Beechcraft

Procedures

Manual

Beechcraft

C90 (King Air)

EASA

THIS GUIDE IS CURRENT WITH THE MASTER MINIMUM EQUIPMENT LIST WHICH IS ISSUED BY TEXTRON AVIATION 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 © 2018 / EASA MMEL REVISION ORIGINAL
TEXTRON AVIATION
WICHITA, KANSAS, U.S.A. / BPM REVISION 01

NOTICE

The Master Minimum Equipment List (MMEL) is issued by Textron Aviation 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.

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 Maintenance Manual for the associated aircraft model. In the event of conflict, use the more restrictive maintenance procedure to accomplish the task.

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
  • OPERATIONS ABOVE FL410 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.

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.

Page Intentionally Left Blank

21-30-01Bleed Air Shutoff Valve(s)
C/2/1
(M) One may be inoperative in the closed position for pressurized flight.
MAINTENANCE PROCEDURE
1. Pull and secure the inoperative side ENVIRONMENTAL BLEED AIR CONTROL circuit breaker located on the right side circuit breaker panel.
2. Select the inoperative BLEED AIR VALVE to the CLOSED position.
OPERATIONAL PROCEDURE
1. Start the engine on the inoperative side, and with the other engine shutdown, select the inoperative BLEED AIR VALVE to the CLOSED position.
2. Verify the PNEUMATIC PRESSURE gauge indicates normally.
3. Keep inoperative valve closed.
4. Do not operate aircraft in known or forecast icing conditions.
5. Operate aircraft at or below FL250.
21-30-01Bleed Air Shutoff Valve(s)
C/2/0
(M)(O) May be inoperative in the closed position for unpressurized flight.
MAINTENANCE PROCEDURE
1. Pull and secure the both ENVIRONMENTAL BLEED AIR CONTROL circuit breakers located on the right side circuit breaker panel.
2. Select the both BLEED AIR VALVEs to the CLOSED position.
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. Place both BLEED AIR VALVES to CLOSED.
  4. Place the Cabin Press switch to DUMP position.
  5. Passengers must be briefed prior to each flight that cabin pressurization will be unavailable.
  6. Do not operate aircraft in known or forecast icing conditions.
  7. Operate aircraft at or below 10,000 feet MSL.

21-30-02Safety Valve (Dump)
C/1/0
(M)(O) May be inoperative provided:
a) Aircraft is configured and operated unpressurized at or below 10,000 feet MSL, and
b) The Safety Valve is secured open.
MAINTENANCE PROCEDURE
  1. Remove the safety valve. Refer to the 90 Series Maintenance Manual Chapter 21, Environmental/Air Conditioning – Outflow Valve and Safety Valve Removal.
  2. Bag and stow any loose connectors.

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. Place both BLEED AIR VALVES to CLOSED.
  4. Place the Cabin Press switch to DUMP position.
  5. Passengers must be briefed prior to each flight that cabin pressurization will be unavailable

21-30-03Outflow Valve
C/1/0
(M)(O) May be inoperative provided:
a) Aircraft is configured and operated unpressurized at or below 10,000 feet MSL, and
b) The Safety Valve is secured open.
MAINTENANCE PROCEDURE
  1. Remove the outflow valve. Refer to the 90 Series Maintenance Manual Chapter 21, Environmental/Air Conditioning – Outflow Valve and Safety Valve Removal.
  2. Bag and stow any loose connectors.

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. Place both BLEED AIR VALVES to CLOSED.
  4. Place the Cabin Press switch to DUMP position.
  5. Passengers must be briefed prior to each flight that cabin pressurization will be unavailable.

21-31-01Pressurization Controller
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. Place both BLEED AIR VALVES to CLOSED.
  4. Place the Cabin Press switch to DUMP position.
  5. Passengers must be briefed prior to each flight that cabin pressurization will be unavailable.

21-32-01Cabin Rate of Climb Indicator
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. Place both BLEED AIR VALVES to CLOSED.
  4. Place the Cabin Press switch to DUMP position.
  5. Passengers must be briefed prior to each flight that cabin pressurization will be unavailable.

21-32-02Differential Pressure/Cabin Altitude Indicator
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. Place both BLEED AIR VALVES to CLOSED.
  4. Place the Cabin Press switch to DUMP position.
  5. Passengers must be briefed prior to each flight that cabin pressurization will be unavailable.

21-34-01Cabin Altitude (red) Warning System
C/1/0
(O) May be inoperative provided aircraft is operated 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.

