locks

D/-/-

(M) May be inoperative in the unlocked position provided door latch remains operative.MAINTENANCE PROCEDURE

Before each departure, maintenance will insure that the associated latch is operative and door cannot be opened without use of the latch.

25-14 1)Cockpit/Cabin Partition Solid DoorsIf installedC/-/0

(M) May be inoperative if secured in the full open (stowed) position.MAINTENANCE PROCEDURE

Secure solid doors open using tape or equivalent.

25-14 2) Cockpit/Cabin Partition, CurtainsIf installedC/-/0

(M) May be missing or stowed in the full open position.MAINTENANCE PROCEDURE

Remove or secure partition curtains open using tape or equivalent.

BE200BPMEU-00-00 27

26-2 Lavatory Smoke Detection SystemIf installedC/-/0

(M) May be inoperative provided:a) Lavatory Waste Receptacle is empty,b) Associated Lavatory Door is locked closed and placarded, “INOPERATIVE-DO NOT

ENTER”, andc) Lavatory is used only by crewmembers.

NOTE: These provisos are not intended to prohibit Lavatory use or inspections by crewmembers.MAINTENANCE PROCEDURE

1. Prior to each departure ensure the lavatory waste receptacle is empty.2. Prior to each departure ensure the lavatory door is locked.3. Placard lavatory “INOPERATIVE-DO NOT ENTER.”

BE200BPMEU-00-00 28

27-3 Electric Elevator Trim System

C/1/0

(M) May be inoperative provided:a) Manual Trim is operative, andb) Autopilot is considered inoperative.


1. Pull and secure the PITCH TRIM circuit breaker on the right side cockpit circuit breaker panel.

2. Conduct an electric trim check to determine that it has been disabled:a. Operate each side of the pilot's trim independently. Note that no movement occurs.b. Operate both sides of the pilot's trim switch simultaneously. Note that no movement

occurs.c. Repeat steps (a) and (b) on the copilot's side.

3. Operate all controls through their full range. No binding or resistance should be noted.4. Conduct a functional check of the manual trim system to determine proper operation,

full range of travel and freedom of movement.

27-3 3) Electric Elevator Trim System Pitch Trim ON-OFF Switch

C/1/0

(M) May be inoperative provided:a) Electric Pitch Trim is deactivated, andb) Autopilot is considered inoperative.


1. Pull and secure the PITCH TRIM circuit breaker on the right side cockpit circuit breaker panel.

2. Conduct an electric trim check to determine that it has been disabled:a. Operate each side of the pilot's trim independently. Note that no movement

occurs.b. Operate both sides of the pilot's trim switch simultaneously. Note that no movement

occurs.c. Repeat steps (a) and (b) on the copilot's side.

3. Operate all controls through their full range. No binding or resistance should be noted.4. Conduct a functional check of the manual trim system to determine proper operation,

full range of travel and freedom of movement.

BE200BPMEU-00-00 29

28-1 Standby Electric Boost Pumps

C/2/1

(M) One may be inoperative in accordance with AFM Limitations for operation with Aviation Gasoline and Fuel Crossfeed.MAINTENANCE PROCEDURE

Pull and secure affected circuit breaker L STANDBY PUMP CB11, CB3 – R STANDBY PUMP on the left side fuel control circuit breaker panel.

28-3 Fuel Quantity Indicator System

A/2/1

(O) One may be inoperative provided:a) Both fuel tanks are fueled to a known balanced quantity,b) Both Fuel Flow Indicators are operative, c) If autopilot is used it must be disconnected every twenty minutes to detect any possible

fuel imbalance, andd) Repairs are made within three flight days.

NOTE: Tip Tank Fuel Gauge must be operative if installed.OPERATIONAL PROCEDURE

1. To achieve a known quantity in the affected tank, the tank may be defueled then fueled to a known quantity. It may be completely fueled, or fuel may be transferred out of the tank until it is empty.

2. To track fuel use, operators may use a fuel log or develop their own procedure. This can include matched fuel flow techniques, use of the FMS fuel quantity system or other means.

