2026-05-21

Loganair Operations Manual Part B MEL ATR 42/72-500/600 EMBODYING AEROCONSEIL STC 0110–11 Bulk Freighter Conversion Issue 6, Revision 1: Nov 2025 Revision History Issue Revision Date

How to query the MEL

Use ATR technical terminology for best results: - "air conditioning pack" not "pack fault"
- "hydraulic pump" → works well - "ACAS" / "traffic alert" → works well - "nose wheel steering dispatch" → works, use ATA 32 terms - ATA chapter numbers help: "ATA 21", "ATA 29", "ATA 34"

1 0.5 Nov 2020

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6 1 Nov 2025This document is published by and property of Loganair.© Loganair All rights reserved.

This publication may not be reproduced, whether in whole or part, in any material form without the written consent of Loganair. Manual managed and published by Vistair www.vistair.comChange Revision Summary Change Revision Summary Section Number Description of Change## 2 APPLICABILITY: 23-44-01-07-01A Interphone System – Single Handset Aircraft: G-LMTF now removed from applicability due incorporation of SB 72-23-1135.APPLICABILITY: 23-44-01-07-01B Interphone System – Single Handset Aircraft: G-LMTF now removed from applicability due incorporation of SB 72-23-1135.APPLICABILITY: 23-44-01-07-02A Interphone System – Dual Handset Aircraft: G-LMTF now added to applicability due incorporation of SB 72-23-1135.APPLICABILITY: 23-44-01-07-02B Interphone System – Dual Handset Aircraft: G-LMTF now added to applicability due incorporation of SB 72-23-1135.APPLICABILITY: 27-23-01 Travel Limiter Unit (TLU): Section updated with newly modified aircraft and formatting of 27-23-01P amended for clarity.APPLICABILITY: Aircraft applicability added due separate entry for G-LMTJ Eirtech USB power supply entry. APPLICABILITY: Aircraft applicability added due separate entry for G-LMTJ Eirtech USB power supply entry. NEW: Addition of Eirtech MEL entry for USB power supply on G-LMTJ.

4 NEW: CDL 23.01 Static Dischargers: Addition of entry for G-LMRD and G-LMRE due to modification status.

NEW: CDL 23.01 Static Dischargers: Addition of entry for G-LMRX and G-LMRZ due to modification status. REVISION: 32.04 Nose Gear Aft Door – Addition of note advising of additional cockpit noise. RH–1Change Revision Summary INTENTIONALLY BLANK RH–2List of Effective Sections List of Effective Sections Preamble Preamble Issue Rev Issue Rev Section No No Date Section No No Date R 0 6 1 Nov 2025 0.3.3.1 6 0 Jul 2025

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List of Effective Sections Alert Message List CDL Configuration Deviation List Issue Rev Issue Rev Section No No Date Section No No Date

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Contents Contents 0 Preamble..................................................................................................................0–10.1 Cross Reference Table.........................................................................................0–10.2 Minimum Equipment List.....................................................................................0–20.2.1 Introduction...............................................................................................0–20.2.2 Contents of the MEL.................................................................................0–40.2.3 Criteria for Dispatch..................................................................................0–40.2.4 Maintenance Action..................................................................................0–50.2.5 Maintenance Facilities..............................................................................0–60.3 General...................................................................................................................0–60.3.1 Presentation of the MEL...........................................................................0–60.3.2 How to Read the MEL Operational Part (MOP)........................................0–80.3.2.1 1) Item Number and Title...................................................................0–80.3.2.2 2) Dispatch Conditions......................................................................0–90.3.2.3 3) RI “Rectification Interval” Column.................................................0–90.3.2.4 Rectification Interval Extension Policy (RIE)...................................0–100.3.2.5 4) NI “Number Installed” Column.....................................................0–120.3.2.6 5) NR “Number Required” Column..................................................0–120.3.2.7 6) Placard Column (Yes/No)...........................................................0–120.3.2.8 7) Operational and Maintenance Procedures..................................0–120.3.2.9 8) Notes...........................................................................................0–140.3.2.10 9) References..................................................................................0–140.3.2.11 MEL Revision Procedure.................................................................0–140.3.2.12 Non-Safety Related Items ..............................................................0–150.3.3 How to Read the MEL Maintenance Part (MMP)....................................0–150.3.3.1 Tripping and Tagging of Circuit Breakers........................................0–160.3.4 Definitions...............................................................................................0–180.3.5 CAT 2 Approach.....................................................................................0–200.3.6 Steep Approach......................................................................................0–220.3.7 PBN Approach........................................................................................0–220.3.8 Narrow Runway Operations....................................................................0–230.3.9 Glossary of Standard Nomenclature.......................................................0–24 1 Alert Message List..................................................................................................1–1 1.1 ATR–600 Only........................................................................................................1–11.1.1 General.....................................................................................................1–11.1.2 Reading the Table.....................................................................................1–2 TOC–1 Contents1.1.3 Warning Message.....................................................................................1–21.1.3.1 Engine...............................................................................................1–21.1.3.2 Elec...................................................................................................1–31.1.3.3 Flight Control.....................................................................................1–31.1.3.4 Landing Gear.....................................................................................1–41.1.3.5 Fire Protection...................................................................................1–41.1.3.6 Doors.................................................................................................1–41.1.3.7 Air......................................................................................................1–41.1.3.8 Miscellaneous....................................................................................1–41.1.4 Caution Message......................................................................................1–51.1.4.1 Engine...............................................................................................1–51.1.4.2 Fuel...................................................................................................1–71.1.4.3 Elec...................................................................................................1–81.1.4.4 Hydraulic...........................................................................................1–91.1.4.5 Flight Control...................................................................................1–101.1.4.6 Landing Gear...................................................................................1–101.1.4.7 Air....................................................................................................1–101.1.4.8 Anti-Ice............................................................................................1–121.1.4.9 Autopilot..........................................................................................1–131.1.4.10 MPC................................................................................................1–141.1.4.11 Avionics...........................................................................................1–141.1.4.12 Doors...............................................................................................1–161.1.4.13 Miscellaneous..................................................................................1–161.1.4.14 MFC.................................................................................................1–17 2 MOP Operational Part ............................................................................................2–1 ATA 21 Air Conditioning............................................................................................2–1 ATA 22 Automatic Flight Control System..............................................................2–18 ATA 23 Communications.........................................................................................2–40 ATA 24 Electrical Power...........................................................................................2–54 ATA 25 Equipment....................................................................................................2–66 ATA 26 Fire Protection.............................................................................................2–86 ATA 27 Flight Controls.............................................................................................2–92 ATA 28 Fuel System...............................................................................................2–114 ATA 29 Hydraulic System......................................................................................2–129 ATA 30 Ice and Rain Protection............................................................................2–138 ATA 31 Indicating And Recording Systems.........................................................2–153 ATA 32 Landing Gear.............................................................................................2–202 ATA 33 Lights..........................................................................................................2–207 TOC–2 Contents ATA 34 Navigation..................................................................................................2–222 ATA 35 Oxygen.......................................................................................................2–280 ATA 36 Pneumatic System....................................................................................2–289 ATA 38 Water/Waste...............................................................................................2–292 ATA 42 Integrated Modular Avionics....................................................................2–294 ATA 46 Information System...................................................................................2–295 ATA 52 Doors..........................................................................................................2–297 ATA 56 Windows.....................................................................................................2–309 ATA 61 Propellers...................................................................................................2–312 ATA 73 Engine Fuel and Control...........................................................................2–323 ATA 74 Ignition.......................................................................................................2–334 ATA 75 Air...............................................................................................................2–334 ATA 77 Engine Indicating......................................................................................2–335 ATA 79 Oil................................................................................................................2–340 3 MMP Maintenance Part...........................................................................................3–1 ATA 21 Air Conditioning............................................................................................3–1 ATA 22 Automatic Flight Control System................................................................3–1 ATA 23 Communications...........................................................................................3–2 ATA 24 Electrical Power.............................................................................................3–2 ATA 25 Equipment......................................................................................................3–3 ATA 26 Fire Protection...............................................................................................3–5 ATA 27 Flight Controls...............................................................................................3–5 ATA 28 Fuel System...................................................................................................3–9 ATA 29 Hydraulic System........................................................................................3–10 ATA 30 Ice And Rain Protection..............................................................................3–11 ATA 31 Instruments..................................................................................................3–11 ATA 32 Landing Gear...............................................................................................3–11 ATA 34 Navigation....................................................................................................3–12 ATA 35 Oxygen.........................................................................................................3–12 ATA 36 Pneumatic System......................................................................................3–13 ATA 38 Water/Waste.................................................................................................3–13 ATA 52 Doors............................................................................................................3–14 TOC–3 Contents ATA 56 Windows.......................................................................................................3–15 ATA 61 Propellers.....................................................................................................3–15 ATA 73 Engine Fuel and Control.............................................................................3–15 ATA 77 Engine Indicating........................................................................................3–16 ATA 79 Oil..................................................................................................................3–16 4 CDL Configuration Deviation List.........................................................................4–1 23 Communications...........................................................................................4–2 27 Flight Controls...............................................................................................4–3 32 Landing Gear.................................................................................................4–4 34 Navigation......................................................................................................4–6 52 Doors..............................................................................................................4–9 53 Fuselage.......................................................................................................4–11 55 Stabiliser......................................................................................................4–12 61 Propeller.......................................................................................................4–12 79 Oil..................................................................................................................4–13 TOC–4Preamble## 0 Preamble## 0.1 Cross Reference Table MSN Registration Model

490 G-LMRA 42-500## 484 G-LMRB 42-500## 584 G-LMRD 42-500## 606 G-LMRE 42-500## 782 G-LMRV 72-500F## 577 G-LMRX 72-500F## 855 G-LMRY 72-500F## 570 G-LMRZ 72-500F## 1213 G-LMSA 42-600## 1004 G-LMSB 42-600## 1265 G-LMTA 72-600## 1096 G-LMTB 72-600## 1257 G-LMTC 72-600## 1237 G-LMTD 72-600## 1054 G-LMTF 72-600## 1283 G-LMTE 72-600## 1124 G-LMTG 72-600## 1142 G-LMTH 72-600## 1160 G-LMTI 72-600## 1126 G-LMTJ 72-600## 0.2 Minimum Equipment List

.2.1 IntroductionThis Minimum Equipment List (MEL) is based on the:MMEL Variant Revision Date

ATR 42-400/500 17.0 April 2025 ATR 42-600 17.0 April 2025 ATR 72-500 17.0 April 2025 ATR 72-600 18.0 October 2025 AFM Variant Revision Date ATR 42-400/500 79.0 October 2025 ATR 42-600 79.0 October 2025 ATR 72-500 79.0 October 2025 ATR 72-600 79.0 October 2025 Supplemental Type Certificates STC Holder Number Revision Date Aeroconseil Bulk 0110-011-A-2301 05 April 2022 Freighter Conversion Aeroconseil EFB 0661-01-A 05 May 2019 Mount Aeroconseil ADS-B 0724-02 01 October 2019 Out Aeroconseil LPV/ILS 0828-01 01 July 2017 Lookalike Fokker Service EFB EBAT72-0017 00 January 2019 Mount Pratt and Whitney GN4-T-260-4 G September 2019 FAST System Eirtech EFB Power 1533-006 Issue 3 July 2025 Supply This MEL takes into consideration the Loganair operated ATR 42-500, 72-212A, 42-500 (600 series) and 72-212A (600 Series) specific equipment, configuration, operating conditions, routes flown and requirements laid down by the UK Regulation (EU) 965/2012 as amended.Note: The ATR 42-500 (600 series) and 72-212A(600 series) are commercially known as the 42-600 and 72-600 respectively and will be discribed as such throughout this MEL.This MEL will not deviate from any applicable Airworthiness Directive or any other Mandatory requirement and will be no less restrictive than the manufacturers Master Minimum Equipment List (MMEL).The MEL is intended to permit operations with inoperative items of equipment for a period of time until rectification can be accomplished. Rectification is to be accomplished at the earliest opportunity.MEL Conditions and Limitations do not relieve the Commander from determining that the aircraft is in a fit condition for safe operation with specified unserviceabilities allowed by the MEL.The provisions of the MEL are applicable until the aircraft departs for the purposes of commencing a flight. A decision to continue after any failures that occur between the commencement of the flight and the start of the take-off must be the subject of pilot judgement and good airmanship. The Commander may continue to make reference and use of the MEL where appropriate. Where time and workload permits Commanders may seek the appropriate advice from the Loganair Operations Control Centre prior to continuation of the flight.By approval of the MEL, the United Kingdom CAA permits dispatch of the aircraft for flight with certain items or components inoperative provided an acceptable level of safety is maintained by use of appropriate operational or maintenance procedures, by transfer of the function to another operating component, or by reference to other instruments or components providing the required information.

0.2.2 Contents of the MELThe MEL contains only those items required by the Operating Regulations or those items of airworthiness significance which may be inoperative

prior to dispatch, provided that appropriate limitations and procedures are observed. Equipment obviously basic to airworthiness such as wings, rudders, flaps, engines, landing gear, etc are not listed and must be operative for all flights. It is important to note that: ALL ITEMS WHICH ARE RELATED TO THE AIRWORTHINESS OF THE AIRCRAFT AND NOT INCLUDED IN THE MEL ARE AUTOMATICALLY REQUIRED TO BE OPERATIVE.### 0.2.3 Criteria for Dispatch All MEL items are derived from the manufacturers safety assessment to comply with EASA Certification Specifications CS-MMEL. The assumed level of safety when operating with an MEL item inoperative is: • 1 in 1 million per flight hour of a hazardous situation occurring.• 1 in 100 million of a catastrophic situation occurring.The MEL is a more conservative version of the manufacturers MMEL with further limitations applied according to Loganair’s operating experience. The MEL takes into consideration the normal IFR day to day operation with a trained competent crew and for the majority of the line flying operation, operating with an inoperative item in accordance with the MEL does not create an increased risk or hazard. However, the MEL does not consider all situations and the Commander has the final decision as to whether allowable inoperative items are corrected prior to flight. This will take precedence over the provisions contained in the MEL. The Commander may request requirements above the minimum listed whenever the risk has been assessed and such added equipment is essential to the safety of a particular flight under the special conditions prevailing at the time. Typical conditions that may need additional consideration include, but are not limited to: • Forecast severe turbulence or servere icing.• Strong winds forecast in excess of 50 knots.• Operation to or from contaminated runways.• Line Training flights where the trainee has limited experience.• Airspace restrictions.• Operation in areas where volcanic ash is forecast.The MEL cannot take into account all multiple unserviceabilities.Therefore before dispatching an aircraft with multiple items inoperative, it must be assured that any interface or inter-relationship between inoperative items will not result in a degradation in the level of safety and/ or undue increase in crew workload. It is particularly in this area of multiple discrepancies and especially discrepancies in related systems, that the risk should be assessed. The assessment of the risks should include climatic and en-route conditions.### 0.2.4 Maintenance Action Every effort shall be made by Maintenance to correct all technical defects as early as practicable and that the aircraft be released from a maintenance station in a fully operational condition. The Commander and Loganair Line Maintenance Control must be informed by Line Maintenance as soon as practicable, should it be impossible to rectify the inoperative item prior to departure.Whenever the aircraft is released for service by Line Maintenance for dispatch with items inoperative, the following are required: 1. The Aircraft Technical Log must contain a “B” defect with a description of the inoperative item(s) and MEL reference. The Aircraft Technical Log must be completed in accordance with Loganair Aircraft Technical Log procedure CWG 46 which may be found in the Aircraft Technical Log.2. When they are accessible to the crew in flight, the controls (s), and/ or indicator(s) related to the inoperative system(s) or component(s) must be clearly placarded using an “INOP – see tech log” label as per Aircraft Technical Log procedure CWG 46. 3. If inadvertent operation could produce a hazard, such equipment must be rendered inoperative (physically) as given in the appropriate maintenance procedure.4. The relevant operational and maintenance procedures are contained within the MEL and the Aircraft Maintenance Manual. Note: Unless specifically specified in a Maintenance procedure, an inoperative item may not be removed from the aircraft.

0.2.5 Maintenance Facilities Maintenance and repair facilities for rectification of defects on the ATR

aircraft are located at:Base Maintenance and Line Maintenance – Glasgow/Aberdeen.Line Maintenance – Kirkwall/Sumburgh/Inverness/Dundee/Edinburgh/ Newcastle/Isle of Man.

0.3 General

.3.1 Presentation of the MELThe MEL is divided into 5 sections:This section includes general information and gives Preamble indications bout how to read and understand the

customisation of the MEL.Alert Message List This section is dedicated to the 600 Series only.MEL OPERATIONAL This section contains the MEL items and their PART (MOP) operational procedure classified by ATA chapter. MEL MAINTENANCE This section includes the maintenance procedures PART (MMP) classified by ATA chapter referenced by MOP items CONFIGURATION This section allows dispatch with some secondary DEVIATION GUIDE airframe parts missing. (CDL)Each section is organised with information related to the update revision, and the aircraft validity (or technical configuration in case of envelope non customized MMEL edition).This is a combined MEL to incorporate the ATR 42-500, ATR 72-500 (Freighter Conversion), ATR 42-600 and ATR 72-600 variants. FilteringThe MEL contains filters to allow users the ability to only view sections relevant to the series of ATR they are operating. The filters present users with a choice of either viewing 500 Series, 600 series or All.For information relating to the ATR 42-500 and ATR 72-500, including the 72-500F select 500 series. For information relating to the ATR 42-600 and ATR 72-600 select 600 Series. To view information relating to both the 500 and 600 Series select ALL.DocuNet InterfacesOn the DocuNet App filtering can be selected using the Audience tab at the bottom of the page. On the DocuNet Online Viewer the selecting can be made by using the Audience tab at the bottom of the screen. LayersThe MEL can contain a maximum of 3 layers. Layer 1 will always be visible however layers 2 or 3 can be selected. Layers can be selected/deselected on the menu bar at the bottom of the page.Note: Only layers 1 and 2 are used in this MEL. Layer 2 provides supplementary information regarding extra restriction for flights operating the Sumburgh Partnership contract. If operating a Sumburgh Partnership flight, ensure that layers 1 and 2 are selected when viewing the MEL.Viewing as a PDFIf the MEL is viewed as a PDF, the filtering function is not available. In this case information relating to the 500 and 600 Series will be displayed to the user as shown below:500-Series Applicability ALL RI NI NR PLACARD O M B 1 0 YES NO NO End 500-Series600-Series Applicability G-LMTA, G-LMTD RI NI NR PLACARD O M B 1 0 YES NO NO End 600-SeriesIn the example above information pertaining to the 500 series is contained between 500-Series and End-500 Series. The 600 series is displayed in the same format.If the item is not filtered as above as either 500 or 600 Series then the item is applicable to both series of the ATR. An ‘ Applicability’ row has been added to the MEL tables. If the MEL entry is applicable to all variants it will be annotated as ALL. If the MEL entry is applicable to specific aircraft then these will be listed in this row.### 0.3.2 How to Read the MEL Operational Part (MOP)This section identifies the systems per ATA classification with its associated MEL items and operational procedures (if required). Examples:#### 0.3.2.1 1) Item Number and Title Identifies the system per ATA and its item, it indicates the equipment, systems, components for which dispatch conditions apply. An “if installed” annotation indicates that the listed item is not applicable to all models or configurations. It does not imply that the aircraft may be operated, in accordance with the MEL, with the item removed, unless clearly indicated in the associated Dispatch conditions.#### 0.3.2.2 2) Dispatch Conditions Gives remarks or conditions linked to a MEL dispatch. It indicates the suitable conditions and limitations in the form of placard, maintenance procedures, operational procedures and dispatch conditions as necessary to ensure that an acceptable level of safety is maintained.#### 0.3.2.3 3) RI “Rectification Interval” ColumnFor each applicable item, the Rectification Interval column indicates the rectification interval category. Each category is defined according to the following definitions;No standard interval is specified, however, items in this category shall be rectified in accordance with the remark stated in the MEL.Where a time period is specified in calendar days it shall start Category A at 00:01 on the calendar day following the day of discovery. Where a time period is specified in number of flight or flight hours, it shall start at the beginning of the next flight that follows the discovery.Items in this category shall be rectified within three (3)consecutive calendar days, excluding the day of discovery.Category B For example, if it was recorded at 10 a.m. on January 26th, the three-day interval begins at midnight on January 26th, and ends at midnight the January 29th.Items in this category shall be rectified within ten (10)Category C consecutive calendar days (240 hours), excluding the day of discovery. Items in this category shall be rectified within one hundred and Category D twenty (120) consecutive calendar days, excluding the day of discovery.A dash symbol may appear to redirect to another referenced item which provides the rectification interval category. Dash Symbol “–” Note: Where the MMEL shows a variable number installed, the MEL should reflect the actual number installed, as far as practical.CAUTIONA flight should not be commenced if the scheduled arrival time is after the expiry of the rectification interval.