21-50-01Air Conditioner
C/1/0
(M)
MAINTENANCE PROCEDURE
Pull and secure CB1 A/C START circuit breaker on the 133A circuit breaker panel.
22-10-01Autopilot System
C/-/0
(M) May be inoperative provided operations do not require its use.
NOTE: RVSM is not authorized.
MAINTENANCE PROCEDURE
  1. Pull and secure the appropriate FGC1 SERVO or FGC2 SERVO circuit breaker on the right circuit breaker panel.
  2. The Rudder Boost System is verified operative prior to departure in accordance with the Airplane Flight Manual.
  3. Cabin pressurization is operative.
  4. Operations do not require use of autopilot.

22-10-02Yaw Damper (Except Winglet STC #SA02054SE)
C/1/0
(M)
MAINTENANCE PROCEDURE
Maintenance procedure to ensure no electrical/mechanical fault exists that would have an adverse effect on any Flight Control function.
22-10-03Autopilot Disconnect (AP/YD/DISC Trim Switches) (Except GFC-700)
B/2/0
(M) May be inoperative provided:
a) Autopilot is considered inoperative,
b) Electric Elevator Trim is considered inoperative, and
c) Yaw Damper is considered inoperative.
NOTE: RVSM is not authorized.
MAINTENANCE PROCEDURE
Maintenance procedure to ensure no electrical/mechanical fault exists that would have an adverse effect on any Flight Control function.
23-00-02-01Flight Phone System Automatic Position Reporting Functions
If installed
D/-/0
(M)
MAINTENANCE PROCEDURE
In accordance with EASA CS-MMEL:
Provide alternate procedures if the affected Flight Phone System was used to accomplish procedures for flight reporting.
Provide procedures to address the next in-flight failure of the remaining system(s), if not otherwise available.
23-10-01High Frequency (HF) Communication System
A/-/1
(O) Any in excess of one may be inoperative provided:
a) Alternate communication procedures are established and used, and
b) Repairs are made within three calendar days.
OPERATIONAL PROCEDURE
In accordance with EASA CS-MMEL:
When the route enters airspace for which an In Flight Blind Broadcast Procedure exists, select the appropriate I.F.B.B. VHF frequency and apply the procedure.
23-10-01High 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, and
d) 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 is 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.
23-12-01-02Communications System (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, and
d) It is not required for emergency procedures.
OPERATIONAL PROCEDURE
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.
23-40-01-01Passenger Address System (PA) 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
  1. During Normal, Abnormal and/or Emergency situations or checklists requiring use of PA system, a crew member must face the passengers from the cockpit and make the appropriate announcements/instructions for the situation.
  2. A crew member must orally brief passengers on any items they would normally use the PA system to brief.

23-50-04Audio Panel (Pro Line 21 Only)
C/2/1
(M) Right side panel may be inoperative provided aircraft is operated single-pilot.
MAINTENANCE PROCEDURE
  1. Pull and secure the COPILOT AUDIO CONT and COPILOT AUDIO circuit breakers on the right side circuit breaker panel.

23-50-04Audio Panel (Third Panel Only)
If installed
D/1/0
(M)
MAINTENANCE PROCEDURE
1. Pull and secure the OBSVR AUDIO circuit breaker on the right side circuit breaker panel.
2. The audio panel is placarded DO NOT USE.
23-62-00-02 Emergency Locator Transmitter (ELT) Fixed ELTs
A/-/0
(M) May be inoperative provided:
a) System is deactivated or removed, and
b) Repairs are made within six flights or 25 flight hours, whichever occurs first.
MAINTENANCE PROCEDURE
Deactivate or remove the ELT per chapter 25-60 in the maintenance manual.
23-62-00-02 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.
23-62-00-03 Emergency Locator Transmitter (ELT) Remote Switch
If installed
D/1/0
(M) May be inoperative provided:
a) Remote switch is disconnected from the ELT, and
b) ELT switch is placed in the ARM position.
MAINTENANCE PROCEDURE
  1. Make sure all electrical power is removed from the aircraft.
  2. Using the most current revision of the Maintenance Manual, section 25-60 gain access to the ELT.
  3. Disconnect, bag and stow the associated coax cable to the remote ELT switch.
  4. Reset the ELT to make sure that it has not been activated.
  5. Reinstall all access panels.
  6. Tune a Comm source to (ships Comm, other aircraft Comm, handheld Comm) to 121.5 and listen for an ELT signal. If an ELT signal is heard and can be verified as originating from the affected aircraft, the ELT must be removed and deactivated in accordance with the appropriate ELT relief.

25-20-01-01 Passengers Seats Recline Mechanism
D/-/-
(M) May be inoperative and seat occupied provided seatback is secured in the full upright position.
MAINTENANCE PROCEDURE
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.
25-20-01-02 Passengers Seats Armrest with Recline mechanism
D/-/-
(M) May be inoperative or missing and seat occupied provided:
a) Armrest does not block an Emergency Exit,
b) Armrest does not restrict any passenger from access to the main aircraft aisle, and
c) If armrest is missing, seat is secured in the full upright position.
MAINTENANCE PROCEDURE