BE200BPMEU-00-00 30

30-1 a) Engine Inertial Ice Vane Actuator Motors Dual Motors System (200 series)

C/4/2

(O) One Actuator Motor on each inlet may be inoperative provided aircraft is not operated in known or forecast icing conditions.OPERATIONAL PROCEDURE

Do not fly into known or forecasted icing.

30-1 a) Engine Inertial Ice Vane Actuator Motors Dual Motors System (200 series only)

C/4/2

(O) One Actuator Motor on each inlet may be inoperative provided:a) Inertial Ice Vanes are in the extended position,b) Appropriate Engine Anti-Ice On Performance Data is used, andc) Ambient temperature is +15 degrees C or below for takeoff.


1. Prior to each departure the flight crew will verify the Inertial Ice Vanes are in the extended position.

2. Flight crew will use the appropriate performance data for Engine Anti-Ice On for all phases of flight.

3. Flight crew will ensure that the ambient temperature is +15 degrees C or below for all phases of flight.

BE200BPMEU-00-00 31

30-1 a) Engine Inertial Ice Vane Actuator Motors Dual Motors System (200 series only)

C/4/0

(M)(O) Both Actuator Motors of each Inlet may be inoperative provided:a) Inertial Ice Vanes are in the extended position,b) Appropriate Engine Anti-Ice On Performance Data is used, andc) Ambient temperature is +15 degrees C or below for takeoff.


1. Fully manually extend the inertial ice vanes then pull and secure the following circuit breakers on the A146 cockpit circuit breaker panel: LEFT STBY ENG ANTI-ICE , RIGHT STBY ENG ANTI-ICE, or LEFT MN ENG ANTI-ICE and RIGHT MN ENG ANTI-ICE circuit breakers (nomenclatures may vary depending on model)

2. Place a placard with the wording "Inertial Ice Vanes Secured in Extended Position", and place the placard on the forward instrument panel in clear view of the aircrew, and airplane limited to 15° C or colder.





BE200BPMEU-00-00 32

30-1 b) Engine Inertial Ice Vane Actuator Motors Single Motor System with Manual Backup

C/2/0

(O) The Actuator Motor on each Intake System may be inoperative provided the aircraft is not operated in visible moisture at 5 degree Celsius or below.OPERATIONAL PROCEDURE

Do not operate in visible moisture at 5 degree Celsius or below.

30-2 Engine Inertial Ice Vane Actuators Dual Motor System (200 series only)

C/2/0

(M)(O) The Actuator on the Intake System may be inoperative provided:a) Inertial Ice Vanes are secured in the extended position,b) Performance Data with Ice Vanes Extended is used, andc) Ambient surface temperature is 15 degrees Celsius or below for takeoff and flight

operations.MAINTENANCE PROCEDURE







BE200BPMEU-00-00 33

30-3 Engine Inertial Ice Vane Actuators Single Motor System with Manual Extended Backup

C/2/0

(M)(O) The Manual Extend Backup Actuator on the Intake System may be inoperative provided:a. Inertial Ice Vanes are secured in the extended position,b. Performance Data with Ice Vanes Extended is used, andc. Ambient surface temperature is 15 degrees Celsius or below for takeoff and flight

operations.MAINTENANCE PROCEDURE







30-12 Green L & R Ice Vane Ext and Amber L & R ICE VANE (or L & R ENG ICE FAIL) Annunciators (200 Series Only)

C/4/2

(O) One may be inoperative on one or both sides provided the Inertial Ice Vanes are verified operative prior to each departure.OPERATIONAL PROCEDURE

Prior to each flight, the flight crew must verify operation of Ice Vane, and that the remaining annunciators are accurate.

BE200BPMEU-00-00 34

30-12 Green L & R Ice Vane Ext and Amber L & R ICE VANE (or L & R ENG ICE FAIL) Annunciators (200 Series Only)

C/4/0

(M) Both may be inoperative on one or both sides provided:a) Inertial Ice Vanes are secured in the extended position,b) Appropriate Engine Anti-Ice On Performance data is used, andc) Ambient surface temperature is +15 degrees C or below for takeoff.