0.3.2.4 Rectification Interval Extension Policy (RIE)RIE allows operators to grant a one-time extension of the applicable rectification interval for the same duration as that specified in the Minimum

Equipment List (MEL).It is the responsibility of the operator to ensure that rectification is accomplished at the earliest opportunity. The operator may use an RIE to operate an aircraft after the rectification interval has expired. The rectification interval extension shall not be used as a normal means of conducting MEL item rectification and is used only when events beyond the control of the operator have precluded rectification and the rectification has not been possible. This is for category B, C and D MEL items only.The operator is required to report retrospectively any RIE and the reasons for it, to the CAA. It is the responsibility of the operator holding the authorisation to grant RIE. Personnel authorising operations under such approval should be adequately trained in technical and operational disciplines to accomplish their duties. They should have the necessary operational knowledge in terms of operational use of the MEL as alleviating documents by flight crew and maintenance personnel and engineering competence. This responsibility cannot be devolved to other parties such as maintenance organisations. The Flight Operations Inspectorate is responsible for the oversight of RIE. No other agency or department of the CAA has the authority to accept the use of RIE by an operator. The RIE permits an operator to continue to operate an aircraft with particular equipment unserviceable with reference to laid down procedures, if in the opinion of the authorising manager, it was not reasonably practical for the repair to be made during the first period of MEL restriction. The correct procedures for the grant of RIE shall be followed, with reference to the organisations CAMOE instructions on authorising and control of Rectification Interval Extensions.Every effort must be made to ensure rectification is accomplished at the earliest opportunity for both the standard rectification interval and the RIE. An RIE shall be applied for on form Loganair 2257 (RIE Request Form).The RIE requires approval by both Flight Operations and Engineering.The full and final authorisation is conducted by the Flight Operations Authorising Officers. The Technical Services and Planning Manager is responsible for the control of RIE procedure. The approved authorising officers for these departments are as follows: Engineering Head of Continuing Airworthiness Technical Services Manager Nominated Deputy Flight Operations Director of Flight Operations DFO Deputy Fleet Technical Manager ProcedureTo request RIE, the Maintenance controller in LMC will raise an RIE application form Loganair 2257, and complete an RIE Number from the MEL RIE register and must be allocated in order that the formal process can be tracked then closed out. Technical approval shall be granted by the nominated engineering officers. Operational approval and authorisation shall be given by the Flight Operations authorising officers. LMC will present the form to any of the 3 authorising Engineering Managers who will conduct the technical evaluation. If appropriate, the approving manager will then sign Part 3 of the form concluding with his comments the technical evaluation/approval, prior to sending to Flight Ops.Operational and final authorisation is granted by one of the Flight Operations authorising officers. This is done in consultation with the Technical Management and will include elements of risk assessment, weather, proposed routing, and crew experience and if necessary consultation with the aircraft commander. The authorising manager will stipulate the duration of the RIE authorised, or reason for refusal in Part 4 of the form.Once the approval has been granted, the completed RIE form must be sent to the station by LMC where the aircraft is operating, an entry made on the current technical log page referencing the ADD number, the RIE reference, and the new interval and termination time. The respective ADD sheet must then be amended. The form will remain in the MEL RIE Log until the defect has been rectified. Once the defect has been rectified Line Maintenance Control, will send a copy of the Technical Log Sheet with theCertificate of Release to Service attached to the form Loganair 2257 (RIE Request Form) and will forward a copy of all documentation to the CAA within 10 days.Authorisation Media Aviation by its nature may require the grant of RIE out of normal working hours. If this is the case then authorisation may be obtained using any suitable electronic media or if this is not feasible then the authorising officer may give his authorisation verbally. In this case it must be stated on the form that a verbal authorisation has been granted with the time, date and any additional comments that the authorising officer may wish to add.

0.3.2.5 4) NI “Number Installed” Column Shows the number of installed equipment, components, systems or

functions, it matches with the type-certificated configuration of the aircraft.A Dash “–” symbol indicates a variable quantity installed on the aircraft

.3.2.6 5) NR “Number Required” Column Specifies the minimum quantity of equipment, components, systems or

functions which must be operative for a MEL dispatch, under the conditions listed in the dispatch conditions. A Dash “–” symbol indicates a variable quantity, minimal required for the dispatch of the aircraft.

0.3.2.7 6) Placard Column (Yes/No)• YES: The Dispatch Condition may require that an inoperative component to be clearly placarded in the cockpit.

• NO: No Placard is Required.#### 0.3.2.8 7) Operational and Maintenance ProceduresAn inoperative equipment may refer to an operational and/or maintenance procedure (M) to ensure an acceptable level of safety. It is the operator’s responsibility to ensure that all the (O) and/or (M)refer to an appropriate operational and/or maintenance procedure, or to a procedure established by the operator and accepted by the National Authority (CAA). The operator must then ensure that these procedures are appropriately applied. Both (O) and (M) identifiers used singularly or in conjunction with each other, require that appropriate procedures be established, published and complied with if flight is accomplished with the item inoperative.1. “O” Column:The “YES” in Operational Column “O” identifies an Operational procedure when operating with the associated inoperative item. Operational procedures may require crew actions, limitations, performance penalties or crew awareness information to be taken into account.These procedures are normally carried out by qualified flight or cabin crew, but may be accomplished by other qualified, approved personnel. However the flight crew must always be informed of the applicable operational procedure prior to each flight under associated MEL item.When flight situation occurs the operational procedures must always be applied under the associated item (unless its periodicity of application is clearly specified in remarks and conditions).The operational Procedure is described just after the associated Dispatch Condition of the MEL item and is identified with the same number and title.2. “M” Column:The “YES” in Maintenance Column (M) identifies a maintenance procedure to be performed. These procedures are normally carried out by maintenance personnel, but some elementary maintenance tasks may be accomplished by crew members or other qualified, approved personnel. Flight crew can accomplish some of these elementary (M) procedures but it remains the responsibility of the operator and under its national authority approval, however it is recommended that maintenance personnel accomplish procedures that require specialised knowledge, skills, or the use of tools and test equipment. The maintenance procedures should normally be performed once prior to the first flight under the associated item and, if applicable, must be repeated at the interval specified in the Remark.The maintenance Procedure is published in the MEL maintenance Part (3) and is identified with the same number and title.

0.3.2.9 8) Notes There are three levels of notes:

• Notes at the level of the item: these notes appear below the item title and before the first dispatch condition of this item. These notes apply to all the dispatch conditions of the item.• Notes at the level of the dispatch condition: these notes appear at the end of the dispatch condition. These notes apply only to this dispatch condition.• Notes at the level of the requirement: these notes appear within a proviso. These notes apply only to this requirement.

0.3.2.10 9) References References are introduced to assist the Operator in complying with MEL

requirements. However, as indicated in the PREAMBLE, the Operator is still responsible for determining the applicable interrelationships and associated requirements.References are used in case of:• Another source of information must be reviewed and associated restrictions, and/or procedures must be applied (e.g. “Refer to AFM …”).• Another ATA chapter of the MEL must be reviewed, in order to determine the applicable item. The rectification interval category the most restrictive must be applied.#### 0.3.2.11 MEL Revision Procedure Normal Revision (N/R) Procedures • Each new MEL issue is identified by an issue number. Revisions to an issue will be identified by a revision number. • Each MEL includes ATA Chapter Page, MMEL/DDG Issue Date and Issue/Revision number. • When a new issue is produced, OASES and DocuNet will be updated by the respective administrators of those manuals. • Modifications made to the text or the figures are marked by a blue vertical line in the INNER margin of the sheet. • A Change Revision Summary is provided after the title page in the front of the manual. • All the holders of this manual are responsible for ensuring they have the latest update on DocuNet. • All Normal Revisions must be approved by the Civil Aviation Authority.• The Director of Flight Operations will forward all revisions to the Civil Aviation Authority for approval.

0.3.2.12 Non-Safety Related Items Non-safety related equipment such as galley equipment and passenger

convenience items, need not be listed in MEL.Non-safety-related items include those items related to the convenience, comfort, or entertainment of the passengers and equipment that is used only on ground for maintenance purpose. Convenience, comfort, or entertainment of the passengers may include, but not limited to, items such as galley equipment, movie equipment, stereo equipment, overhead reading lamps, potable water. Equipment, such as entertainment systems or galley equipment, may be installed for passenger convenience. If this non-safety-related equipment does not affect the airworthiness or operation of the aircraft when inoperative, it does not require a rectification interval, and need not be listed in the operator's MEL, if it is not addressed in the MMEL.Exceptions to this are as follows:Where non-safety-related equipment serves a second function, such as movie equipment being used for cabin safety briefings, operators should develop and include operational contingency procedures in the MEL in case of an equipment malfunction. Where non-safety-related equipment is part of another aircraft system, for example the electrical system, procedures should be developed and included in the MEL for deactivating and securing in case of malfunction.In these cases, the item should be listed in the MEL, with compensating provisions and deactivation instructions if applicable. The rectification interval will be dependent on the secondary function of the item and the extent of its effect on other systems.

0.3.3 How to Read the MEL Maintenance Part (MMP)This section includes the maintenance procedure classified by ATA chapter associated to the corresponding MEL items.

Below, is an example with indications about how to read and understand the customization of our new MEL Maintenance Part.

21-23-01 Overboard Valve

21-23-01A Automatic Mode

Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO Automatic mode may be inoperative provided that;a. Manual mode is checked operative before each departure, and b. Flight is conducted in order to maintain P 1 PSI. See operational procedure MOP.21.23.01P Overboard Valve (O)

ITEM Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO YES May be inoperative provided that: Link to Maintenance Procedure a. It is deactivated, and b. Extended overwater flight is prohibited, and c. Flight level is limited to FL170, and d. FLOW selector is considered inoperative, refer to item 21-10-01 MOP.21.10.01 Flow Selector See maintenance procedure MMP.21.23.01M Overboard Valve (M)

Maintenance Procedure Title

21-23-01M Overboard Valve (M)

Overboard Ventilation Valve De-energisation

MAINT - Refer to JIC 21-23-22 DAR 10000 PART 1/MP ATR-A-21-23-20-00ZZZ-560Z-A, setting

PROC the valve open in intermediate position.Note: Avoid leaving avionics selected ON for a long period of time.

0.3.3.1 Tripping and Tagging of Circuit Breakers

If the MEL item requires a circuit breaker to be tagged and locked out this should normally be achieved using lockout tags part number S4933959-531 (with flag) or part number 10237-1 (without flag). The lockout tags should be installed as shown below. Alternatives may be authorised by the Loganair Airworthiness department.Part number S4933959-531 Part number 10237-1If no tags are available on board the aircraft at a station with no Engineering support the aircraft may proceed to the next Line Maintenance station for tags to be fitted under the following conditions:1. The aircraft Commander MUST take steps to ensure that the circuit breaker is not inadvertently reset during flight. 2. An entry MUST be raised in the aircraft technical log on arrival at the first station with Engineering support requiring the appropriate circuit breakers to have lockout tags fitted.3. The aircraft must not depart a station with Engineering support (Listed in paragraph 1.2) without lockout tags fitted. 4. Only the Aircraft Commander deferring the defect may operate the aircraft. An authorised Engineer may only use this procedure where a defect has to be deferred at a station with no Engineering support, provided the Aircraft Commander is suitably briefed in person by the authorised Engineer at the station of departure. The Aircraft Commander MUST raise an entry in the aircraft technical log on arrival at the first station with Engineering support requiring the appropriate circuit breakers to have lockout tags fitted.### 0.3.4 DefinitionsThis list is not exhaustive.Means that the listed item of equipment is subject to provisos (restrictive or permissive) expressed inthe applicable legislation (e.g. regulation Air As required by operations, Single European Sky legislation or the applicable airspace regulation requirements). When the equipment is not required, it may be inoperative for the time specified by its rectification interval category.Some MEL items are assigned a time interval in “days” in the remark.Calendar days “Days” must be considered as “calendar days”, not including the calendar day that the failure was recorded. Refers to cargo operations when aircraft is operated with an ATR cargo Cargo installation. In case of STC (Supplemental Type Certificate) installation, configuration operator shall adapt its MEL with STCsupplement. Commencement The point when an aircraft begins to move under its own power for the of Flight purpose of preparing for takeoff. Must be treated as “inoperative”. Therefore the “considered inoperative” MEL item must also be recorded in the Technical log and the associated Considered dispatch exceptions must be applied, in addition to any applicable (o) and Inoperative (m) procedure. The shorter rectification interval, between the initial inoperative item and the “considered inoperative” item, should be applied.The calendar day that the failure has been recorded in the aircraft Day of discovery maintenance record/logbook.A flight operated over water at a distance of more than 93km (50Nm), or Extended 30 min at normal cruising speed, whichever is the less, away from land overwater flight suitable for making an emergency landing, Refer to ICAO Annex 6 parts II. Non-revenue flight with necessary flight crewmember to conduct a ferry Ferry Flight flight.Is defined as the period of time that begins the moment at which an aircraft begins to move by its own means in preparation for takeoff, Flight continues during takeoff and the applicable flight phases, and ends when the aircraft lands and comes to a complete stop in its parking area.A 24-hour period from midnight to midnight based on either UTC during Flight Day which at least one flight is initiated for the affected aircraft.Visible moisture in any form is present, and OAT on ground and for Icing conditions takeoff is at or below 5°C or when TAT in flight is at or below 7°C. Refer to AFM-LIM-04-04 ICING CONDITIONS.Weather conditions that require a pilot to fly primarily by reference to IMC instruments.Material that can catch fire and burn. Where loading of inflammable or combustible material is prohibited, no material may be loaded except the Inflammable or following: cargo handling equipment, flyaway kits (excluding e.g. cans of Combustible hydraulic fluid, cleaning solvents, batteries, chemical generators, etc) and material in-flight service material (return catering-only closed catering trolleys/ boxes, no newspaper, no alcohol or duty free goods).Any time a system and/or component malfunctions to the extent that it Inoperative does not accomplish its intended purpose and/or is not consistently functioning within its designed operating limit(s) or tolerance(s).Intended Flight The Flight planned route.Route Atmospheric environment allows the flight to proceed under the Visual VMC Meteorological Conditions applicable to the flight.

0.3.5 CAT 2 Approach 500-Series

System Approach with Autopilot MEL Item Autopilot 1 22-18-01 FD Bars 1 (CM2 Side) 22-18-02 AP Quick Disconnect 1 (CM2 Side) 22-16-04 AP OFF Warning (light## 1 22-36-02 and aural) ADU 1 22-15-01 ILS Receiver 2 34-36-01 AHRS 2 34-20-01 Standby Horizon 1 34-27-01 EFIS 3 (2 CM2 Side) 34-71-01 SGU 2 34-71-02 Radio Altimeter 1 (with 2 Displays) 34-42-01 DH Indicator 2 – GA Pushbutton 2(1) – Windshield Wipers 1 (CM1 Side) 30-65-01-01 Yaw Damper 1 22-18-03 Altimeters 34-12-02 3 34-12-03 Airspeed Indicators 2 34-13-01-01 •CM2 side must be operative (2).Hydraulic Systems Blue & Green 29-11-01 Electrical System DC: BUS 1, BUS 2, EMER, STBY, ESS 24-30-01 AC: BUS 1, BUS 2, STBY 24-21-01 ACW: BUS 1, BUS 2 24-22-01 MFC Modules 31-48-01-01 31-48-01-02 3 31-48-01-03 31-48-01-04 Probe Heating 30-30-01 30-30-02## 3 Pitot’s, 6 Static’s, 2 AOA’s and 2 TAT’s 30-31-01 30-31-02(1) Loganair requirement.(2) The Standby airspeed indicator can be easily monitored only from the CM1 position.End 500-Series 600-Series System Approach with Autopilot MEL Item Autopilot 1 22-18-01 COURSE rotary switch 2 – AP Quick Disconnect 1 (CM1 Side) 22-16-04 AP OFF Warning (light 1 – and aural)ILS Receiver 2 34-36-01 AHRS 2 34-20-01 IESI 1 34-22-01-01 PFD 2 31-60-01 Radio Altimeter 1 (with 2 Displays) 34-42-01 DH Indicator 2 – GA Pushbutton 2 – Windshield Wipers 1 (CM1 Side) 30-65-01-01 Yaw Damper 1 22-18-03 ADC 2 34-11-01 Hydraulic Systems Blue & Green 29-11-01 Electrical System DC: BUS 1, BUS 2, EMER, STBY, ESS 24-30-01 AC: BUS 1, BUS 2, STBY 24-21-01 ACW: BUS 1, BUS 2 24-22-01 MFC Modules 31-48-01-01 31-48-01-02 3 31-48-01-03 31-48-01-04 FCGP Dual Channel (1) – Probe Heating 30-30-01 30-30-02

3 Pitot’s, 6 Static’s, 2 AOA’s and 2 TAT’s 30-31-01

30-31-02 (1) Not applicable to G-LMTC. End 600-Series

.3.6 Steep Approach System MEL Item

Pitch Trim Rocking Levers 27-32-01 Standby Pitch Trim 27-32-02 Pitch Elevator Coupling System 27-37-01 Flaps Control System 27-51-01 Airframe De-Icing Boots System 30-11-02### 0.3.7 PBN ApproachThe following equipment is the minimum required to commence an LNAV 2D or 3D RNP approach. 500-Series System Number Required MEL Item FMS with a current and valid Navigation## 1 34-61-02 Database 31-60-05-03 MCDU 1 31-60-05-05 Navigation Source Selection (on ECP) 1 – GNSS Receiver 1 34-58-01 CDI (NAV lateral Deviation) 1 – EADI 1 34-71-01 EHSI 1 34-71-01 AHRS 1 34-20-01 ADC 1 34-11-01 End 500-Series 600-Series System Number Required MEL Item FMS with a current and valid Navigation

1 34-61-02 Database

Display Unit (Either DU2 or DU4) 1 31-60-01 MCDU 1 31-60-05-01 GNSS Receiver 1 34-58-01System Number Required MEL Item Functional NAV source selector 1 – CDI (NAV lateral deviation) 1 – Navigation Display (ND) 1 31-60-01 Primary Flight Display 1 31-60-01 AHRS 1 34-20-01 ADC 1 34-11-01 ICP (LNAV/VNAV Approaches) 1 – The following equipment is the minimum required to commence a LPV approach. System Number Required MEL Item FMS with a current and valid database 1 34-61-02 Display Unit (Either DU2 or DU4) 1 31-60-01 MCDU 1 31-60-05-01 GNSS SBAS receivers 2 34-58-01 TAWS 1 34-48-01-01 Radio Altimeter 1 34-42-01 Functional NAV source selector on FGCP with NAV and APP selections 1 – operative

1 CDI 1 – PFD 1 31-60-01

AHRS 1 34-20-01 ADC 1 34-11-01 End 600-Series

.3.8 Narrow Runway OperationsThe following equipment must be operative for Narrow Runway Operations.