Manually extend the inertial ice vanes and secure in position. Reference 30-20 of the maintenance manual.

BE200BPMEU-00-00 35

31-2 Flight Hour RecorderIf installedC/1/0


1. A clock is used to record the flight time. Aircraft flight time is recorded in hours and minutes and then converted to hours and tenths and written on the flight log.

NOTE: A tenth of an hour is represented as 6 minutes. During conversion it is necessary to round to the NEXT tenth of an hour. (Example: 122 Minute Flight time is recorded as 2.1 Hours).

2. The maintenance personnel responsible for the aircraft's permanent maintenance logs shall record the time into summaries in the aircraft log book, with special attention to the sequence of time to ensure that accurate times are recorded and tracked not only for the aircraft but for other time limited maintenance items.

31-7 Engine Trend Condition Monitoring System(If installed) D/1/0

(O) May be inoperative provided alternate procedures are established and used for engine trend monitoring.OPERATIONAL PROCEDURE

Contact the STC holder for assistance.

BE200BPMEU-00-00 36

32-3 Hydraulic Fluid Low Annunciator

C/1/0

(M) May be inoperative provided hydraulic fluid level is verified full each flight day.MAINTENANCE PROCEDURE

Gain access to the accumulator by opening the access door on the top of the left wing center section. Reference maintenance manual 12-20-51 for servicing instructions.

32-4 Parking Brake

C/1/0


1. Parked aircraft must be chocked at all times.2. During engine start PIC will apply normal braking and take precautions that all persons are

clear of the aircraft.3. Do not stop aircraft on a sloping ramp unless there is someone there to chock the airplane

while the PIC is holding the brakes, after engine shutdown.

32-5 Brake Deice System

C/1/0

(M) May be inoperative provided Rudder Boost is not affected.

NOTE: See AFM for Limitations.MAINTENANCE PROCEDURE

1. Disconnect outlet side of affected brake deice shutoff valve. Cap valve with AN929-12J cap and plug removed line with AN806-12J plug. Secure line.

2. Pull and secure CB164 BRAKE DEICE circuit breaker on the right side circuit breaker panel. Verify brake deice switch is in the OFF position.

3. Perform a check to determine that the system is OFF. With both engines operating note that Brake Deice Light is extinguished.

4. Perform a check to determine that the rudder boost is not affected. With both engines running, reduce power on one engine to idle and advance power on the opposite engine. Movement of the rudder (high engine side) should occur. Repeat procedure in reverse sequence.

NOTE: See FAA Approved Flight Manual for Limitations.

BE200BPMEU-00-00 37

32-6 Landing Gear Control Down Lock Solenoid

C/1/0

(O) May be inoperative provided:a) Down Lock Latch is verified operative, andb) Down Lock Release Button is verified operative.


Depress the red button on the landing gear handle downlock latch and visibly observe the release operation of the latch. Release the red button and ensure that the latch returns to the latched position.

BE200BPMEU-00-00 38

33-1 Cabin Lights

C/-/-

(O) May be partially inoperative provided:a) Cabin Emergency Exit Lighting is operative,b) Sufficient Lighting is available for crew to perform required duties,c) Sufficient Lighting is operative for passenger carrying operations at night, andd) Cabin Exit Lights are operative.


1. Apply electrical power to the aircraft.2. A member of the flight crew will turn on all unaffected cabin lights and verify there is sufficient

light to perform any required duties.3. A member of the flight crew will verify the Cabin Emergency Exit Lighting is operative.4. A member of the flight crew will verify both Cabin Exit Lights are operative.5. Remove electrical power from aircraft.

33-11 Passenger NoticeSystem (Fasten Seat Belt – No Smoking) C/-/0

(O) May be inoperative provided appropriate verbal briefings are given to the passengers.OPERATIONAL PROCEDURE

1. Notify the passengers before the flight that the NO SMOKING and FASTEN SEAT BELT signs are inoperative and that you will give the appropriate verbal commands from the cockpit during flight.