System Number Required MEL Item ACW Generators 2 24-22-01 Main Hydraulic Pump 2 29-11-01System Number Required MEL Item DC Auxiliary Pump 1 29-11-02 31-48-01-03 MFC Module 1B and 2B 1 31-48-01-04 Nose Wheel Steering 1 32-51-01

0.3.9 Glossary of Standard NomenclatureA AAS Anti-icing Advisory System

ABN Abnormal ACAS Airborne Collision Avoidance System ACARS ARINC Communication Addressing and Reporting System ADU Advisory Display Unit AC Alternating Current ACARS Aircraft Communication Addressing and Reporting System ACAS Airborne Collision Avoidance System ACCU Accumulator AC BTC AC Bus Tie Contactor AC BTR AC Bus Tie Relay AC EBTC AC Emer Bus Transfer Contactor ACM Air Cycle Machine ACP Audio Control Panel ACW Alternating Current Wild Frequency ADC Air Data Computer ADF Automatic Direction Finding ADI Attitude Director Indicator ADN Avionic Data Network ADS Air Data System ADS-B Automatic Dependent Surveillance – Broadcast AFCS Automatic Flight Control System AFDX Avionic Full Duplex A/FEATH Auto FeatheringAFM Airplame Flight Manual AFU Auto Feather Unit AGB Accessory Gear Box AGL Above Ground Level AH Ampere-Hours AHRS Attitude and Heading Reference System AHRU Attitude and Heading Reference Unit AIDS Aircraft Integrated Data System AIL Aileron ALT Altitude ALTM Altimeter ALTN Alternate ANN Annunciator AOA Angle of Attack AP Autopilot APC Active Phase Control APP Approach ARM Armed ARINC Aeronautical Radio IncorporatedA/S Antiskid ASAP As Soon As Possible ASCB Avionics Standard Communication Bus ASD Accelerate Stop Distance ASI Air Speed Indicator ASTR AC Stand by Bus Transfer Relay ASYM Asymmetry ATC Air Traffic Control ATE Automatic Test Equipment ATPCS Automatic Takeoff Power Control System ATT Attitude ATTND Attendant AUTO Automatic AUX Auxilary AVAIL Available AZ Azimuth AZWF Actual Zero Fuel Weight B BARO Barometric BAT Battery BC Back Course BITE Build in Test Equipment BPCU Bus Power Control Unit BPU Battery Protection Unit BRG Bearing BRK Brake B-RNAV Basic Area Navigation BSC Battery Start Contactor BTC Bus Tie Contactor BTR Bus Tie Relay BXR Battery Transfer Relay C CAB Cabin CAC Crew Alerting Computer CAN Controller Area Network CAP Crew Alerting Panel CAPT Captain CAS Calibrated Airspeed CAT Category C/B Circuit Breaker CCAS Centralized Crew Alerting System CCW Counter Clockwise CD Coefficient of Drag CDI Course Deviation Indicator CDS Cockpit Display System CDU Cabin Display Unit CFC Constant Frequency Contactor CFR Code of Federal Regulations CG Center of Gravity CHAN Channel CHC Charge Contactor CHG Charge C/L Check List CL Condition Lever or Coefficient of Lift CLA Condition Lever Angle CLB Climb CLR Clear CM Crew Member CNTR Contactor CNTNR Container COM Communication COMPT Compartment COMPTR Computer CONFIG Configuration CONT Continuous CORRECT Correction CPCS Cabin Pressure Control System CPL Autopilot Coupling CPM Core Processing Module CRC Continuous Repetitive Chime CRG Cargo CRS Course CRT Cathode Ray TubeCRZ Cruise CTL Control CVR Cockpit Voice Recorder CW Clockwise D DADC Digital Air Data Computer DADS Digital Air Data System DC Direct Current DCA Data Concentration Application DEC Decrease DELTA P Differential Pressure DEV Deviation DFDR Digital Flight Data Recorder DGR Degraded DH Decision Height DIFF Differential DIM Light Dimmer DISCH Discharge DIST Distance DM Data Module DME Distance Measuring Equipment DN Down DSPL Display DU Display Unit E EADI Electronic Attitude Director Indicator EBCC Emergency Battery Charge Contactor EBTS Emer Bus Transfer Contactor ECS Environmental Control System ECU Electronic Control Unit E/E Elecrical/Electronic EEC Electronic Engine Control EFCP EFIS Control Panel EFIS Electronic Flight Instrument System EGHR External Ground Handling Relay EGPWS Enhanced Ground Proximity Warning System EHSI Electronic Horizontal Situation Indicator EHV Electro Hydraulic Valve ELEC Electrical EPE Estimated Position Error ELEV Elevator ELV Elevation EMER Emergency ENG Engine EPC External Power Contactor EQPT Equipment ERIU Engine Rating Interface Unit ESS Essential ET Elapsed Time ETA Estimated Time of Arrival ETE Estimated Time En route ETOPS Extended Twin Operations EWD Engine and Warning Display EXT External EXC External Power/Service Bus Contactor F FAIL Failed, Failure FCOC Fuel Cooled Oil Cooler FCU Fuel Control Unit FCOM Flight Crew Operating Manual FD Flight Director FDA Flight Display Application FDAU Flight Data Acquisition Unit FDEP Flight Data Entry Panel FEATH Feathered FF Fuel Flow FGCP Flight Guidance Control Panel FGS Flight Guidance System FI Flight Idle FL Flight Level FLT Flight FMA Flight Modes Annunciators FMS Flight Monitoring System F/O First Officer FODU Feeder Overheat Detection Unit FOS Flight Operations Software FQI Fuel Quantity Indication FTO Final Take Off FTR Feather FU Fuel Used FWD Forward FWS Flight Warning System G GA Go Around GAL Galley GC Generator Contactor GCR Ground Clutter Reduction GCU Generator Control Unit GEN Generator GDM Group of Data Module GI Ground Idle GMT Greenwitch Mean Time GND Ground GNSS Global Navigation Satellite System GPS Global Positioning System GPU Ground Power Unit EGPWS Enhanced Ground Proximity Warning System G/S Glide Slope GS Ground Speed GW Gross Weight GXS ACW Generator/Service Bus Contactor H HBOV Handling Bleed Overboard Valve HBV Handling Bleed Valve HD Head Down HDG Heading HDLG Handling HDOP Horizontal Dilution of Precision HEBTC Hot Emer Battery Transfer Contactor HF High Frequency HI High HIL Horizontal Integrity Limit HLD Hold HMBTC Hot Main Battery Transfer Contactor HMU Hydromechanical Unit HBOV Handling Overboard Valve HP High Pressure HSI Horizontal Situation Indicator HTG HeatingHU Head Up HYD Hydraulic I IAF Initial Approach Fix IAS Indicated Air Speed ICP Index Control Panel IDT Ident IESI Integrated Electronic Standby Instrument IEP Ice Evidence Probe I.F Intermediate Frequency IFR Instrument Flight Rules IGN Ignition ILS Instrument Landing System IMU Inertial Measurement Unit IN Intertial Navigation INC Increase IND Indicator IN/HG Inches of Mercury INHIB Inhibit INOP Inoperative INS Inertial Navigation System INST Instrument INT Interphone INU Inertial Navigation Unit INV Inverter IOM Input Output Module IRS Inertial Reference System ISOL Isolation ISV Isolation Shut-off Valve ITT Inter Turbine Temperature J JIC Job Instruction Card L LAT Lateral LAV Lavatory LBA Lowest Blade Angle LDG Landing L/G Langing Gear LH Left Hand LIM Limitation LMG Left Main Gear LNAV Lateral Navigation LO Low LOC Localizer LOM List of Modifications LOS Line of Sight LP Low Pressure LRU Line Replaceable Unit LSK Line Select Key LT Light LVL Level M MAC Mean Aerodynamic Chord MAN Manual MAP Ground Mapping MAX Maximum MBCC Main Battery Charge Contactor MBTC Main Bus Transfer Contactor MC Master Caution MCDU Multi Function Control Display Unit MCP Multi Function Control Panel MCT Maxi Continuous MEA Maximum En route Altitutde MECH Mechanic MEL Minimum Equipment List MFC Multi Function Computer MFCU Mechanical Fuel Control Unit MFD Multi Function Display MGT Management MIC Microphone MIN Minimum MISC Miscellaneous MKR Marker MLG Main Landing Gear MLS Microwave Landing System MLW Maximum Landing Weight MMEL Master Minimum Equipment List MMO Maximum Operating Mach MMPU Multi Media Player Unit MP Maintenance Procedure MPC Multi Purpose Computer MPU Micro Processor Unit MOD Modification MPC Micro Processor Unit MSG Messages MSN Manufacturer Serial Numner MTOW Maximum Takeoff Weight MW Master Warning MZFW Maximum Zero Fuel WeightN NAC Nacelle NAV Navigation ND Navigation Display NAVAID Navigation Aid NDB Non Directional Beacon NDB (GPS) Navigation Data Base NEG Negative NG Nose Gear NH High Pressure Spool Rotation Speed NIL Nothing, No Object NL Low Pressure Spool Rotation Speed NLG Nose Landing Gear NM Nautical Mile NORM Normal NP Propeller Rotation Speed NPU Navigation Processor Unit NVM Non Volatile Memory N/W Nose Wheel NWS Nose Wheel Steering O OAT Outside Air Temperature OBS Omni Bearing Selector ONS Omega Navigation System OT Other Traffic OUTB Outboard OVBD Overboard OVERTEMP Overtemperature OVHP Over Head Panel OVHT Overheat OVLY OverlayOVRD Override OXY Oxygen P PA Passenger Address PAX Passenger PBE Protective Breathing Equipment PBN Performance Based Navigation PCN Pavement Classification Number PCR Pavement Classification Rating PCU Propeller Control Unit PEBMV Parking/Emergency Braking Metering Valve PEC Propeller Electronic Control PF Pilot Flying PFD Primary Flight Display PFTS Power Feeder Thermal Sensor PIU Propeller Interface Unit PL Power Lever PLA Power Lever Angle PNF Pilot Non Flying PNL Panel POS Position PR Pressure PRIM Primary PRKG Parking PROC Procedure PROP Propeller PROX SW Proximity Switch P-RNAV Precision Area Navigation PSEU Proximity Switch Electronic Unit PRV Pressure Reguating Valve PSI Pounds per Square Inch PSU Passenger Service Unit PSV Propeller Servo Valve PT Point PTB Power Trim Box PTT Push To Talk, Push To Test PT Proximity Traffic TCAS PTW Pitch Thumb Wheel PTCU Power and Video Control Unit PVM Propeller Valve Module PVCU Power and Video Control Unit PWM Pulse Width Modulation PWR Power Q AR Quick Access Recorder QRC Quick Release Control QT Quart QTY Quantity R RA Resolution Advisory TCAS RAD/ALT Radio Altitude RAD/INT Radio/Interphone RAIM Receiver Autonomous Integrity Monitoring RCAU Remote Control Audio Unit RCDR Recorder RCF Resident Compact Flash RCL Recall RCP Refuel Control Panel RCT Rain Echo Attenuation Compensation Technique RCU Releasable Centering Unit RECIRC Recirculation REV Reverse RGA Reverse Go-Around RGB Reduction Gear Box RH Right Hand RLY Relay RMA Radio Management Application RMG Right Main Gear RMI Radio Magnetic Indicator RMS Radio Management System RNAV1 RNP Required Navigation Performance RPM Rotation Per Minute RQD Required RTO Reserve Take-Off RTOW Regulatory Take-Off Weight RUD Rudder S SAT Static Air Temperature SB Service Bulletin SBTC Stand By bus Transfer Contactor SC Single Chime, Starter Contactor SCU Single Conditionning Unit SD System Display SDTC Static Inverter Override Transfer Contactor SEC Secondary SELCAL Selective Calling SG Symbol Generator SGL Single SGU Symbol Generator Unit SID Standard Instrument Departure SMK Smoke SMKG Smoking SO (S/O) Shut Off SOV Shut Off Valve SPD Speed SPLR Spoiler SPLY Supply SSR Service bus Select Relay STAB Stabilizer STAR Standard Arrival STBY Standby STR Service bus Transfer Relay STRG Steering SVCE Service SYNPHR Synchrophaser SYS System T TA Traffic Advisory TCAS TAD Terrain Awareness Display TAS True Air Speed TAT Total Air Temperature TAWS Terrain Awareness Warning System TBD To Be Determined TCAS Traffic alert and Collision Avoidance System TCF Terrain Clearance Floor TCS Touch Control Steering T/D Time Delay TEMP Temperature TGT Target TIC Turbine Inlet Control TK Tank TLU Travel Limiting Unit (Rudder)TM Torque Motor T.O Take-Off TOC Top of Climb TOD Top of Descent TOD Take-Off Distance TOR Take-Off Run TOW Take Off Weight TQ Torque TRU Transformer Rectifier Unit TTG Time To Go TSCU Torque Signal Conditioning Unit V V1 Decision Speed VR Rotation Speed V2 Second Segment Unit VCCU Video Cabin Command Unit VCP Virtual Control Panel VENT Ventilation VERT Vertical VFR Visual Flight Rules VHF Very High Frequency VMC Visual Meteorological Conditions VMO Maximum Operating Speed VNAV Vertical Navigation VOR VHF OMNI Directional Range VS Vertical Speed VSI Vertical Speed Indicator VU Visual Unit W WARN Warning WAT Weight Altitude Temperature WBM Weight and Balance Manual W/S Windshear WOW Weight On Wheel WPT Waypoint WX Weather Mode WXR Weather Radar X X Cross XFEED Cross Feed XFR Transfer XPDR Transponder Y YD Yaw Damper Z ZA Aircraft Altitude ZCTH Theoretical Cabin Altitude Z CAB Cabin Altitude ZFW Zero Fuel Weight ZP Pressure Altitude ZRA Radio Altimeter AltitudeINTENTIONALLY BLANKAlert Message List## 1 Alert Message List## 1.1 ATR–600 Only 500-Series Not Applicable End 500-Series 600-Series

.1.1 GeneralThe main purpose of the Alert Message List is to provide a quick means to cross-reference an alert message with the possible associated MEL

item.This Alert Message List is intended to assist crews in defining if the condition presented by the alert message is a potential deferrable one or not prior to performing troubleshooting. It is not the intent of this list to replace or disregard proper troubleshooting of the associated alert message. Whenever an alert message is displayed, its cause must be investigated by using the appropriate means or associated maintenance procedures.When an alert message is displayed, its cause must be investigated by using the appropriate means or associated maintenance procedures. Only after proper identification of the failed component a MEL relief may be used. Once this MEL relief is used, the Alert Message List is no longer applicable to this related item.If the operator chooses not to consider MEL relief, then maintenance must be accomplished to rectify any system and/or component failure before aircraft dispatch.The flight crew is responsible for checking that the condition of the aircraft systems/components complies with the MEL requirements. Prior to operation with any item inoperative acceptance by the crew is required in accordance with the continuing airworthiness management procedures. If not, the dispatch of the aircraft is not permitted. Note: This cross reference table shall be used for guidance purpose only as it does not cover all the combinations of systems and/or component failures that may cause Alert message(s).Alert Message List

.1.2 Reading the Table1. Class of Alert message section: Warning, Caution, Advisory.• WARNING messages: Refer to WARNING MESSAGE • CAUTION messages: Refer to CAUTION MESSAGE

1. EWD message: this column indicates the alert message title that appears on the Alert Window on the EWD.
2. Meaning/Assessment conditions: this column provides additional information when required. When a failed component is identified as a root cause, it either leads to a potential dispatch or a no dispatch case (NO DISPATCH) following the nature of the failed component.
3. Condition of dispatch:• NO DISPATCH: Since the associated EWD alert message can be triggered by one (or more) system, equipment, component, or functional conditions or failures, an MMEL item relief cannot be directly linked to these EWD alert messages. Operators must perform troubleshooting to identify the root cause(s) that triggered the EWD alert message. Dispatch may be possible for the identified inoperative system(s), equipment, component(s), or function(s) if an MMEL item exists for the identified inoperative condition.If not, or if the operator decides not to consider MMEL relief, maintenance or repair must be completed to resolve any system, equipment, or component failure before the aircraft is released to service. • XX-XX-XX: Potential Dispatch. Troubleshooting is necessary to identify the specific conditions that triggered the EWD alert message. When identified, a dispatch may be possible under the referenced MMEL item. • Apply EWD procedure: some of the FWS messages can be resolved by applying the associated procedure. It is up to the crew to assess situation after application of the procedure.### 1.1.3 Warning Message

.1.3.1 Engine Engine

Condition of EWD Message Meaning/Assessment Conditions Dispatch ENG 1 FIRE NO DISPATCHAlert Message List Engine Condition of EWD Message Meaning/Assessment Conditions Dispatch ENG 1 OIL PRESS NO DISPATCH ENG 1 OUT NO DISPATCH ENG 1+2 OUT NO DISPATCH NAC OVHT Apply EWD Procedure ENG 2 FIRE NO DISPATCH ENG 2 OIL PRESS NO DISPATCH ENG 2 OUT NO DISPATCH PROP BRK 61-50-011.1.3.2 Elec Elec Condition of EWD Message Meaning/Assessment Conditions Dispatch ELEC DC GEN 1+2 NO DISPATCH#### 1.1.3.3 Flight Control Flight Control Condition of EWD Message Meaning/Assessment Conditions Dispatch FLAPS UNLK NO DISPATCH Pitch disconnect occurred in Flight NO DISPATCH PITCH DISC Pitch disconnect occurred on ground Apply EWD (All three landing gear oleos Procedure compressed)PITCH RECONNCT If message remains 10s after NO DISPATCH reconnection attempt refer to

MOP.27-37-02 Elevators Clutch Reconditioning Device

Alert Message List

.1.3.4 Landing Gear Landing Gear

Condition of EWD Message Meaning/Assessment Conditions Dispatch LDG GEAR NOT DN NO DISPATCH#### 1.1.3.5 Fire Protection Fire Protection Condition of EWD Message Meaning/Assessment Conditions Dispatch FWD SMK NO DISPATCH AFT SMK NO DISPATCH ELEC SMK NO DISPATCH#### 1.1.3.6 Doors Doors Condition of EWD Message Meaning/Assessment Conditions Dispatch DOORS UNLK NO DISPATCH1.1.3.7 Air Air Condition of EWD Message Meaning/Assessment Conditions Dispatch EXCESS CAB ALT NO DISPATCH EXCESS CAB ΔP NO DISPATCH NEGATIVE CAB ΔP NO DISPATCH#### 1.1.3.8 Miscellaneous Miscellaneous Condition of EWD Message Meaning/Assessment Conditions Dispatch CONFIG NO DISPATCHAlert Message List

.1.4 Caution Message

.1.4.1 Engine Engine

Condition of EWD Message Meaning/Assessment Conditions Dispatch ENG 1 LO PITCH NO DISPATCH ENG 1 OIL OVHT NO DISPATCH ENG 1 OVER LIM NO DISPATCH ENG 1 PEC NO DISPATCH ENG 1 PEC SG CH 61-21-02 ENG 1 PROP LIM NO DISPATCH ENG 2 LO PITCH NO DISPATCH ENG 2 OIL OVHT NO DISPATCH ENG 2 OVER LIM NO DISPATCH ENG 2 PEC NO DISPATCH ENG 2 PEC SG CH 61-21-02 ENG 2 PROP LIM NO DISPATCH ENG BOOST 73-23-05 ENG EEC 73-23-02 ENG EEC 1+2 NO DISPATCH ENG PROP NP 61-21-06 NH < 20%, 10s after starter NO DISPATCH pushbutton ON ENG START Start light ON past 45% NH or GCU Apply EWD failure to start ProcedureIf Engine ITT parameters outside NO DISPATCH AFM starting Limits (Refer to AFM–LIM–5–70–1–1 ENGINES)ENG START ITTIf Engine ITT Parameters within AFM Apply EWD Starting limits (Refer to Procedure AFM–LIM–5–70–1–1 ENGINES)ENG Start NO NH NH Indication issue if Engine starting 77-11-01-01 successful ENG X START Apply EWD Procedure Alert Message List Engine Condition of EWD Message Meaning/Assessment Conditions Dispatch If Engine OIL TEMP parameters NO DISPATCH outside AFM limits (Refer to AFM-LIM-5-70-1-1 ENGINES)ENG1 OIL TEMP HIf Engine OIL TEMP parameters Apply EWD within AFM limits (Refer to Procedure AFM-LIM-5-70-1-1 ENGINESIf Engine OIL TEMP parameters NO DISPATCH outside AFM limits (Refer to AFM-LIM-5-70-1-1 ENGINES ENG1 OIL TEMP L If Engine OIL TEMP parameters Apply EWD within AFM limits (Refer to Procedure AFM-LIM-5-70-1-1 ENGINES IDLE GATE NO DISPATCH LOOP 1A 26-12-01 LOOP 1B 26-12-01 LOOP 2A 26-12-01 LOOP 2B 26-12-01 SINGLE ENGINE NO DISPATCHIf Engine OIL TEMP parameters NO DISPATCH outside AFM limits (Refer to AFM-LIM-5-70-1-1 ENGINES)ENG2 OIL TEMP HIf Engine OIL TEMP parameters Apply EWD within AFM limits (Refer to Procedure AFM-LIM-5-70-1-1 ENGINES)If Engine OIL TEMP parameters NO DISPATCH outside AFM limits (Refer to AFM-LIM-5-70-1-1 ENGINES)ENG2 OIL TEMP LIf Engine OIL TEMP parameters Apply EWD within AFM limits (Refer to Procedure AFM-LIM-5-70-1-1 ENGINES)Alert Message List1.1.4.2 Fuel Fuel Condition of EWD Message Meaning/Assessment Conditions Dispatch ENG FUEL CLOG NO DISPATCHIf FUEL TEMP parameters outside NO DISPATCH AFM limits (Refer to AFM-LIM-5-70-4-2 Fuel Temperature) FUEL 1 TEMP HIIf FUEL TEMP parameters within Apply EWD AFM limits (Refer to Procedure AFM-LIM-5-70-4-2 Fuel Temperature) If FUEL TEMP parameters outside NO DISPATCH AFM limits (Refer to AFM-LIM-5-70-4-2 Fuel Temperature) FUEL 1 TEMP LOIf FUEL TEMP parameters within Apply EWD AFM limits (Refer to Procedure AFM-LIM-5-70-4-2 Fuel Temperature) If FUEL TEMP parameters outside NO DISPATCH AFM limits (Refer to AFM-LIM-5-70-4-2 Fuel Temperature) FUEL 2 TEMP HIIf FUEL TEMP parameters within Apply EWD AFM limits (Refer to Procedure AFM-LIM-5-70-4-2 Fuel Temperature) If FUEL TEMP parameters outside NO DISPATCH AFM limits (Refer to AFM-LIM-5-70-4-2 Fuel Temperature) FUEL 2 TEMP LOIf FUEL TEMP parameters within Apply EWD AFM limits (Refer to Procedure AFM-LIM-5-70-4-2 Fuel Temperature) FUEL FEED LO PR NO DISPATCH Fuel tank quantity < 160 kg NO DISPATCH FUEL LO LVL Fuel tank quantity ≥ 160 kg NO DISPATCH Alert Message List Fuel Condition of EWD Message Meaning/Assessment Conditions Dispatch Other case NO DISPATCH FUEL MISMATCH Fuel quantity indication 28-42-01 Other Case Apply EWD Procedure FUEL UNBALANCED Fuel quantity indication inoperative 28-42-01 Fuel leak confirmed NO DISPATCH 1.1.4.3 Elec Elec Condition of EWD Message Meaning/Assessment Conditions Dispatch ELEC AC BUS 1 NO DISPATCH ELEC AC BUS 2 NO DISPATCH ELEC AC STBY NO DISPATCH ELEC ACW 1+2 NO DISPATCH ELEC ACW BUS 1 NO DISPATCH ELEC ACW BUS 2 NO DISPATCH ELEC ACW GEN 1 24-22-01 ELEC ACW GEN 2 24-22-01 ELEC BAT CHG NO DISPATCH ELEC BAT DISCH NO DISPATCH ELEC CHG LOSS NO DISPATCH ELEC DC BUS 1 NO DISPATCH ELEC DC BUS 2 NO DISPATCH ELEC DC EMER NO DISPATCH ELEC DC ESS NO DISPATCH ELEC DC GEN 24-30-01 ELEC DC SBY BUS NO DISPATCH ELEC DC SHED NO DISPATCH Alert Message List Elec Condition of EWD Message Meaning/Assessment Conditions Dispatch ELEC INV 1 NO DISPATCH ELEC INV 2 24-21-02 ELEC STBY UNDV NO DISPATCH#### 1.1.4.4 Hydraulic Hydraulic Condition of EWD Message Meaning/Assessment Conditions Dispatch Auxiliary hydraulic pump inoperative 29-11-02 HYD AUX LO PR Other case NO DISPATCH Auxiliary hydraulic pump inoperative 29-11-02 HYD AUX OVHT Other case NO DISPATCH HYD BLUE LO LVL NO DISPATCH Main hydraulic pump inoperative 29-11-01 HYD BLUE LO PR Other case NO DISPATCH Main hydraulic pump inoperative 29-11-01 HYD BLUE OVHT Other case NO DISPATCH Main hydraulic pump inoperative 29-11-01 HYD GREEN LO PR Other case No DISPATCH HYD GREEN LO LVL NO DISPATCH Main hydraulic pump inoperative 29-11-01 HYD GREEN OVHT Other case NO DISPATCH HYD PUMPS LOSS NO DISPATCH HYD SYS LOSS NO DISPATCH Alert Message List

.1.4.5 Flight Control Flight Control

Condition of EWD Message Meaning/Assessment Conditions Dispatch With GUST LOCK lever engaged 27-70-01-01 AIL LOCK LT With GUST LOCK lever disengaged NO DISPATCH FLAPS ASYM NO DISPATCH Flaps Control System inoperative 27-51-01 with flaps confirmed in retracted FLAPS JAM position Other case NO DISPATCH FLT CTL PUSHER NO DISPATCHFLT CTL RUD RCU 27-20-02FLT CTL TLU 27-23-01 PITCH TRIM ASYM NO DISPATCH

1.1.4.6 Landing Gear Landing Gear

Condition of EWD Message Meaning/Assessment Conditions Dispatch If any UNLOCK LIGHT INDICATION 32-61-01 on one panel only LDG GEARIf same UNLOCK LIGHT NO DISPATCH INDICATION on both panels WHEELS A–SKID 32-42-02 WHEELS BRK HOT No DISPATCH 1.1.4.7 Air Air Condition of EWD Message Meaning/Assessment Conditions Dispatch 21-31-01 AIR AUTO PRESS 21-31-03Alert Message List Air Condition of EWD Message Meaning/Assessment Conditions Dispatch 36-11-02-01 AIR BLEED 1 36-11-02-02 36-11-01 36-11-02-01 AIR BLEED 2 36-11-02-02 36-11-01 AIR BLEED 1 LEAK NO DISPATCH 36-11-02-01 AIR BLEED1 OVHT 36-11-02-02 AIR BLEED 2 LEAK No DISPATCH 36-11-02-01 AIR BLEED2 OVHT AIR DITCH NO DISPATCH Pack AUTO Temperature Control 21-61-01 inoperative AIR DUCT 1 OVHTIf alert persists in manual mode: 21-51-01 pack inoperative Pack AUTO Temperature Control 21-61-01 inoperative AIR DUCT 2 OVHTIf alert persists in manual mode: 21-51-01 pack inoperative AIR OVBD 21-23-01 Pack inoperative 21-50-01 AIR PACK Pack valve inoperative 21-51-01 AIR PACK 1+2 NO DISPATCH AIR RECIR FAN 1 21-22-01 AIR RECIR FAN 2 21-22-01 Passenger configuration 21-23-03-01 AIR VENT EXH Freighter configuration NO DISPATCH AIR X VALVE 36-11-04Alert Message List Air Condition of EWD Message Meaning/Assessment Conditions Dispatch CAB ΔP NO DISPATCH CAB ALT NO DISPATCH

1.1.4.8 Anti-Ice Anti-Ice

Condition of EWD Message Meaning/Assessment Conditions Dispatch A–ICING ALPHA 30-31-02A–ICING ALPHAs NO DISPATCHA–ICING AUTO 30-11-06 Airframe De-Icing System 30-11-02 inoperativeA–ICING BLEED Engine De-Icing System inoperative 30-21-01 A–ICING DETECT 30-80-01 Engine De-Icing System inoperative 30-21-01 A–ICING ENG 1 De-Icing valve inoperative 30-11-01 Engine De-Icing System inoperative 30-21-01A–ICING ENG 2 De-Icing valve inoperative 30-11-01 A–ICING FRAME 30-11-02A–ICING HORNS 1 30-53-01A–ICING HORNS 2 30-53-01A–ICING L WSHLD 30-60-01 Probe Heating System – Pitot 30-30-01 inoperativeA–ICING PIT CPT Probe Heating System – Static 30-30-02 inoperative Probe Heating System – Pitot 30-30-01 inoperativeA–ICING PIT F/O Probe Heating System – Static 30-30-02 inoperativeAlert Message List Anti-Ice Condition of EWD Message Meaning/Assessment Conditions Dispatch Probe Heating System – Pitot 30-30-01 inoperative A–ICING PIT SBY Probe Heating System – Static 30-30-02 inoperativeA–ICING PROP 1 30-61-01A–ICING PROP 2 30-61-01A–ICING R WSHLD 30-60-01A–ICING SEL NO DISPATCHA–ICING TAT CPT 30-31-04A–ICING TAT F/O 30-31-04A–ICING WINDOWS 30-60-02 Takeoff with ICING alert is forbidden NO DISPATCH NOT IN ICING CONDITIONS Apply EWDNote: • Ice detector is not Procedure designed to detect icing on ground.• ICING alert can be ICING triggered with heavy rain at low taxi speed.• Check Takeoff speeds if ICING has been triggered on ground.• Takeoff with ICING alert is forbidden

.1.4.9 Autopilot Autopilot

Condition of EWD Message Meaning/Assessment Conditions Dispatch AILERON MISTRIM NO DISPATCH AP PITCH TRIM NO DISPATCH PITCH MISTRIM NO DISPATCH RUDDER MISTRIM NO DISPATCH YAW AUTO TRIM NO DISPATCHAlert Message List1.1.4.10 MPC MPC Condition of EWD Message Meaning/Assessment Conditions Dispatch APM FAULT 31-31-03-02#### 1.1.4.11 Avionics Avionics Condition of EWD Message Meaning/Assessment Conditions Dispatch ADC 34-11-01 ADC 1+2 NO DISPATCH AHRS 34-20-01 AHRS 1+2 NO DISPATCH Avionics Condition of EWD Message Meaning/Assessment Conditions Dispatch AHRS NOT ALIGN NO DISPATCH ALT DISAGREE NO DISPATCH ATT DISAGREE AHRS inoperative 600-Series 34-20-01 End 600-Series AUDIO SEL CAPT NO DISPATCH AUDIO SEL F/O NO DISPATCH AVNX CPM 1 NO DISPATCH AVNX CPM 2 NO DISPATCH AVNX CPM 1 + IOM 22 NO DISPATCH AVNX CPM 1 + IOM 23 NO DISPATCH AVNX CPM 2 + IOM 12 NO DISPATCH AVNX CPM 2 + IOM 13 NO DISPATCH AVNX IOM 12 NO DISPATCH AVNX IOM 12 + 13 NO DISPATCH AVNX IOM 12 + 22 NO DISPATCHAlert Message List Avionics Condition of EWD Message Meaning/Assessment Conditions Dispatch AVNX IOM 12 + 23 NO DISPATCH AVNX IOM 13 NO DISPATCH AVNX IOM 13 + 23 NO DISPATCH AVNX IOM 22 NO DISPATCH AVNX IOM 22 + 23 NO DISPATCH AVNX IOM 23 NO DISPATCH AVNX SGL SWITCH NO DISPATCH DME LOSS 34-50-02 Refer to Apply EWD AFM.PRO.NNO.ABN.34.6-DU Procedure DU TEMP HI TEMP HI to try to reset alertIf reset unsuccessful 31-60-01Refer to Apply EWD AFM.PRO.NNO.ABN.34.6-DU Procedure DUs DISCREPANCY DISCREPANCY to try to reset alertIf reset unsuccessful 31-60-01Refer to Apply EWD AFM.PRO.NNO.ABN.34.6-DU Procedure DUs TEMP HI TEMP HI DU to try to reset alertIf reset unsuccessful 31-60-01 FWS SGL CH NO DISPATCH GPWS 34-48-01-01 HDG DISAGREE NO DISPATCH HF EMITTING In case of permanent message NO DISPATCH IAS DISAGREE NO DISPATCH RMS 23-52-01 RMS 1 + 2 NO DISPATCH SGL DME 34-50-02 TCAS 34-57-01-01 34-57-01-02 TERRAIN 34-48-01-03 Alert Message List Avionics Condition of EWD Message Meaning/Assessment Conditions Dispatch VHF 23-12-01 VHF 1 + 2 NO DISPATCH VHF EMITTING In case of permanent message NO DISPATCH All affected XPDR functions are lost 34-52-01 All affected XPDR functions are lost 34-52-02 XPDR All affected XPDR functions are lost 34-52-03 All affected XPDR functions are lost 34-52-04 All affected XPDR functions are lost 34-52-01 All affected XPDR functions are lost 34-52-02 XPDR 1 + 2 All affected XPDR functions are lost 34-52-03 All affected XPDR functions are lost 34-52-04#### 1.1.4.12 Doors Doors Condition of EWD Message Meaning/Assessment Conditions Dispatch When false alert confirmed 52-11-01 DOOR FWD COMPT Other case NO DISPATCHWhen false alert confirmed 52-11-01 DOORS Other case NO DISPATCH#### 1.1.4.13 Miscellaneous Miscellaneous Condition of EWD Message Meaning/Assessment Conditions Dispatch BAD CONF NO DISPATCH DATA RECORDER 31-32-01 FDAU 31-31-03-01 OXY NO DISPATCH RAD-ALT 34-42-01Alert Message List Miscellaneous Condition of EWD Message Meaning/Assessment Conditions Dispatch RAD–ALT LOSS 34-42-01 VOICE RECORDER 23-71-01

26-19-01 AFT Smoke Detection

AIR AFT DET FAN Fans – Passenger Configuration1.1.4.14 MFC MFC Condition of EWD Message Meaning/Assessment Conditions Dispatch MFC 1A NO DISPATCH MFC 1A + 1B NO DISPATCH MFC 1A + 2A NO DISPATCH MFC 1A + 2B NO DISPATCH MFC 1B NO DISPATCH MFC 1B + 2A NO DISPATCH MFC 1B + 2B NO DISPATCH MFC 2A NO DISPATCH MFC 2A + 2B NO DISPATCH MFC 2B NO DISPATCH End 600-SeriesAlert Message List INTENTIONALLY BLANK MOP Operational Part## 2 MOP Operational Part ATA 21 Air Conditioning

1-10-01 Flow Selector

1-10-01A NORM Mode Inoperative Applicability ALL

RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that:1. HIGH mode is operative and used; and2. Takeoff with BLEED ON is prohibited.See Operational procedure MOP.21-10-01P Flow Selector – OR –

21-10-01B HIGH Mode Inoperative Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative that:1. NORM mode is operative and used.Note: Some smoke procedures require the selection of airflow HIGH.Nevertheless the associated procedures efficiency has been demonstrated with airflow NORM.