2. Utilize the passenger address (PA) system (If available) or keep the cockpit divider open during flight to be able to give verbal commands or authorizations to the passengers.

BE200BPMEU-00-00 39

34-4 2) Navigation Equipment Area Navigation (RNAV) (Multi-Sensor, LORAN, and/or GPS)

C/-/-

(O) May be inoperative provided:a) Applicable airspace requirements for the intended flight route are complied with, b) Certified RNP/RNAV capabilities relevant for the intended flight route are maintained, andc) Operational procedures do not require its use.


1. Current Aeronautical Charts should be used to verify Navigation Fixes prior to dispatch.2. Flight crew should develop and use procedures to verify status and suitability of Navigation

Facilities used to define route of flight.3. Approach Navigation Radios should be manually tuned and identified.4. In case of FMS inoperative, Vspeeds (V1, VR, V2, VREF, etc.) will not be able to be displayed on

PFD speed tape, so flight crew should develop and use alternate procedures to record Vspeeds.

34-4 2) Navigation Equipment Area Navigation (RNAV) (Multi-Sensor, LORAN, and/or GPS)

A/-/0

(O) May be inoperative for one flight provided:a) Routing is planned via ground-based navigational aids taking account of promulgated

range, andb) Permission is obtained from the Air Navigation Source Provider(s) when required for the

intended flight route.OPERATIONAL PROCEDURE

1. Current Aeronautical Charts should be used to verify Navigation Fixesprior to dispatch.

2. Flight crew should develop and use procedures to verify status and suitability of Navigation Facilities used to define route of flight.

3. Approach Navigation Radios should be manually tuned and identified.4. In case of FMS inoperative, Vspeeds (V1, VR, V2, VREF, etc.) will not be able to be displayed on

PFD speed tape, so flight crew should develop and use alternate procedures to record Vspeeds.

BE200BPMEU-00-00 40

34-4 a) Navigational Databases

C/-/-

(O) May be inoperative provided:a) Conventional (non-RNAV/RNP) navigation is sufficient for route to be flown,b) Current aeronautical information (e.g. Charts) is available for route to be flown and airports

to be used,c) Navigation database information is disregarded, andd) Radio navigation aids, which are required to for departure, arrival, and approach

procedures, are manually tuned and identified.OPERATIONAL PROCEDURE

1. Crew verifies Conventional navigation is sufficient for route to be flown.2. A current source of aeronautical information for the route being flown is on board the aircraft.3. The aircraft navigation database is disregarded.4. Navigation radios are manually tuned and identified.

34-4 a) Navigational Databases

A/-/0

(O) May be out of currency provided:a) Area navigation (RNAV/RNP) departure, arrival and approach procedures are checked not

to depend on data amended in current database cycle, or Conventional (non-RNAV/RNP) or ANSP assistance are used as an alternative to RNAV/RNP procedures which have been amended in current database cycle,

b) Current aeronautical information is used to verify database navigation fixes, coordinates, frequencies, status (as applicable), and suitability of navigation facilities required for route to be flown, prior to each flight,

c) Radio navigation aids, which are required for departure, arrival, and approach procedures, which have been amended in current database cycle, are manually tuned and identified, and

d) Repairs are made within ten calendar days.OPERATIONAL PROCEDURE

1. T Crew verifies Conventional navigation is sufficient for route to be flown.2. A current source of aeronautical information for the route being flown is used to verify

database navigation fixes, coordinates, frequencies, status (as applicable), and suitability of navigation facilities prior to each flight.

3. Navigation radios are manually tuned and identified.

BE200BPMEU-00-00 41

34-5 ATC Transponders and Automatic Altitude Reporting System

A/-/0

(O) May be inoperative provided:a) Flight is conducted under VFR over routes navigated by reference to visual landmarks,b) Permission is obtained from the Air Navigation Service Provider(s) along the route or any

planned diversion, c) Aircraft is not operated RVSM, andd) Repairs are made within five flights.


1. Flight planning must consider the fuel burn and range associated with flight at lower altitudes.2. Minimum enroute altitudes must be taken into account for the planned route.3. Plan for flight below FL180, using visual landmarks for navigation.

34-7 Radar Altimeter

C/-/0

(M)(O) May be inoperative provided:a) Class A TAWS and/or GPWS are considered inoperative,b) TCAS II is considered inoperative,c) Approach procedures do not require its use, andd) Alternate procedures are established and used.


Pull and secure the RADIO ALTM circuit breaker on the right side circuit breaker panel.OPERATIONAL PROCEDURE

Pre-Flight planning shall include the inoperative radio altimeter and operations must not require the use of TCAS, TAWS or GPWS.1. Copilot will call out altitudes during approach including minimum altitudes.

NOTE: TCAS II is inoperative and red RA flag on the PFD will remain.

NOTE: A radio altimeter or marker beacon receiver providing aural and visual indications of the inner marker is required for Category II and Category Ill operations with decision heights below 150 feet.

34-7 Radar Altimeter

D/-/1

(M) May be inoperative provided TCAS, TAWS and/or GPWS are not affected.MAINTENANCE PROCEDURE

Pull and secure the RADIO ALTM circuit breaker on the right side circuit breaker panel.

BE200BPMEU-00-00 42

34-8 Distance Measuring Equipment (DME) System

C/-/-

(O) One or more may be inoperative provided:a) The navigation systems required for each segment of the intended flight route are

operative, andb) Alternate procedures are established and used, where applicable.


Flight planning above FL240 requires an IFR/GPS in lieu of DME only if the database is current.

34-9 Non-Stabilized Magnetic Compass

B/1/0

(O) May be inoperative provided any combination of three Gyro, AHRS or INS (IRU) Stabilized Compass Systems are operative.OPERATIONAL PROCEDURE

A crew member verifies combination of three Gyro, AHRS or INS (IRU) Stabilized Compass Systems are operative prior to flight.

34-9 Non-Stabilized Magnetic Compass

B/1/0

(O) May be inoperative provided:a) Any combination of two Gyro, AHRS or INS (IRU) Stabilized Compass Systems operate

normally, andb) Airplane is operated with Dual Independent Navigation Capability and under Positive

Radar Control by ATC on the enroute portion of the flight.OPERATIONAL PROCEDURE

Ensure that either two gyros or INS (IRU) stabilized compass systems operate normally, or the airplane is operated with DUAL independent navigation capability and under positive radar control by ATC on the enroute portion of the flight.

34-13 Traffic Alert and Collision Avoidance System (TCAS I)

A/1/0

(M) May be inoperative provided:a) System is deactivated and secured, andb) Enroute or approach procedures do not require its use.c) Must be repaired within ten calendar days.


Pull and secure the TCAS circuit breaker on the right side circuit breaker panel.

BE200BPMEU-00-00 43

34-13 Traffic Alert and Collision Avoidance System (TCAS I)

C/-/0

(M) May be inoperative provided:a) Not required by operating rule,b) System is deactivated and secured, andc) Enroute or approach procedures do not require its use.



BE200BPMEU-00-00 44

34-14 Traffic Alert and Collision Avoidance System (TCAS II) If installedA/-/0

(M) May be inoperative provided: a) System is deactivated and secured, and b) Enroute or approach procedures do not require its use.c) Repairs are made within six flights or two calendar days, whichever occurs first.



34-14 Traffic Alert and Collision Avoidance System (TCAS II) If installedC/-/0

(M) May be inoperative provided:a) Not required by operating rule,b) System is deactivated and secured, andc) Enroute or approach procedures do not require its use.



34-14 2) Resolution Advisory (RA) Display System(s)

C/-/0

(O) May be inoperative provided:a) Traffic Alert (TA) visual display and audio functions are verified operative,b) TA ONLY Mode is selected by the crew, andc) Enroute or approach procedures do not require its use.