21-10-01P Flow Selector (O)21-10-01A Before Takeoff

 BLEED VALVES....................................................OFFMOP Operational Part After Takeoff  BLEED VALVES....................................................ON

21-22-01 Recirculation Fan Applicability ALL

RI NI NR PLACARD O M C 2 0 YES YES NO One or both may be inoperative.Air-conditioning performance may be affected depending on ground/flight conditions. See Operational Procedure MOP.21-22-01P Recirculation Fan.### 21-22-01P Recirculation Fan (O)Inoperative fan selected off.### 21-23-01 Overboard Valve

21-23-01A Automatic Mode

Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO Automatic mode may be inoperative provided that:a. Manual mode is checked operative before each departure, and b. Flight is conducted in an unpressurised configuration, with a maximum operating altitude of 10,000ft.See Operational procedure MOP.21-23-01P Overboard Valve (O).– OR –MOP Operational Part 21-23-01B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, Applicability G-LMSA, G-LMSB RI NI NR PLACARD O M C 1 0 YES YES YES May be inoperative provided that: a. It is deactivated, and b. Extended overwater flight is prohibited, and c. Maximum operating altitude is limited to 17,000ft, and d. FLOW selector is considered inoperative, Refer to Item

MOP.21-10-01 Flow Selector – HIGH mode inoperative (B)See Maintenance procedure MMP.21-23-01M Overboard Valve (M).

Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M C 1 0 YES YES YES May be inoperative provided that: a. It is deactivated, and b. Extended overwater flight is prohibited, and c. Maximum operating altitude is limited to 17,000ft, and d. FLOW selector is considered inoperative, Refer to Item

MOP.21-10-01 Flow Selector – HIGH mode inoperative (B)See Maintenance procedure MMP.21-23-01M Overboard Valve (M).

e. In High Altitude Airport Operations, takeoff with bleed off is prohibited, and f. In High Altitude Airport Operations, takeoff with single pack is prohibited. MOP Operational Part

1-23-01P Overboard Valve (O)• In case of Overboard Valve – Automatic Mode (A)Limitation Flight is conducted in an unpressurized configuration.

Maximum operating altitude.......................10 000 ft Check procedure of the Overboard Valve in manual mode  OVBD VALVE SELECTOR SWITCH........FULL CLOSE  OVBD VALVE............................................CHECK FULLY CLOSED  OVBD VALVE SELECTOR SWITCH........FULL OPEN  OVBD VALVE............................................CHECK FULLY OPEN  CAB PRESS MODE SEL...........................MAN  MAN RATE knob.......................................MAX INCREASENote: Adjust aircraft vertical speed to take into account passenger comfort. -OR -• In case of Overboard Valve (B)– After ENG 1 start  EXHAUST MODE......................................OVBD Note: Avoid leaving avionics selected ON for a long period of time on ground. On ground only with aircraft network energized (GPU connected), the mechanic ground call system is activated as extract fan is inoperative.Note: For passenger comfort, climb or descent rate should not exceed 1000ft per minute and ideally for descent should be 750ft per minute or less. During descent, consideration should be given to reducing groundspeed and/or extending routing in order to remain within these limits. The exception to this is during the initial climb to MSA when the normal flight profile must be adhered to in order to ensure terrain clearance.MOP Operational Part

1-23-02 Underfloor Valve Applicability ALL

RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative in closed position provided that:a. Exhaust mode is selected OVBD, and b. Extended overwater flight is prohibited, and c. Maximum operating altitude is limited to 17,000ft.See Operational procedure MOP.21-23-02P Underfloor Valve (O).### 21-23-02P Underfloor Valve (O)• Select exhaust mode OVBD.Note 1: Avoid leaving avionics selected ON for a long period of time on the ground. Note 2: On ground only, with GPU connected, the mechanic call system is activated as the extract fan is inoperative. Note 3: Crew are to exercise caution in their monitoring of the pressurisation system when operating under this procedure and carry out frequent periodic checks of the cabin altitude, in climb, cruise and descent. 21-23-03-01 Extract Fan – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that:a. Exhaust mode is selected OVBD, and b. Extended overwater flight is prohibited, and c. Maximum operating altitude is limited to 17,000ft.MOP Operational PartSee Operational procedure MOP.21-23-03P Extract Fan – Passenger Configuration.

21-23-03P Extract Fan – Passenger Configuration • Select exhaust mode OVBD.

Note 1: Avoid leaving avionics selected ON for a long period of time on ground. In flight avionics ventilation provided by partially open OVDB valve.Note 2: On ground only, with GPU connected, the mechanic call system is activated as the extract fan is inoperative. 21-23-03-02 Extract Fan – Freighter Configuration NO DISPATCH. Note: NO DISPATCH item due to unable to comply with recommended climb to FL200 in event of FWD or AFT smoke iaw ATR72-500F QRH E26.04 and E26.06.21-30-01-01 Pressurisation System – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES YES The pressurisation system (automatic and manual modes) may be inoperative provided that: a. Flight is conducted in an unpressurised configuration with maximum operating altitude of 10,000ft, and b. Outflow valves are secured in open position.See Operational procedure MOP.21-30-01P Pressurisation System (O).See Maintenance procedure MMP.21-30-01M Pressurisation System (M).MOP Operational Part 21-30-01-02 Pressurisation System – Freighter Configuration Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES YESThe pressurisation system (automatic and manual modes) may be inoperative provided that: a. Flight is conducted in an unpressurised configuration with maximum operating altitude of 10,000ft, and b. Outflow valves are secured in open position, and c. No combustible material is carried in any compartment. See Operational procedure MOP.21-30-01P Pressurisation System (O).See Maintenance procedure MMP.21-30-01M Pressurisation System (M).### 21-30-01P Pressurisation System (O)Limitation • Maximum operating altitude..................................10,000 feet Normal Procedures • If manual mode is operative – OVBD VALVE........................................................FULL OPEN – CAB PRESS MODE SEL.......................................MAN – MAN RATE knob...................................................MAX INCREASE – BLEED VALVE......................................................ONNote: For passenger comfort, climb or descent rate should not exceed 1000ft per minute and ideally for descent should be 750ft per minute or less. During descent, consideration should be given to reducing groundspeed and/or extending routing in order to remain within these limits. The exceptionMOP Operational Part to this is during the initial climb to MSA when the normal flight profile must be adhered to in order to ensure terrain clearance.

21-31-01 Automatic Pressurisation Control Applicability ALL

RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative for a pressurized flight provided that:a. Manual pressurisation is operative, and b. CAB ALT, CAB RATE and ΔP indications are operative. See Operational procedure MOP.21-31-01P Automatic Pressurisation Control (O).

21-31-01P Automatic Pressurisation Control (O)• Before takeoff – MAN CAB ALT knob..................................9 O’CLOCK (MAN

position)– CAB PRESS MODE SEL...........................MAN • During climb – MAN CAB ALT knob..................................INCREASE – CAB ALT RATE.........................................ADJUST 1 000 ft/min UP MAX FL 140 170 200 220 240 250 TARGETCAB ALT (ft) 2 500 3 300 4 200 5 200 6 200 6 700 • When CAB ALT = TARGET CAB ALT – MAN CAB ALT knob..................................AS RQRD TO MAINTAIN TARGET CAB ALTMOP Operational Part • Before descent – If CAB ALT above landing elevation  MAN CAB ALT knob..................................DECREASE  CAB ALT RATE..........................................ADJUST 400 ft/min DN – If CAB ALT below landing elevation  MAN CAB ALT knob..................................INCREASE  CAB ALT RATE..........................................ADJUST 1 000 ft/ min UP MAX • After landing MAN CAB ALT knob...................................MAX INCREASE

21-31-02 DESCENT RATE Selector Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.### 21-31-03 Electropneumatic Outflow Valve Applicability ALL RI NI NR PLACARD O M – 1 0 YES NO YES May be inoperative provided that:a. It is secured in closed position, and b. Flight is conducted with manual pressurisation: Refer to Item

1-31-01 Automatic Pressurisation Control.See Maintenance procedure MMP.21-30-03M Electropneumatic Outflow Valve (M).

MOP Operational Part 21-31-04-01 CABIN PRESS Indication – ALT CABIN PRESS Indicator ALT Indication (500 Series) or CABIN PRESS Indication – CAB ALT Indication on SD Cabin (600 Series) Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that ΔP indication is operative. See Operational procedure MOP.21-31-04-01P CABIN PRESS Indication – ALT (O). 21-31-04-01P CABIN PRESS Indication – ALT (O)CABIN PRESS Indicator (500 Series) or CABIN PRESS Indication – CAB ALT Indication on SD Cabin (600 Series) (O) • Check ΔP based on table below:ft 14,000 17,000 20,000 22,000 24,000 25,000 TARGET (PSI) 4.8 5.4 5.8 5.9 6 6.35 21-31-04-02 CABIN PRESS Indication – RATE CABIN PRESS Indicator RATE Indication (500 Series) or CABIN PRESS Indication – CAB RATE Indication on SD Cabin (600 Series) Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO 500-Series May be inoperative provided that ALT indication is operative.End 500-Series 600-Series May be inoperative.End 600-SeriesSee Operational procedure MOP.21-31-04-02P CABIN PRESS Indication – RATE (O). MOP Operational Part 21-31-04-02P CABIN PRESS Indication – RATE (O) CABIN PRESS Indicator (500 Series) or CABIN PRESS Indication – CAB RATE Indication on SD Cabin (600 Series) (O) • Check Cabin altitude based on table below (ΔP = 6 PSI):ft 14,000 17,000 20,000 22,000 24,000 25,000 TARGET CAB ALT (ft) 2500 3300 4200 5200 6200 6700 21-31-04-03 CABIN PRESS Indication – Pressure CABIN PRESS Indicator – DIFF Indication (500 Series) or CABIN PRESS Indication – ΔP Indication of SD Cabin (600 Series) Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative. 500-Series May be inoperative provided that ALT indication is operative. End 500-Series 600-Series May be inoperative.End 600-SeriesSee Operational procedure MOP.21-31-04-03P CABIN PRESS Indication – Pressure (O). 21-31-04-03P CABIN PRESS Indication – Pressure (O)CABIN PRESS Indicator – DIFF Indication (500 Series) or CABIN PRESS Indication – ΔP Indication on SD Cabin (600 Series) (O) Check cabin altitude based on table below (ΔP= 6 PSI):ft 14,000 17,000 20,000 22,000 24,000 25,000 TARGET CAB ALT (ft) 2500 3300 4200 5200 6200 6700 MOP Operational Part

1-31-05 Ditch Function Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.### 21-31-06 Indications and Controls on Maintenance Panels Applicability ALL RI NI NR PLACARD O M C – 0 NO NO NO May be inoperative.### 21-35-01 DUMP Function Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that manual pressurisation is operative.See Operational procedure MOP.21-35-01P DUMP Function (O).### 21-35-01P DUMP Function (O)In case of rapid depressurisation of the aircraft is needed: MAN RATE knob...................................................MAN  CAB PRESS MODE SEL......................................MAN  MAN RATE knob...................................................MAX INCREASENote: Residual ΔP may be cancelled using the cockpit communication door. MOP Operational Part

1-50-01 Pack Applicability ALL

RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided:a. Maximum operating altitude is limited to 17,000ft, and b. Associated pack is selected OFF, and c. Opposite pack and bleed valve are operative.See Operational procedure MOP.21-50-01P Pack (O)### 21-50-01P Pack (O)As an in-flight failure could imply total loss of pressurisation, fuel consumption at 10,000ft must be taken into account to compute the trip fuel. If re-calculating the fuel consumption at FL100 would leave insufficient fuel for the planned flight a suitable en-route alternate must be selected.Note: With a pack selected OFF, engine torque parameter of the related side will increase.  PL (Affected engine)..............................................ADJUSTTO OTHER ENGINE

21-51-01 Pack Valve Applicability ALL

RI NI NR PLACARD O M – 2 1 YES YES YES One may be inoperative provided that:a. It is secured closed, and b. Associated pack is considered inoperative: Refer to Item 21-50-01 Pack.See Operational procedure MOP.21-51-01P Pack Valve (O).MOP Operational PartSee Maintenance procedure MMP.21-51-01M Pack Valve (M).### 21-51-01P Pack Valve (O)As an in-flight failure could imply total loss of pressurisation, fuel consumption at 10,000ft must be taken into account to compute the trip fuel.Note: With a pack selected OFF, engine torque parameter of the related side will increase  PL (Affected engine)...........................ADJUST TO OTHER ENGINE

21-51-02 Pack FAULT Alert Applicability ALL

RI NI NR PLACARD O M – 2 1 YES YES NO One may be inoperative provided that associated pack is considered inoperative: Refer to Item 21-50-01 Pack. See Operational procedure MOP.21-51-02P Pack FAULT Alert (O).### 21-51-02P Pack FAULT Alert (O)As an in-flight failure could imply total loss of pressurisation, fuel consumption at 10,000ft must be taken into account to compute the trip fuel.Note: With a pack selected OFF, engine torque parameter of the related side will increase.  PL (Affected engine)..............................................ADJUSTTO OTHER ENGINE

21-51-03 Cooling FAN – Turbo Fan Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO NO MOP Operational Part May be inoperative provided that: a. Affected pack is not used on ground, and b. Cruise level is chosen to allow a 150kt minimum IAS with one engine inoperative.### 21-61-01 Pack AUTO Temperature Control 21-61-01A Applicability ALL RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that associated pack MAN temperature control is operative.See Operational procedure MOP.21-61-01P Pack AUTO Temperature Control (O). – OR – 21-61-01B Applicability ALL RI NI NR PLACARD O M – 2 1 YES NO NO One may be inoperative provided that associated pack is considered inoperative: Refer to Item 21-50-01 Pack.### 21-61-01P Pack AUTO Temperature Control (O) TEMP SEL (affected side).....................................MAN • Adjust manually the pack discharge temperature to obtain the same duct indication as the opposite pack.MOP Operational Part

1-61-02 Pack MAN Temperature Control 21-61-02A

Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative provided that associated pack AUTO temperature control is operative.– OR – 21-61-02B Applicability ALL RI NI NR PLACARD O M – 2 1 YES NO NO One may be inoperative provided that associated pack is considered inoperative: Refer to item 21-50-01 Pack.### 21-61-03 OVHT Alert Applicability ALL RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that associated DUCT Temperature indication is operative. See Operational procedure MOP.21-61-03P OVHT Alert (O).### 21-61-03P OVHT Alert (O)• Monitor and maintain DUCT indication below 92°C/200°F.MOP Operational Part 21-63-01-01 COMPT TEMP – Flight Deck Indication Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative. 21-63-01-02 COMPT TEMP – Cabin Indications 500-Series G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.End 500-Series 600-Series G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative. End 600-Series

1-63-02 DUCT Indication 21-63-02A

Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative provided that AUTO temperature control is operative for the associated zones.– OR –MOP Operational Part 21-63-02B Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative provided that COMPT indication and MAN temperature control are operative for the associated zones.### 21-63-03 Cargo Ventilation Air Flow Shut-Off Valve System – Freighter Configuration Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided cargo compartment remains empty. ATA 22 Automatic Flight Control System 500-Series

2-15-01 Advisory Display Unit (ADU)CAT II System: Required for CAT II operations.G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ

RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. Both mode annunciators (on EADI) are operative, and b. Flight director only is used, and c. ALT SEL is not used, and d. Operations are limited to two calendar days. See Operational procedure MOP.22-15-01P Advisory Display Unit (ADU)(O).MOP Operational Part

2-15-01P Advisory Display Unit (ADU) (O)The use of automatic pilot is forbidden.Flight director is usable with the following restrictions:• Turn ALT knob fully to the left, to avoid undue alerts.• NAV, APP, BC, GA flight director modes are available.CAUTION HDG mode remains available when the ADU is inoperative, however it

is not possible to check which BANK mode is selected. For this reason it is recommended not to use HDG mode in the case of an inoperative ADU.### 22-16-01 Pitch Wheel G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that one TCS is operative.

22-16-02 Touch Control Steering (TCS)G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ

RI NI NR PLACARD O M C 2 0 YES YES NO One or both may be inoperative.See Operational procedure MOP.22-16-02P Touch Control Steering (TCS) (O).

22-16-02P Touch Control Steering (TCS) (O)Prior to any manual control movement: AUTOPILOT..........................................................DISENGAGEMOP Operational Part

2-16-03 Coupling Function Pushbutton CAT II System: Required on CM2 side.

G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that the pilot flying is on the selected side.See Operational procedure MOP.22-16-03P Coupling Function Pushbutton (O).

22-16-03P Coupling Function Pushbutton (O)In flight, autopilot remains coupled to the side selected before pushbutton failure.

For a new dispatch, it will be automatically coupled to the LH side after being energized.

22-16-04 Autopilot Quick Disconnect Pushbutton (Quick Release Control)CAT II System: Both required for CAT II operations.22-16-04A G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 YES NO YES One may be inoperative provided that the pilot flying side autopilot quick disconnect pushbutton is operative.See Maintenance procedure MMP.22-16-04M Autopilot Quick Disconnect (Quick Release Control) (M). – OR –MOP Operational Part 22-16-04B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M – 2 0 YES NO NO One or both may be inoperative provided that autopilot is considered inoperative and not used. Refer to Item 22-18-01 Autopilot Function.### 22-18-01 Autopilot Function CAT II System: Required for CAT II operations. G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 1 0 YES NO NO Note 1: Any mode which is operative may be used, refer to appropriate operative mode.* Note 2: If AFCS Computer is inoperative Autopilot, Yaw Damper, and Flight Director functions are lost. Refer to 22-18-02 Flight Director Function.Refer to 22-18-03 Yaw Damper Function.### 22-18-02 Flight Director Function CAT II System: Required on CM2 side. RNAV 1 or greater operations are not permitted without a Flight Director. See PartA Section8.3.2 MOP Operational Part G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative. Note 1: Any mode which is operative may be used.Note 2: If AFCS computer is inoperative Autopilot, Yaw Damper, and Flight Director functions are lost. Refer to Item 22-18-01 Autopilot Function.Refer to Item 22-18-03 Yaw Damper Function.See Operational procedure MOP.22-18-02P Flight Director Function (O).### 22-18-02P Flight Director Function (O)If ASCB bus is lost, in addition to AFCS loss • The display of VOR and ADF bearings on the EFIS opposite side are lost when using EFIS reversion mode.### 22-18-03 Yaw Damper Function CAT II System: Required for CAT II operations.