1. Using test function, confirm that Traffic Advisory display elements and voice command audio functions are operative.

2. Select TA only mode of operation.

BE200BPMEU-00-00 45

34-14 3) Traffic Alert (TA) Display System(s)

C/-/0

(O) May be inoperative provided:a) RA visual display and audio functions are verified operative, andb) Enroute or approach procedures do not require its use.


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.

34-15 Terrain Awareness and Warning System (TAWS) (Class A or B TAWS not required)

If installedC/1/0

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

NOTE: Any mode that operates normally may be used.OPERATIONAL PROCEDURE

Crew briefings must include aural callouts through use of appropriate aircraft equipment to ensure obstacle and terrain clearance.

34-15 1) Terrain System-Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alert (PDA) Functions

B/1/0

(O) May be inoperative provided:a) Approach procedures do not require their use, b) Alternate procedures are established, andc) Modes 1-4 are operative.


Crew briefings must include aural callouts through use of appropriate aircraft equipment to ensure obstacle and terrain clearance.

BE200BPMEU-00-00 46

34-15 3) Voice Callouts (Mode 6) (“Five-Hundred”)

B/1/0


NOTE: Pilot’s Guide for the GPWS installed in aircraft. Advisory callouts include:1. Bank Angle (some systems).2. “FIVE HUNDRED.”3. Altitude callouts intended to assist in the approach phase of flight (depending on

aircraft model and version).

Advisory callouts may also be referred to as “Mode 6” or “Altitude Callouts” in the GPWS Pilots Guide.

Crew briefings must include aural callouts during approach through the use of appropriate aircraft equipment to make sure obstacle and terrain clearance. Briefing must include MDA or DH and a procedure for a crew member to call out 500 feet above airport elevation, and any other agreed upon by the flight crew.

34-15 3) Voice Callouts (Mode 6) (Other)

C/-/0


NOTE: Pilot’s Guide for the GPWS installed in aircraft. Advisory callouts include:1. “Bank Angle” (some systems).

2. “FIVE HUNDRED.”3. Altitude callouts intended to assist in the approach phase of flight (depending on

aircraft model and version).

Advisory callouts may also be referred to as “Mode 6” or “Altitude Callouts” in the GPWS Pilots Guide.

Crew briefings must include aural callouts during approach through the use of appropriate aircraft equipment to make sure obstacle and terrain clearance. Briefing must include MDA or DH and a procedure for a crew member to call out 500 feet above airport elevation, and any other agreed upon by the flight crew.

BE200BPMEU-00-00 47

34-17 1) Electronic Flight Instrument System (EFIS) Multi-Function Display Unit (MFD) (Collins EFIS-84 & EFIS-85B only) 3 Tube System

C/1/0

(O) May be inoperative provided the Multi-Function Processing Unit (MPU) is operative.OPERATIONAL PROCEDURE

Prior to flight, the flight crew will verify all remaining required displays are operative and brief the flight based on the configuration.

34-17 2) Electronic Flight Instrument System (EFIS) Multi-Function Display Unit (MFD) (Collins EFIS-84 & EFIS-85B only) 5 Tube System

B/-/0

(O) May be inoperative provided the Multi-Function Processing Unit (MPU) is operative.OPERATIONAL PROCEDURE


BE200BPMEU-00-00 48

34-19 Altitude Alerting System

B/-/0

(O) May be inoperative provided:a) Autopilot with altitude hold and capture operates normally, andb) Aircraft is not operated RVSM.


1. Crew briefings must include a reminder that the altitude alerting system is inoperative.2. The flight crew will use aural callouts pertaining to approach target altitudes as assigned by

ATC or depicted on approach charts.

34-21 Windshear Warning and Flight Guidance System (Reactive)If installedC/-/0


NOTE: Operator’s alternate procedures should include reviewing windshear avoidance and windshear recovery procedure.OPERATIONAL PROCEDURE

1. Prior to each takeoff and prior to each approach, crew will obtain available weather reports to ensure windshear conditions are neither reported nor forecast in the aircraft flight path.

2. Crew briefings will include aural callouts through use of appropriate aircraft equipment, i.e., airspeed IVSI etc., and available weather reports for detection and prompt resolution of windshear encounter.

BE200BPMEU-00-00 49

34-22 Windshear Detection and Avoidance System (Predictive)If installedC/-/0


NOTE: Operator’s alternate procedures should include reviewing windshear avoidance and windshear recovery procedure.OPERATIONAL PROCEDURE

1. Prior to each takeoff and prior to each approach, crew will obtain available weather reports to ensure windshear conditions are neither reported nor forecast in the aircraft flight path.

2. Crew briefings will include aural callouts through use of appropriate aircraft equipment, i.e., airspeed IVSI etc., and available weather reports for detection and prompt resolution of windshear encounter.

34-25 1) Airspeed Indicator (Mechanical Airspeed Indicators Only)(Except Collins Pro Line 21 equipped aircraft)External Airspeed Indicator Bugs

If installedC/-/0

(O) May be inoperative, missing or broken.OPERATIONAL PROCEDURE

1. Aircrew will review critical airspeed information in the airplane f light manual prior to flight and at appropriate times in flight.

2. Aircrew may use a thin grease pencil, china marker, water-soluble marker, or other non-permanent marker to mark critical airspeed on A/S indicator glass, as long as such markings do not obstruct permanent instrument markings.

34-26 Gyroscopic Directional Indicator Systems (Mechanical Heading Indicators Only) (Other than Commercial Air Transport)

B/1/0

(O) May be inoperative provided:a) Operations are conducted under day VFR, b) A stabilized direction indication is operative at each required pilot’s station, andc) Magnetic compass is operative.


1. The gyro slaving on the affected side will be selected to DG mode and the compass card will be set using the slew buttons to match the magnetic compass

2. The crew will regularly check/reset directional gyro once every 15 minutes.

BE200BPMEU-00-00 50

34-28 Gyro-magnetic Compass System

C/2/0

(O) One Slaved Mode may be inoperative provided:a) DG Mode is operative, and

b) Non-Stabilized Magnetic Compass is operative.OPERATIONAL PROCEDURE

1. The gyro slaving on the affected side will be selected to DG mode and the compass card will be set using the slew buttons to match the magnetic compass

2. The crew will regularly check/reset directional gyro once every 15 minutes.

34-29 Independent Multi-Function Display (Excludes EFIS Equipped Aircraft)

C/1/0

(O) May be inoperative provided:a) MFD system does not provide any primary flight or engine instrument display, andb) MFD integrated systems are considered inoperative.

• Weather Radar• TCAS Display• Navigation Map Display• TAWS Display• Thunderstorm Detection



BE200BPMEU-00-00 51

35-2 External Oxygen Gauge

C/1/0

(M) May be inoperative provided the Internal Oxygen Gauge is monitored during servicing to avoid over-servicing.MAINTENANCE PROCEDURE

A crewmember or qualified mechanic shall occupy the cockpit and monitor the oxygen pressure while another maintenance personnel services the oxygen.

35-3 Passenger Oxygen Mask

B/-/0

(M) Individual oxygen masks or dispensers may be inoperative or missing provided:a) Affected mask pintle pin is installed, andb) Associated seat or lavatory is placarded "DO NOT OCCUPY".


1. Buckle seat belt(s) and secure with plastic tie-strap or equivalent.2. Place a placard stating “DO NOT OCCUPY” on or near seat belt buckles(s) of the affected

seats.3. Secure access panel using existing spring-loaded or magnetic latch if operable, if not,

secure access panel using non-marring, low adhesion tape. Mask may be removed if desired.

BE200BPMEU-00-00 52

38-1 Lavatory Waste Systems (Electric Circulation Toilet)If installedC/1/0

(M) Individual components may be inoperative provided:a) Associated components are deactivated or isolated, andb) Associated system components are verified not to have leaks.