22-18-03A RCU inoperative G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M A 1 0 YES YES NO May be inoperative provided that the operations are limited to two flights. a. The Autopilot is inoperative. Refer to 22-18-01 Autopilot Function.b. If the AFCS computer in inoperative, Autopilot, Yaw Damper and Flight Director functions are lost. Refer to 22-18-02 Flight Director Function.MOP Operational PartSee Operational procedure MOP.22-18-03P Yaw Damper Function (O).– OR –### 22-18-03B RCU Operative G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 1 0 YES YES YES May be inoperative provided that RCU is operative. 1. The Autopilot is inoperative. Refer to 22-18-01 Autopilot Function.2. If the AFCS computer in inoperative, Autopilot, Yaw Damper and Flight Director functions are lost. Refer to 22-18-02 Flight Director Function.See Maintenance Procedure Yaw Damper Function (M)### 22-18-03P Yaw Damper Function (O)If RCU is inoperative • PF will keep their feet on the pedals to be ready to control rudder.

22-36-01 Mode Annunciator (EADI)G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ

RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative.### 22-36-02 Autopilot Disconnect Aural Alert CAT II System: Required for CAT II operations. MOP Operational Part 22-36-02A G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 1 0 YES NO NO May be inoperative provided that autopilot function is not used.– OR – 22-36-02B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative provided that both AP OFF lights are checked operative prior to each departure. See Operational procedure MOP.22-36-02P Autopilot Disconnect Aural Alert (O).

22-36-02P Autopilot Disconnect Aural Alert (O)On Ground, aircraft powered (EXT PWR or Hotel Mode) AVIONICS VENT EXHAUST MODE................................NORM  STICK PUSHER pb..........................................................OFF

 AIR BLEEDS....................................................................OFF  RADAR.............................................................................OFF  WEIGHT ON WHEELS (F/O maintenance panel)............FLT  AP..........................................................................ENGAGE  YD.....................................................................................OFFMOP Operational Part Check Associated Alerts  WEIGHT ON WHEELS (F/O maintenance panel)............NORM  STICK PUSHER pb..........................................................ON  AIR BLEEDS....................................................................ON  RADAR.............................................................................AS RQD

22-36-03 AP OFF Light 22-36-03A

G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 2 0 YES NO NO One or both may be inoperative provided that:a. Autopilot function is not used.Refer to Item 22-18-01 Autopilot Function.– OR – 22-36-03B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that:a. Associated aural alert is checked operative prior to each departure.See Operational procedure MOP.22-36-03P AP OFF Light (O).MOP Operational Part

2-36-03P AP OFF Light (O)On Ground, aircraft powered (EXT PWR or Hotel Mode) AVIONICS VENT EXHAUST MODE................................NORM  STICK PUSHER pb..........................................................OFF

 AIR BLEEDS....................................................................OFF  RADAR.............................................................................OFF  GUST LOCK.....................................................................OFF  WEIGHT ON WHEELS (F/O maintenance panel)............FLT  AP..........................................................................ENGAGE  YD.....................................................................................OFF Check Associated Alerts  CAVALRY CHARGE........................................................SOUNDS  AP WHITE ARROWS.......................................................TURN OFF  AP OFF WARNING LIGHT(operative side)......................TURNS ON Restore Systems  WEIGHT ON WHEELS (F/O maintenance panel)............NORM  STICK PUSHER pb..........................................................ON  AIR BLEEDS.........................................................ON  RADAR.............................................................................AS RQD  GUST LOCK.....................................................................ON MOP Operational Part

2-36-04 GUIDANCE Light G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.

22-70-04 AFCS NORM FLT or TEST Toggle Switch (Left Hand Maintenance Panel)

G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative.End 500-Series 600-Series

2-16-01 Pitch Wheel G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that one TCS is operative.### 22-16-02 Touch Control Steering (TCS)G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 YES YES NO One or both may be inoperative. MOP Operational PartSee Operational procedure MOP.22-16-02P Touch Control Steering (TCS) (O).

22-16-02P Touch Control Steering (TCS) (O)• Prior to any manual control movement: AUTOPILOT..........................................................DISENGAGE

22-16-03 Coupling Function Pushbutton CAT II System: Required on CM2 side.

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that the pilot flying is on the selected side. See Operational procedure MOP.22-16-03P Coupling Function Pushbutton (O).

22-16-03P Coupling Function Pushbutton (O)In flight, autopilot remains coupled to the side selected before pushbutton failure.

For a new dispatch, it will be automatically coupled to the LH side after being energized.

22-16-04 Autopilot Quick Disconnect Pushbutton (Quick Release Control)CAT II System: Both required for CAT II operations.22-16-04A G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 YES NO YES MOP Operational Part One may be inoperative provided that the pilot flying side autopilot quick disconnect pushbutton is operative.See Maintenance procedure MMP.22-16-04M Autopilot Quick Disconnect (Quick Release Control) (M). – OR – 22-16-04B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 2 0 YES NO NO One or both may be inoperative provided that autopilot is considered inoperative and not used.Refer to Item 22-18-01 Autopilot Function.### 22-18-01 Autopilot Function CAT II System: Required for CAT II operations. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 1 0 YES YES NONote 1: Any mode which is operative may be used, refer to appropriate operative mode. Note 2: If AFCS Computer is inoperative Autopilot, Yaw Damper, and Flight Director functions are lost. Refer to 22-18-01 Autopilot Function.Refer to 22-18-03 Yaw Damper Function.MOP Operational Part

2-18-02 Flight Director Function CAT II System: Required on pilot flying side.

RNAV 1 or greater operations not permitted See PartA Section8.3.2 G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 1 0 YES NO NO May be inoperative.Refer to Item 22-18-03 Yaw Damper Function.Note: If AFCS Computer is inoperative Autopilot, Yaw Damper, and Flight Director functions are lost. Refer to Item 22-18-01 Autopilot Function.Refer to Item 22-18-03 Yaw Damper Function.### 22-18-03 Yaw Damper Function CAT II System: Required for CAT II operations.

22-18-03A RCU inoperative G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that the operations are limited to two flights. a. The Autopilot is inoperative. Refer to 22-18-01 Autopilot Function.b. If the AFCS computer in inoperative, Autopilot, Yaw Damper and Flight Director functions are lost. Refer to 22-18-02 Flight Director Function.MOP Operational PartSee Operational procedure MOP.22-18-03P Yaw Damper Function (O).– OR –### 22-18-03B RCU Operative G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 1 0 YES YES YES May be inoperative provided that RCU is operative.a. The Autopilot is inoperative. Refer to 22-18-01 Autopilot Function.b. If the AFCS computer in inoperative, Autopilot, Yaw Damper and Flight Director functions are lost. Refer to 22-18-02 Flight Director Function.See Operational Procedure MOP.22-18-03P Yaw Damper Function (O)See Maintenance Procedure Yaw Damper Function (M)### 22-18-03P Yaw Damper Function (O)If RCU is inoperative • PF will keep his feet on the pedals to be ready for control rudder. If Yaw Auto Trim inoperative • Yaw Damper engagement is prohibited.

22-50-01 FGCP – VS Pushbutton CAT II System

MOP Operational Part 22-50-01A G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 NO YES NO May be inoperative provided that IAS is operative. See Operational procedure MOP.22-50-01P FGCP – VS Pushbutton (O).– OR – 22-50-01B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 1 0 NO NO NO May be inoperative provided that FD is considered inoperative. Refer to Item 22-18-02 MOP.22-18-02 Flight Director Function.### 22-50-01P FGCP – VS Pushbutton (O)• Use the IAS of basic mode for altitude change.• Disengage AP mode for altitude change.### 22-50-02 FGCP – ALT Pushbutton CAT II System MOP Operational Part 22-50-02A G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that ALT SEL is operative and used. See Operational procedure MOP.22-50-02P FGCP – ALT Pushbutton (O). – OR – 22-50-02B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 NO YES NO May be inoperative provided that VS mode with a 0ft/min selection target is used for ALT HOLD.See Operational procedure MOP.22-50-02P FGCP – ALT Pushbutton (O). – OR – 22-50-02C G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 1 0 NO NO NO May be inoperative provided that FD is considered inoperative. Refer to Item 22-18-02 MOP.22-18-02 Flight Director Function.MOP Operational Part

2-50-02P FGCP – ALT Pushbutton (O)CAT II System IAS or VS or basic mode may be used for altitude changes in ALT SEL

mode. The Altitude can be held using VS mode with 0ft/min selected target.

22-50-03 FGCP – ALT SEL Knob CAT II System

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative provided that ALT pb is operative. See Operational procedure MOP.22-50-03P FGCP – ALT SEL Knob (O).### 22-50-03P FGCP – ALT SEL Knob (O)IAS of VS or basic mode may be used for altitude change with ALT pb selection at requested altitude. Note: Only IAS permitted in icing conditions.### 22-50-05 FGCP – STBY Pushbutton CAT II System G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative. MOP Operational PartSee Operational procedure MOP.22-50-05P FGCP – STBY Pushbutton (O).

22-50-05P FGCP – STBY Pushbutton (O)Flight crew have to deselect the current selected FD mode.### 22-50-06A FGCP – HDG SEL Pushbutton CAT II System

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that AP Basic Modes are operative. See Operational procedure MOP.22-50-06P FGCP – HDG SEL Pushbutton (O). – OR – 22-50-06B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 1 0 YES NO NO May be inoperative provided that FD is considered inoperative. Refer to Item 22-18-02 Flight Director Function.### 22-50-06P FGCP – HDG SEL Pushbutton (O)HDG HOLD mode may be used as required. HDG changes must be done manually or with TCS function. Note: Takeoff must be made without HDG SEL Mode, IAS FD Mode may be used. Ensure HDG Bug is set to Runway Heading. MOP Operational Part

2-50-07 FGCP – HDG Knob CAT II System

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.

22-50-08 FGCP – APP Pushbutton CAT II System

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative. See Operational procedure MOP.22-50-08P FGCP – APP Pushbutton (O).

22-50-08P FGCP – APP Pushbutton (O)ILS and LNAV approaches are possible with FD.CAT 2 operations are prohibited.### 22-50-09 FGCP – NAV Pushbutton CAT II System

MOP Operational Part G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that LNAV or VOR mode is not used.### 22-50-10 FGCP – BC Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 1 0 – – – Not used in Loganair operations.### 22-50-11A FGCP – FD Pushbutton CAT II System G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 YES YES NO One or both may be inoperative. See Operational procedure MOP.22-50-11P FGCP – FD Pushbutton (O).– OR – 22-50-11B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 2 0 YES NO NOMOP Operational Part One or both may be inoperative provided that FD function is considered inoperative. Refer to Item 22-18-02 Flight Director Function.### 22-50-11P FGCP – FD Pushbutton (O)FD bars can’t be removed on affected side.AP is fully operational with FD bars displayed on both side.### 22-50-12 FGCP – VNAV Pushbutton CAT II System G-LMTB, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided VNAV mode is not used.See Operational procedure MOP.22-50-12P FGCP – VNAV Pushbutton (O).

22-50-12P FGCP – VNAV Pushbutton (O)Flight planning for approach, departure, and planned route must take into account loss of Vertical Guidance in VNAV mode.

22-60-01 ICP – SPD TGT Knob G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that alternate procedures are established and used. See Operational procedure MOP.22-60-01P ICP – SPD TGT Knob (O).MOP Operational Part

2-60-01P ICP – SPD TGT Knob (O)Manual SPD may be modified by SPD TGT Knob on the non affected side.Task sharing may be affected. No special procedure required if speed AUTO mode is used during entire flight.

22-60-02A ICP – (AUTO – MAN) Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative.See Operational procedure MOP.22-60-02P ICP – (AUTO – MAN)Pushbutton (O).– OR – 22-60-02B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that AUTO speed is not used.

22-60-02P ICP – (AUTO – MAN) Pushbutton (O)Failure and emergency procedures and/or operating restrictions are to be carried out taking into account the following:

• Auto or manual SPD mode may be modified by AUTO/MAN pb of the non affected side. • Task sharing may be affected.• Use of Auto Speed Mode is prohibited.• Manual Speed Mode must be used and speed bugs manually set.MOP Operational Part

2-70-04 AFCS NORM FLT or TEST Toggle Switch (Left Hand Maintenance Panel)

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative. End 600-Series ATA 23 Communications

3-12-01 VHF System 23-12-01

Applicability ALL RI NI NR PLACARD O M – 2 2 NO NO NOBoth VHF systems must be operative.Note: UK AIP GEN 1.5 Section 5.1.2 for CS-25 aircraft – VFR and IFR require two independent radios. 500-Series

3-12-02 VHF System – Frequency Transfer Light Applicability ALL

RI NI NR PLACARD O M C 2 0 NO NO NO May be inoperative.MOP Operational Part

3-12-03 VHF System – Frequency Transfer Switch Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative.### 23-12-04 VHF System – Frequency Selector Knob Applicability ALL RI NI NR PLACARD O M – 2 1 YES NO NO May be inoperative provided that:1. The frequency selector knob associated to VHF 1 must be operative.

23-12-05 VHF System – Frequency Indication Applicability ALL

RI NI NR PLACARD O M – 2 1 YES NO NO May be inoperative provided that:1. The frequency indication associated to VHF 1 must be operative.End 500-Series

3-31-01 Passenger Address System – Passenger Configuration Applicability ALL

RI NI NR PLACARD O MA 1 0 YES YES YESMOP Operational Part May be inoperative provided that: a. Alternate normal, abnormal and emergency procedures and/or operating restrictions are used, and b. Interphone system is operative c. Operations are limited to three calendar days or three flights whichever occurs first.See Operational procedure MOP.23-31-01P Passenger Address System (O). See Maintenance procedure Passenger Address System – Passenger Configuration.

23-31-01P Passenger Address System (O)Normal procedures:• Accomplish passenger briefing before engine start and ensure cabin signs are operational and that the cabin/flight deck interphone system

operates normally.• Give 10 minutes to landing call via interphone.Emergency procedures:Attention Crew at Stations: Contact Cabin Crew using Interphone.Evacuation: Contact Cabin Crew using Interphone. Cabin Crew will use the megaphone for passenger briefing and Evacuation if necessary.

23-32-01 Pre-Recorded Announcement System G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA,

Applicability G-LMSB RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative provided that; a. Passenger address systems is operative.b. A manual pre-flight safety briefing is given.MOP Operational Part G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that; a. Passenger address systems is operative.b. A manual pre-flight safety briefing is given.See Operational procedure MOP.23-32-01P Pre-Recorded Announcement System (O).

23-32-01P Pre-Recorded Announcement System (O)For operations with an inoperative Pre-recorded Announcement System see Cabin Crew Safety Manual 5B.1.14.6.

23-44-01-01 Interphone System – Ground Call Horn Applicability ALL RI NI NR PLACARD O M C 1 0 NO YES NO May be inoperative.See Operational procedure MOP.23-44-01-01P Interphone System – Ground Call Horn (O). 23-44-01-01P Interphone System – Ground Call Horn (O)Loganair Procedure:Ground Crew should be present in the vicinity of the flight deck where visual contact can be made to/from the Flight Crew. Ground Crew and Flight Crew may establish communications by Visual/Hand Signals in accordance with Loganair Ground Operations Manual: 4.5.5, Ground/ Flight Deck Communication.MOP Operational Part 23-44-01-02 Interphone System – Flight Deck to Flight Deck Applicability ALL RI NI NR PLACARD O M – – – YES NO NORefer to Audio Control Panel, and Refer to Headset, and Refer to Hand Microphone. 23-44-01-03 Interphone System (Flight Deck to Cabin – Cabin to Flight Deck)G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M B 2 0 YES YES NO G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMTF, Applicability G-LMSA, G-LMSB RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative provided that:a. Passenger Address is operative, and b. Alternate normal and abnormal and emergency procedures are used, and c. Flight deck door automatic locking system is verified to operate normally (600 series only).See Operational procedure MOP.23-44-01-03P Interphone System (Flight Deck to Cabin – Cabin to Flight Deck) (O). 23-44-01-03P Interphone System (Flight Deck to Cabin – Cabin to Flight Deck)(O)Loganair Procedure:Flight Crew must, in consultation with the Cabin Crew before flight, use an alternative means to identify persons requesting entry to the flight crew compartment.MOP Operational Part Flight Crew must communicate with Cabin Crew using PA or by requesting Cabin Crew to enter Flight Deck. Cabin Crew must enter Flight Deck for all required communications, including Cabin Secure. 23-44-01-04 Interphone System – Cabin to Cabin G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that: a. Passenger Address is operative, and b. Alternate normal and abnormal and emergency procedures are established and used.c. Flight Deck Door automatic locking system is verified to operate normally. See Operational procedure MOP.23-44-01-04P Interphone System – Cabin to Cabin (O). 23-44-01-04P Interphone System – Cabin to Cabin (O)Cabin Crew shall establish communication by using the PA or other agreed method. 23-44-01-05 Interphone System (Flight Crew to Ground – Ground to Flight Crew) Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NOSee Operational procedure MOP.23-44-01-05P Interphone System (Flight Crew to Ground – Ground to Flight Crew) (O). 23-44-01-05P Interphone System (Flight Crew to Ground – Ground to Flight Crew) (O) Loganair Procedure:MOP Operational Part Ground Crew should be present in the vicinity of the flight deck where visual contact can be made to/from the Flight Crew. Ground Crew and Flight Crew may establish communications by Visual/Hand Signals in accordance with Loganair Ground Operations Manual: 4.5.5, Ground/ Flight Deck Communication. In the case of engine starts both engines must be started on stand prior to requesting pushback clearance from ATC. Pushback tug driver must also be inside tug prior to requesting pushback clearance to ensure they also hear the clearance.23-44-01-06 Interphone System – Alerting System Applicability ALL RI NI NR PLACARD O M C 1 – YES NO NO Visual signal may be inoperative on the flight deck.– OR – Applicability ALL RI NI NR PLACARD O M C 1 – YES NO NO Both visual and aural signals may be inoperative in the cabin provided that Passenger Address is operative from the flight deck. 23-44-01-07 Interphone System – Handset 23-44-01-07-01A Interphone System – Single Handset Aircraft G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O MA 1 0 YES YES NOThe handset may be inoperative provided that:a. The Passenger address system operates normally from the Flight Deck; and b. Operations are limited to three calender days or three flights whichever occurs first. MOP Operational PartSee Operational procedure MOP.23-44-01-07-01P Interphone System – Handsets (O). Note: Any handset functions that operate normally my be used by the cabin crew. 23-44-01-07-01P Interphone System – Handsets (O)The Passenger address system must operate normally from the Flight Deck to allow the Flight Crew to call the Cabin Crew; Cabin Crew follow additional guidance as in the case of cabin intercom failure as provided in the Cabin Crew Safety Manual 5.20.6; The PRAM system operates normally;The Megaphone operates normally.- OR -23-44-01-07-01B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M D 1 0 YES YES NOThe flight is conducted without passengers.23-44-01-07-02A Interphone System – Dual Handset Aircraft G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M C 2 1 YES YES NO One handset may be inoperative provided that alternate procedures are established and used to compensate for the loss of PA and interphone function at the affected station. See Operational procedure MOP.23-44-01-07-02P Interphone System – Handsets (O). MOP Operational Part

Note: Any handset functions that operate normally my be used by the cabin crew. 23-44-01-07-02P Interphone System – Handsets (O)An alternate procedure shall be established and used to compensate for the loss of PA and interphone function at the affected station. See Cabin Crew Safety Manual Section5B.1.17.3.2 for guidance.- OR -23-44-01-07-02B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M D 2 0 YES YES NOThe flight is conducted without passengers.### 23-44-02 Cabin Chime System (Flight Deck to Cabin – Seat Belt and No Smoking/Device Signs) – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 1 0 NO YES NO May be inoperative provided that: • Passenger Address is operative, and • Alternate normal and abnormal and emergency procedures are established and used.See Operational procedure MOP.23-44-02P Cabin Chime System (Flight Deck to Cabin – Seat Belt and No Smoking/Devices Signs) (O).