NOTE: Any portion of the system which operates normally may be used.MAINTENANCE PROCEDURE

Refer to the maintenance manual chapter 38-30-00 for deactivation and chapter 12-20-21 for servicing.

38-1 Lavatory Waste Systems (Electric Circulation Toilet)If installedD/1/0

(M) May be inoperative provided:a) Toilet system is deactivated,b) Toilet Assembly is inspected for leaks, andc) Toilet is placarded “INOPERATIVE – DO NOT USE”.


Refer to the maintenance manual chapter 38-30-00 for deactivation and chapter 12-20-21 for servicing.

BE200BPMEU-00-00 53

46-1 1) Integrated Flight Information System(Pro Line 21 IFIS-5000) File Server Unit (FSU) (FSU INOP Message)

C/-/0

(O)May be inoperative provided alternate procedures are established and used to ensure all information pertinent to the flight is accessible at the pilot station in current and appropriate form.

NOTE: If alternate source is electronic, dual redundancy is required for operation.OPERATIONAL PROCEDURE

1. Traditional paper data will be carried and used for intended flight, or2. Operations are to be conducted in accordance with approved EFB policy and procedures

manual.

46-1 2) Integrated Flight Information System (Pro Line 21 IFIS-5000)Cursor Control Panel (CCP)

C/-/0

(O)May be inoperative provided alternate procedures are established and used to ensure all information pertinent to the flight is accessible at the pilot station in current and appropriate form.

NOTE: If alternate source is electronic, dual redundancy is required for operation.OPERATIONAL PROCEDURE

1. Traditional paper data will be carried and used for intended flight, or2. Operations are to be conducted in accordance with appropriate regulatory oversight EFB

policy and procedures manual.

46-1 3) Integrated Flight Information System (Pro Line 21 IFIS-5000) Communications Management Unit (CMU)

If installedC/1/0

(O) May be inoperative provided alternate procedures are established and used for ACARS and Universal WX inoperative.OPERATIONAL PROCEDURE

Weather data for the intended flight path including alternates shall be obtained prior to departure.

BE200BPMEU-00-00 54

46-1 4) Integrated Flight Information System (Pro Line 21 IFIS-5000) Third VHF Communications Radio

If installedC/1/0

(O) May be inoperative provided alternate procedures are established and used for ACARS and Universal WX inoperative.OPERATIONAL PROCEDURE

Weather data for the intended flight path including alternates shall be obtained prior to departure.

46-2 Electronic Flight Bag System (EFB)If installedC/-/0

(O) May be inoperative provided an alternate procedures are established and used.

NOTE 1: If alternate source is electronic, dual redundancy is required for operation.

NOTE 2: Any function, program or document which operates normally may be used.OPERATIONAL PROCEDURE

If affected EFB cannot be safely secured in the cockpit and accessible to the flight crew the use of a second EFB or paper manuals must be readily available.

NOTE: If more than one EFB are installed and operative, dual redundancy is required.

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52-4 Cabin Door Snubber

C/1/0


1. The flight crew should brief any occupants that the main cabin door snubber is inoperative.2. When opened, the step cable should be used to ease the step down until it is fully deployed

and the stay is resting on the fuselage. Do not allow the door to freefall.3. Brief ground crew of inoperative snubber to prevent injury to ground crew or damage to door.

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73-1 Fuel Flow Indicators

B/2/1

(M) One may be inoperative provided both Fuel Quantity Indicating Systems are operative.MAINTENANCE PROCEDURE

With the aircraft positioned on a level surface, apply electrical power to the aircraft and verify that the cockpit fuel quantity indicators are operative and fuel quantity onboard correlates to that indicated by the fuel quantity indicating system. Verify fuel flow transducer is not leaking.

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Documents

200BPMEU-00-00 EASA use 11_11_15 - Cessna · Web viewNotify the passengers before the flight that the NO SMOKING and FASTEN SEAT BELT signs are inoperative and that you will give