23-44-02P Cabin Chime System (Flight Deck to Cabin – Seat Belt and No Smoking/Devices Signs) (O)

When necessary, flight crew must directly inform the cabin crew member that SIGNS are ON. MOP Operational Part

3-50-01 Audio Control Panel G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

G-LMRX, G-LMRY, G-LMRZ, G-LMTB, G-LMTF, Applicability G-LMSB RI NI NR PLACARD O M C 2 2 YES NO NO G-LMTA, G-LMTC, G-LMTD, G-LMTE, G-LMTG, Applicability G-LMTH, G-LMTI, G-LMTJ, G-LMSA RI NI NR PLACARD O M C 3 2 YES NO NO May be inoperative provided that CAPT panel and F/O panel are operative except VOICE ONLY key which may be inoperative. Note: There may be components of the audio control panel inoperative for which the crew should refer to the associated item; however, the panel is still adequate for flight.### 23-50-02 Headset Applicability ALL RI NI NR PLACARD O M C – – NO NO NO Any in excess of those required for each crew member on flight deck duty may be inoperative.

23-50-03 Hand Microphone G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

G-LMRX, G-LMRY, G-LMRZ, G-LMTB, G-LMTF, Applicability G-LMSB RI NI NR PLACARD O M C 2 – YES NO NO MOP Operational Part G-LMTA, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA RI NI NR PLACARD O M C 3 – YES NO NO One or more may be inoperative provided that the associated boom microphone is operative for each crew member on flight deck duty.### 23-50-05 Cockpit Loudspeaker Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative.### 23-50-06 XLR Headset Adaptors Applicability ALL RI NI NR PLACARD O M C 3 – Yes NO NO Any in excess of those required for each crew member on flight deck duty may be inoperative or missing.

23-51-01 Push-To-Talk (PTT) Switch on Control Wheel

Applicability ALL RI NI NR PLACARD O M C 2 0 NO NO NO One or both may be inoperative provided that: a. INT sw/RAD sw on ACP are operative, and b. RAD PTT sw on Nose Wheel Steering Control Handwheel is operative, and c. There is no permanent/constant radio transmission. MOP Operational Part 600-Series

3-52-01 Radio Management System Applicability ALL

RI NI NR PLACARD O M C 2 1 NO NO NO One may be inoperative provided that:a. IESI is operative, and b. VHF 1 is operative, and c. VOR 1 is operative, and d. ILS 1 is operative End 600-Series

3-70-01 Video Surveillance System 23-70-01-01A

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. Alternate procedures are used, ref 23-70-01-01P and b. Cabin/Flight Deck Interphone system is checked operating. c. Repairs are made within 3 flight days.See Operational procedure MOP.23-70-01-01P Flight Crew Compartment Door Surveillance System (O). – OR –MOP Operational Part 23-70-01-01B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M C 1 0 NO YES NO May be inoperative provided that:a. Flight deck door viewing port operates normally, and b. Alternate procedures are used, ref 23-70-01-01P Flight Crew Compartment Door Surveillance System (O), and c. Cabin/Flight Deck interphone system is checked operative. – OR – 23-70-01-01C G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M D 1 0 NO NO NO May be inoperative provided that no passengers are carried.23-70-01-01P Flight Crew Compartment Door Surveillance System (O)Flight Crew must, in consultation with the Cabin Crew before flight, use an alternative means to identify persons requesting entry to the flight crew compartment (such as the flight deck door viewing port) and detection of suspicious behaviour or potential threat. During Preliminary cockpit preparation  CABIN/FLIGHT DECK INTERPHONE SYSTEM.............CHECK  COCKPIT ACCESS PROCEDURE..................................DEFINE AND BRIEF CREWMOP Operational Part 23-70-01-02 Viewing Ports 23-70-01-02A Aircraft without Flight Crew Compartment Door Surveillance System Installed or System Inoperative – Passenger Configuration Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMTF RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. Alternate procedures are used, ref 23-70-01-02P Viewing Ports (O), and b. Cabin/Flight Deck Inter-phone system is checked operative, and c. Repairs are made within 3 flight days. See Operational procedure MOP.23-70-01-02P Viewing Ports (O).– OR – 23-70-01-02B Flight Deck Video Surveillance System Installed and Operative – Passenger Configuration G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, G-LMSB RI NI NR PLACARD O M D 1 0 NO NO NO May be inoperative. – OR – 23-70-01-02C Applicability ALL RI NI NR PLACARD O M D 1 0 NO NO NO May be inoperative provided that no passengers are carried. MOP Operational Part 23-70-01-02P Viewing Ports (O) During preliminary cockpit preparation  CABIN/FLIGHT DECK INTER-PHONE SYSTEM............CHECK  COCKPIT ACCESS PROCEDURE..................................DEFINE AND BRIEF CREW

23-71-01 Cockpit Voice Recorder Sumburgh Partnership Flights: Other than in the event of an

emergency, aircraft are not to be dispatched from the operational base with an unserviceable Cockpit Voice Recorder. Applicability ALL RI NI NR PLACARD O M A 1 0 YES NO NO One or more may be inoperative provided that: a. Operations are limited to eight further consecutive flights or 72hr whichever occurs first, with the cockpit voice recorder unserviceable, and b. Any flight data recorder required to be carried is operative. ATA 24 Electrical Power

4-21-01 AC Inverter CAT II System: Both AC inverters required.

Applicability ALL RI NI NR PLACARD O M A 2 1 YES YES NO Inverter #2 only may be inoperative, provided that:* a. The flight is conducted in day VMC only, and b. AP use is prohibited below 1000ft AGL, and c. Operations are limited to not more than two calendar days, andMOP Operational Part d. TLU manual mode is operative.

24-21-01P AC Inverter (O)Check of TLU manual mode:During Cockpit Preparation • Select manually HI SPD and check the following (after approximately

30s)– Alert is generated: master caution, single chime, FLT CTL TLU on FWS and TLU FAULT light. – TLU LO SPEED label disappeared.– Rudder travel is limited.• Select LO SPD and check the following (after approximately 30s)– Alert Stops.– TLU LO SPEED label is displayed.– Rudder travel is no longer limited.• Select Auto

4-21-02 AC INV FAULT Alert Applicability ALL

RI NI NR PLACARD O M C 2 0 YES YES NO May be inoperative provided that affected inverter is checked operative prior to each departure. See Operational procedure MOP.24-21-02P AC INV FAULT Alert (O).### 24-21-02P AC INV FAULT Alert (O)After engine start/pushback; DC BTC pb.................................................................................ISOL  Check no amber light or flag on instruments come on.  DC BTC pb..............................................................................NORMMOP Operational Part

4-21-03 AC Generation Bus Tie Relay (BTR)

Applicability ALL RI NI NR PLACARD O M – 1 0 YES NO NO May be inoperative provided that DC generation Bus Tie Contactor is considered inoperative. Refer to Item 24-32-02 DC Generation Bus Tie Contactor (BTC).

24-21-04 AC BUS OFF Light Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative.### 24-22-01 ACW Generation (Generator and (or) Related GCU)CAT II System: Both Systems required.Both systems required for Narrow Runway operations. Applicability ALL RI NI NR PLACARD O M B 2 1 YES YES YES One may be inoperative provided that:* a. HYD AUX pump is operative, and b. Two engines taxi is performed, and c. Aircraft is not operated on narrow runways (width < 30m (98ft)), and d. Aircraft is not operated into known or forecast icing conditions, and e. Operations are conducted in compliance with applicable AFM Deviation Guide.f. Ground operations above 8500ft (when authorized), including taxi, do not exceed 10 min. MOP Operational PartSee Operational procedure MOP.24-22-01P ACW Generation (Generator and (or) Related GCU) (O). See Maintenance procedure MMP.24-22-01M ACW Generation (Generator and (or) Related GCU) (M).

24-22-01P ACW Generation (Generator and (or) Related GCU) (O)REFER to AFM – DEVIATION GUIDE SUPPLEMENTS Dispatch with One ACW Generator Channel Inoperative.

24-22-02 ACW GEN FAULT Light Applicability ALL

RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that ACW BTC operates normally.### 24-22-02P ACW GEN FAULT Alert (O)Loganair Procedure:• Prior to Every Flight check ACW BTC operates normally.• After Engine Start/Push Back: PARKING BRAKE............................................................SET • After first CL moved to AUTO:  Check BTC Green Flow Bar Iluminated  Check both ACW BUS OFF Lights extinguished

4-22-03 ACW Generation Bus Tie Contactor (BTC)

Applicability ALL RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative in the ISOL position provided that: a. Both ACW generator channels are operative, andMOP Operational Part b. HYD X FEED pb is operative and is selected ON before takeoff, then OFF during cruise and reselected ON before landing.See Operational procedure MOP.24-22-03P ACW Generation Bus Tie Contactor (BTC) (O).

24-22-03P ACW Generation Bus Tie Contactor (BTC) (O)After Engine Start  Parking Brake.............................................ENGAGE

 Green HYD Pump.......................................OFF  CL #1..........................................................AUTO  HYD X FEED..............................................OPEN – Check Green HYD Press 3000 psi  Green HYD Pump.......................................ON After Takeoff Checklist Complete • HYD X FEED..............................................CLOSE After Checklist Complete • HYD X FEED..............................................OPEN Parked on Stand • HYD X FEED..............................................CLOSENote: Single engine taxi not permitted.### 24-22-04 ACW BUS OFF Light Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative.### 24-30-01 DC Generation (Generator and (or) Related GCU)CAT II System: Both Systems required.MOP Operational Part Applicability ALL RI NI NR PLACARD O MA 2 1 YES YES NO May be inoperative provided that:* a. TRU is checked operative prior to each departure, and b. Two engines taxi is performed, and c. Aircraft does not line up until 6 min elapsed after operative generator comes on line, and d. Operations are limited to two calendar days.See Operational procedure MOP.24-30-01P DC Generation (Generator and (or) Related GCU) (O).

24-30-01P DC Generation (Generator and (or) Related GCU) (O)DC Generation (Generator and(or) Related GCU) (O)Check of remaining generator feeder integrity:It is necessary to wait 6 minutes to establish the temperature difference between the feeders if one line line is broken, therefore the aircraft should

not be lined up until 6 minutes have elapsed after the operative generator comes on line. CAUTION As the beacon lights are supplied by DC SVCE BUS/DC BUS 1 they will not illuminate whilst conducting this operational procedure. Please ensure all ground staff and ATC are advised of this and suitable safety measures put in place as required.Operational test of TRU:• During the test, the ACW electrical network must be available (The AC GPU connected or ACW generators running) – Checking is performed only on MAIN ELEC PWR panel (29VU)– Switch OFF DC EXTERNAL POWER pb (if selected ON)– Switch OFF DC GEN 1 pb & DC GEN 2 pb (if selected ON).MOP Operational PartOn MAIN ELEC PWR panel • Check that the following caution lights are switched ON: 1. BATTERY ARROWS,2. AC BUS 1 OFF and AC BUS 2 OFF,3. INVERTER 2 FAULT,4. Both DC BUS OFF,5. SHED LEGEND OF DC SVCE/ULTY BUS.600-Series End 600-Series • Check that the following systems are supplied:– VHF 1, – FUEL QTY Indicator, – FLAPS POSITION indicator.On MAIN ELEC PWR panel • Press the TRU pb; then check that: – The TRU pb is switched ON, – The TRU ARROW caution light is switched ON, – The BATTERIES ARROWS caution lights are not iluminated,MOP Operational Part – The UNDV legend of OVRD/UNDV pb is not iluminated. 600-Series

Note: If the test is performed with engine running, IAS FAIL flag is triggered on Capt. PFD as soon as DC Generators are selected OFF and it remains displayed as long as TRU is selected ON.End 600-Series • Check that the BATTERY AMMETER (on Captains Lateral Maintenance Panel) shows zero load either if BAT sw is placed in EMER or MAIN position. • Check that the following systems are still supplied:– VHF 1, – FUEL QTY Indicator, – FLAPS POSITION indicator.On MAIN ELEC PWR panel • Switch off the TRU pb; then check that: – The TRU pb is not illuminated, – The TRU ARROW caution light is not illuminated, – The BATTERY ARROWS caution lights are switched ON,MOP Operational Part

Note: After the test, the flight crew must set operative DC GEN to ON position. • Set Landing Elevation

4-30-02 DC Transformer Rectifier Unit (TRU)

Applicability ALL RI NI NR PLACARD O M B 1 0 YES NO NO

24-32-01 DC GEN FAULT Light Applicability ALL

RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that DC Bus Tie Contactor is operative.### 24-32-01P DC GEN FAULT Light (O)Loganair Procedure: Prior to every flight check DC BTC operates normally.

24-32-02 DC Generation Bus Tie Contactor (BTC)

Applicability ALL RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative in the ISOL position provided that: a. Both DC generator channels are operative, and b. DC BUS OFF lights are operative, and c. Both inverters are operative.See Operational procedure MOP.24-32-02P DC Generation Bus Tie Contactor (BTC) (O). MOP Operational Part

4-32-02P DC Generation Bus Tie Contactor (BTC) (O)Note: Single engine taxi is not permitted.CAUTION WHILE AIRCRAFT IS ON GROUND, IF LH DC GENERATOR FAILS,

THEN AUTOMATIC PRESSURISATION DIGITAL CONTROLLER SUPPLIED BY DC BUS 1 IS LOST. THEREFORE, BOTH OUTFLOW VALVES WILL CLOSE AND AIRCRAFT WILL BE PRESSURISED. IN THIS CASE, USE MANUAL PRESSURISATION TO DEPRESSURISE THE AIRCRAFT.Loganair Procedure.With the DC BTC set to ISOL only DC BUS 1 and associated BUSES are power by EXT PWR. Both DC BUS 1 and DC BUS 2 must be powered for flight deck setup, therefore carry out as many Preliminary Cockpit Preparation checks as possible on DC BUS 1 prior to engine start.Note: As checklist items will occur out of the normal sequence it is important that crews take time to ensure all checklist items are completed and no items missed.CAUTION GROUND CREW MUST BE FULLY BRIEFED ON THE CREWS INTENTIONS TO CONDUCT THE FOLLOWING PROCEDURE.Prior to Start on First Flight of the Day • Ground Crew.........................................................BRIEF MOP Operational Part • DC BTC.................................................................ISOL • DC EXT PWR .......................................................OFF • Both DC BUS OFF lights.......................................ON • DC EXT PWR........................................................ON Engine Start on Stand • ATC Start Clearence.............................................OBTAIN • Before Propeller Rotation Checklist.......................COMPLETEAS MUCHAS POSSIBLE • Engine #1..............................................................START • EXT PWR..............................................................OFF& DISCONNECT • Engine #2 in HOTEL mode....................................START • PROP Brake..........................................................OFF Engine Start Complete • Remaining Cockpit Preparation and Checklists....COMPLETE Engine Shutdown CAUTION WITH DC BTC IN ISOL POSITION THE BEACON WILL NOT BE POWERED. PLEASE ADVISE GROUND STAFF IN ADVANCE AND ADVISE NOT TO APPROACH AIRCRAFT UNTIL ENGINE 2 IS IN HOTEL MODE. PLEASE REQUEST OCC CONTACT GROUND HANDLING PROVIDERS IN ADVANCE TO NOTIFY THEM PRIOR TO AIRCRAFT ARRIVAL.### 24-32-03 DC SVCE & ULTY BUS Control System Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO MOP Operational Part May be inoperative in the OFF position. Refer to item MOP. 33-10-02 Cabin Lights – Passenger Configuration.### 24-32-04 DC BUS OFF Light Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative.### 24-41-01 AC External Power Connection System Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.### 24-46-01 DC External Power Connection System Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided Prop Brake is operative.### 24-77-01 Electrical Power Measurement Assembly (LH Maintenance Panel) Applicability ALL RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative. MOP Operational Part ATA 25 Equipment

5-11-01 Flight Crew Seat – Vertical and Recline Adjustments Applicability ALL

RI NI NR PLACARD O M B 2 0 YES NO NO Vertical and recline adjustments may be inoperative provided that:a. Associated seat is secured or locked in a position acceptable to the flightcrew member, and b. Horizontal adjustment is operative for each flight crew member.Note: A seat with an inoperative of missing seat belt of harness is considered inoperative.

25-11-02 Flight Deck Observer Seat Applicability ALL

RI NI NR PLACARD O M D 1 0 YES YES YES May be inoperative provided that the seat is correctly stowed or removed.Note: A seat with an inoperative or missing seat belt or harness is considered inoperative. See Operational procedure Flight Deck Observers Seat (O)See Maintenance procedure Flight Deck Observers Seat (M)### 25-11-02P Flight Deck Observers Seat (O)Computing of operational CG envelope or load & trim:A CG position deviation of 0.25% must be considered for every flight with the flight deck observers seat removed. A CG deviation of 0.25% equates to an index change of -1.0 units which must be applied as an index change in the EFB One loadsheet. MOP Operational Part

5-11-03 Flight Crews Seat – Armrest Applicability ALL

RI NI NR PLACARD O M C 4 – YES NO YES May be inoperative provided that:1. Associated armrest is secured in stowed position or removed, as acceptable to the flight crew member. 2. Flight crew seat horizontal adjustment is operative for each flight crew member, and 3. Flight crew seat vertical and recline adjustments are operative for each flight crew member. See Maintenance procedure 25-11-03M Flight Crew – Armrest

5-13-11 Sunvisors Applicability ALL

RI NI NR PLACARD O M D 2 0 NO NO NO May be inoperative or missing provided there are no visual restrictions to the flight crew.

25-13-15 Seat Position Sight Gauge (Eye Locator)

Applicability ALL RI NI NR PLACARD O M C 1 0 NO NO NO May be missing.

25-13-17 Chart Holder Applicability ALL

RI NI NR PLACARD O M C 4 0 YES NO NO MOP Operational Part May be inoperative or missing provided their use is not required.

25-21-01 Required Cabin Attendant Seat G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

Applicability G-LMTG, G-LMTH, G-LMTI RI NI NR PLACARD O M B 2 1 YES YES YES One Seat or seat assembly may be inoperative, provided that: a. Inoperative seat or seat assembly is not occupied, and b. Cabin attendant displaced by inoperative seat occupies an adjacent passenger seat most suitable to perform assigned duties, and c. Passenger Address is operative and used to communicate with displaced cabin attendant, and d. One cabin attendant occupies a seat with a direct access to the communication system, and e. Folding type seat is stowed and secured in the retracted positions, and f. Where a passenger seat is assigned to the displaced cabin attendant it is placarded “FOR CABIN ATTENDANT USE ONLY”, and g. Alternate normal, abnormal and emergency procedures are established/approved and used for displaced cabin attendant, and h. Loganair Operations are informed to block off the passenger seat used by additional cabin attendant in the check-in system. Note 1: A seat with an inoperative or missing seat belt or harness is considered inoperative. Note 2: This requirement does not preclude use of passenger seats by cabin attendants carried in excess of the required cabin attendant.See Operational procedure MOP.25-21-01P Required Cabin Attendant Seat (O). See Maintenance procedure MMP.25-21-01AM Required Cabin Attendant Seat (M). MOP Operational Part Applicability G-LMTF RI NI NR PLACARD O M B 2 1 YES YES YES The forward attendant seat may be inoperative, provided that:a. Inoperative seat or seat assembly is not occupied, and b. Cabin attendant displaced by inoperative seat occupies an adjacent passenger seat most suitable to perform assigned duties, and c. Passenger Address is operative and used to communicate with displaced cabin attendant, and d. SCCM occupies rear attendant seat with a direct access to the communication system, and e. Folding type seat is stowed and secured in the retracted positions, and f. Where a passenger seat is assigned to the displaced cabin attendant it is placarded “FOR CABIN ATTENDANT USE ONLY”, and g. Alternate normal, abnormal and emergency procedures are established/approved and used for displaced cabin attendant, and h. Loganair Operations are informed to block off the passenger seat used by additional cabin attendant in the check-in system. Note 1: A seat with an inoperative or missing seat belt or harness is considered inoperative. Note 2: This requirement does not preclude use of passenger seats by cabin attendants carried in excess of the required cabin attendant. Applicability G-LMRD, G-LMRE, G-LMSA, G-LMSB RI NI NR PLACARD O M – 1 1 NO NO NO • Cabin attendant seat must be servicable.

25-21-01P Required Cabin Attendant Seat (O)Cabin crew must comply with the requirements of MOP.25-21-01 for each flight.

MOP Operational Part

5-21-02 Non-Required Cabin Attendant Seat Applicability G-LMRA, G-LMRB

RI NI NR PLACARD O M C 1 0 YES YES YES The forward attendant seat may be inoperative provided that:a. Inoperative seat or seat assembly is not occupied, and b. Alternate normal, abnormal and emergency procedures are established/approved and used for displaced cabin attendant, and c. Folding type seat is stowed and secured in the retracted position, and d. Where a passenger seat is assigned to the displaced cabin attendant it is placarded: FOR CABIN ATTENDANT USE ONLY.Note: A seat with an inoperative or missing seat belt or harness is considered inoperative. See Operational procedure MOP.25-21-02P Non-Required Cabin Attendant Seat (O). See Maintenance procedure MMP.25-31-02M Non-Required Cabin Attendant Seat (M).

25-21-02P Non-Required Cabin Attendant Seat (O)Cabin crew must comply with the requirements of MOP.25-21-02 for each flight.

25-21-03-01 Overhead Stowage – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C – – YES YES NO Any or all the overhead stowages may be inoperative provided:a. Affected compartment door(s) is/are secured CLOSED or OPEN, and MOP Operational Part b. Associated overhead stowage is prominently placarded DO NOT USE, and c. Any emergency equipment located in affected overhead stowage is considered inoperative, and d. Affected overhead stowage is not used for storage of any item(s) except for those permanently affixed.Note: Any emergency equipment located in the associated overhead stowage (permanently affixed) may be available for use in case of overhead stowage being permanently OPEN or REMOVED.### 25-21-03P Overhead Stowage (O)1. Procedures are established and used to alert crew members and passengers of inoperative bins, and 2. Passengers are briefed that associated bin or compartment is not used.

25-22-01 FWD Cabin Door Lock Mechanism

5-22-01A CDLS System Operative 500-Series

Not Applicable End 500-Series 600-Series G-LMTA, G-LMTB G-LMTC, G-LMTD, G-LMTE, GLMTF, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ , G-LMSA, G-LMSB RI NI NR PLACARD O M C 1 – YES NO NO Lock may be inoperative provided that; 1. Latch remains operative and door can be secured in closed position.2. Cabin crew can freely access the FWD cargo hold for firefighting purposes and cockpit access. 3. No firearms are carried on-board the aircraft.Note: Door must be secured in closed position for smoke prevention.MOP Operational Part – OR – End 600-Series 25-22-01-01B CDLS System Inoperative 500-SeriesNot Applicable End 500-Series 600-Series G-LMTA, G-LMTB G-LMTC, G-LMTD, G-LMTE, GLMTF, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, G-LMSB RI NI NR PLACARD O M B 1 – YES NO NO May be inoperative provided no passengers are carried. End 600-Series 25-31-01-01 Passenger Seats Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA RI NI NR PLACARD O M D 48 – YES YES YES Applicability G-LMSB RI NI NR PLACARD O M D 46 – YES YES YES G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M D 72 – YES YES YES One or more may be inoperative, provided that:a. Inoperative seat does not block an emergency exit, and b. Inoperative seat does not restrict any passenger from access to the main aircraft aisle, andMOP Operational Part c. Affected seat(s) are blocked and placarded “DO NOT OCCUPY”, and d. Any damage is checked not detrimental to adjacent passenger safety

Note: A seat with an inoperative or missing seat belt is considered inoperative. See Maintenance procedure MMP.25-31-01-01M Passenger Seats (M).### 25-31-01P Passenger Seats (O)Brief cabin crew about affected seats position.25-31-01-02 Passenger Seats – Underseat Baggage Restraining Bars Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA RI NI NR PLACARD O M D 48 – YES YES YES Applicability G-LMSB RI NI NR PLACARD O M D 46 – YES YES YES G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M D 72 – YES YES YES May be inoperative or missing provided that: a. Baggage is not stowed under associated seats, and b. Associated seats are placarded “DO NOT STOW BAGGAGE UNDER THIS SEAT”, and c. Procedures are established and used to alert cabin crew of inoperative restraining bars, and d. Any damage is checked not detrimental to adjacent passenger safetyMOP Operational PartSee Operational procedure MOP.25-31-01-02P Passenger Seats – Underseat Baggage Restraining Bars (O). See Maintenance procedure MMP.25-31-01-02M Passenger Seats – Underseat Baggage Restraining Bars (M). 25-31-01-02P Passenger Seats – Underseat Baggage Restraining Bars (O)Brief cabin crew about affected seats position.25-31-01-03 Passenger Seats – Passenger Seats Armrests Applicability ALL RI NI NR PLACARD O M D – – NO NO YES May be inoperative or damaged and the affected seat occupied provided that: a. The affected armrest does not block an emergency exit, and b. The affected armrest is not in such position that it restricts any passengers from access to the aircraft aisle, and c. Any damage is checked not detrimental to adjacent passenger safety, and d. Recline function (if installed) is checked operative. See Maintenance procedure MMP.25-31-01-03M Passenger Seats – Passenger Seats Armrests (M). 25-31-01-04 Passenger Seats – Recline Function (If Installed) Applicability ALL RI NI NR PLACARD O M D – – YES NO YES One or more may be inoperative and the affected seat occupied provided that:a. The seat is secured in the takeoff and landing position, and b. Any damage to passenger seats and components must not be detrimental to passenger safety.MOP Operational PartSee Maintenance procedure MMP.25-31-01-04M Passenger Seats – Recline Function (M). 25-31-01-05 Passenger Seat Tray Table – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C – – YES NO NO One or more may be inoperative provided the table(s) can be secured in stowed position or is/are removed.

25-33-01 Galley Waste Compartment Flapper Door Applicability ALL

RI NI NR PLACARD O M C 1 0 NO YES NO May be inoperative provided that:a. Container is empty, and b. Container access is secured to prevent waste introduction into compartment.See Operational procedure MOP.25-33-01P Galley Waste Compartment Flapper Door (O).

25-33-01P Galley Waste Compartment Flapper Door (O)Put speed tape across the opening of the waste compartment to prevent rubbish being put in.

25-40-01 Cabin Flashlights – Passenger Configuration Applicability ALL

RI NI NR PLACARD O M C 2 0* NO NO NO May be inoperative provided that each required crew member has an operative Cabin Flashlight. MOP Operational Part

5-40-02 Flight Deck Flashlights Applicability ALL

RI NI NR PLACARD O M – 2 2 – – – Both must be operative.### 25-41-01 Exterior Lavatory Door Ashtray Applicability ALL RI NI NR PLACARD O M D 1 0 YES YES NO May be inoperative or missing.### 25-41-02 Interior Lavatory Door Ashtray 25-41-02A Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative or missing provided that: 1. Lavatory smoke detection system is operative,2. Toilet waste receptacle fire extinguishing system is operative, and3. Flight is non-smoking.-OR-25-41-02B Applicability ALL RI NI NR PLACARD O M D 1 0 YES YES YES MOP Operational Part May be inoperative or missing provided that: a. The toilet door is closed, locked and placarded “INOPERATIVE – DO NOT ENTER”, and b. Toilet is not used for the storage of any inflammable or combustible materials. Note: Toilet may be used and/or inspected only by crew members.See Operational Procedure MOP.25-41-02P Interior Lavatory Door Ashtray (O). See Maintenance Procedure MMP.25-45-02M Interior Lavatory Door Ashtray (M).

25-41-02P Interior Lavatory Door Ashtray (O)Toilet must remain locked and placarded and may only be used by crew.Consideration should be given to advising passengers prior to boarding that the lavatory is inoperative.

25-45-01 Portable Protective Breathing Equipment

5-45-01A Flight with Cabin Crew – Passenger Configuration Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSB

RI NI NR PLACARD O M D 2 2 YES NO YES Applicability G-LMSA RI NI NR PLACARD O M D 3 2 YES NO YES G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M D 3 3 YES NO YESMOP Operational PartAny in excess of that required may be inoperative or missing provided that: a. Required distribution of operative PBE units is maintained throughout the aircraft (in accordance with CAT.IDE.A.245 (c), a PBE intended for cabin crew use shall be installed adjacent to each required cabin crew member station), and b. The inoperative PBE unit and its installed location is placarded inoperative, and c. The inoperative PBE unit is removed from the aircraft, or remains in an approved stowage, and d. Procedures are established and used to alert crew members of inoperative or missing equipment. Note: PBE unit which cannot be stowed may be subject to the requirements of Dangerous Goods regulations. See Maintenance procedure MMP.25-45-01M Portable Protective Breathing Equipment (M). – OR –### 25-45-01B Ferry Flight with No Cabin Crew Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSB RI NI NR PLACARD O M – 2 2 – – – Both PBE must be serviceable.G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA RI NI NR PLACARD O MA 3 2 YES NO YESMOP Operational PartAny in excess of that required may be inoperative or missing provided that: a. Required distribution of operative PBE units is maintained throughout the aircraft • CAT.IDE.A.245 (a)(3). Breathing gas from a portable PBE for one member of the flight crew, adjacent to their assigned station, in the case of aeroplanes operated with a flight crew of more than one and no cabin crew member. • CAT.IDE.A.245 (b) – A PBE intended for flight crew use shall be installed in the flight crew compartment and be accessible for immediate use by each required flight crew member at their assigned station. b. The inoperative PBE unit and its installed location is placarded inoperative, and c. The inoperative PBE unit is removed from the aircraft, or remains in an approved stowage, and d. Procedures are established and used to alert crew members of inoperative or missing equipment. e. Operations are limited to 6 flights.f. No cabin crew are carried, as this dispatch condition is for a ferry flight. 500-Series

5-45-02 Freighter Configuration Applicability G-LMRV, G-LMRX, G-LMRY, G-LMRZ

RI NI NR PLACARD O M- 1 1 - - -PBE unit must be serviceable.End 500-Series

5-45-21 Lavatory Waste Compartment Flapper Door – Passenger Configuration

Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO YESMOP Operational Part May be inoperative provided that: a. Toilet waste receptacle is empty, and b. Toilet door is closed locked and placarded, “INOPERATIVE DO NOT ENTER”Note: Toilet may be used and/or inspected by crew members.### 25-54-23 Cargo Restraint System – Passenger Configuration Applicability ALL RI NI NR PLACARD O M D 4 – YES NO NO May be inoperative or missing provided relevant section of the cargo compartment remains empty. Note: A cargo restraint system is considered inoperative if a hook, seat track fitting, strand tightener is missing or it is has cuts or damage to straps/canvas. Damage to the masts and their associated attachments will also render the restraint system inoperative.

25-60-01 ELT – Emergency Locator Transmitter 25-60-01-01 Automatic (Fixed) ELT

500-Series G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M A 1 0 NO YES NO End 500-Series 600-Series CAUTION IF 25-60-01-02 – SURVIVAL ELT IS INOPERATIVE, 26-60-01-01 FIXED ELT IS REQUIRED OPERATIVE, IAW CAT.IDE.A.280 (A) (2). MOP Operational Part G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O MA 1 0 NO YES NO End 600-Series May be inoperative provided that:• Operations are limited to six further flights or twenty five flying hours, whichever occurs first provided alternate procedures are established or used.See 25-60-01-01P Automatic (Fixed) ELT (O).25-60-01-01P Automatic (Fixed) ELT (O)Inform OPS Control that fixed ELT in inopertive.600-Series 25-60-01-02 Survival (Portable) ELT CAUTION IF 25-60-01-01 – FIXED ELT IS INOPERATIVE, 26-60-01-02 SURVIVAL ELT IS REQUIRED OPERATIVE, IAW CAT.IDE.A.280 (A)(2).G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ , G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M D 1 0 YES YES YESAny in excess of those required may be inoperative or missing provided:a. Inoperative equipment and its installed location are placarded inoperative, and b. Inoperative equipment is secured out of sight, and c. Procedures are established and used to alert crew members of inoperative or missing equipment.MOP Operational PartSee Operational Procedure 25-60-01-02P Survival (Portable) ELT (O).See Maintenance Procedure 25-60-01-02M Survival (Portable) ELT (M).25-60-01-02P Survival (Portable) ELT (O)Flight crew must inform cabin crew that portable ELT is inoperative and not to be used, fixed ELT is operative. End 600-Series 500-Series

5-60-02 9-G Vertical Restraining Nets – Freighter Configuration Applicability ALL

RI NI NR PLACARD O M C 9 0 NO NO NO May be inoperative provided that:a. Cargo load is restrained to the floor as defined in the WBM supplement, or b. No Cargo is carried in adjacent bays to an inoperative restraining net. End 500-Series 25-61-01-01 Automated External Defibrillator (AED) – Passenger Configuration Applicability ALL RI NI NR PLACARD O M D 1 0 YES NO NO May be missing, incomplete or inoperative provided that: a. AED must be placarded inoperative, and b. Procedures are established and used to alert crew members of inoperative, and c. A CPR mask must still be present. MOP Operational Part 25-61-01-02 Automated External Defibrillator (AED) – Freighter Configuration Applicability ALL RI NI NR PLACARD O M D 1 0 YES NO NO May be missing, incomplete or inoperative provided that: 1. AED must be placarded inoperative, and2. Procedures are established and used to alert crew members of inoperative AED.

25-61-02 First Aid Kit Applicability ALL

RI NI NR PLACARD O MA 1 1 NO NO NO • The required First-Aid Kit may be incomplete but should be replenished after use in-flight at the first opportunity where replacement items are available. • . Kit contents are specified in the Cabin Crew Safety Manual Section3.8.

25-61-03 Fire Containment Sack Applicability ALL

RI NI NR PLACARD O MA 1 0 NO NO NOThe aircraft may only depart on the flight or series of flights for the purpose of returning to a base where repairs or replacement can be made.

25-62-01 Megaphones – Passenger Configuration Applicability ALL

RI NI NR PLACARD O M D 1 0 YES YES NO MOP Operational Part May be inoperative or missing provided that: a. Megaphone is removed from installed location and placed out of sight so it cannot be mistaken for a functional unit.

25-64-01 Crash Axes or Crowbars Applicability ALL

RI NI NR PLACARD O M – 1 1 NO NO NO Crash Axe required.### 25-64-02 Lifejackets Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA RI NI NR PLACARD O M D 53 – YES YES YES Applicability G-LMSB RI NI NR PLACARD O M D 51 – YES YES YES G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M D 77 – YES YES YES Applicability G-LMRV, G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M D 3 – YES YES YES One lifejacket required for each seat (one jacket must be available to each passenger, cabin crew and flight crew member) and, MOP Operational PartAny in excess of the mininum required may be missing or inoperative, provided: a. Inoperative lifejacket is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit, and b. Required distribution of serviceable lifejackets is maintained.

25-64-02P Lifejackets (O)• If the lifejacket is inoperative at an outstation remove the lifejacket and place out of sight.

• Request line maintenance to remove inoperative lifejacket when at a line maintenance base.

25-64-03 Universal Lifejackets – Passenger Configuration Applicability ALL

RI NI NR PLACARD O M D 5 – YES YES YES One universal lifejacket required for each child/infant (one jacket must be available for each child/Infant. Any in excess of the mininum required may be missing or inoperative, provided: a. Inoperative universal lifejacket is placarded inoperative, removed from the installed location and placed out of sight so it cannot be mistaken for a functional unit, and b. Required distribution of serviceable lifejackets is maintained.

25-64-03P Universal Lifejackets (O)• If the universal lifejacket is inoperative at an outstation remove the lifejacket and place out of sight.

• Request line maintenance to remove inoperative lifejacket when at a line maintenance base. MOP Operational Part

5-65-20 Fire Gloves 25-65-20-01 Fire Gloves – Passenger Configuration

Applicability ALL RI NI NR PLACARD O M – 2 2 – – –Both pairs of fire gloves required.25-65-20-02 Fire Gloves – Freighter Configuration Applicability ALL RI NI NR PLACARD O M – 1 1 – – – Fire gloves required.ATA 26 Fire Protection

6-12-01 Fire Detection Loop Applicability ALL

RI NI NR PLACARD O M C 4 3 YES NO NO One may be inoperative provided that the affected loop is selected OFF.### 26-12-02 Fuel SO Light (Integrated in CL) Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative. MOP Operational Part

6-12-03 ENG 2 NAC OVHT Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO YES May be inoperative provided that hotel mode operation is limited to a maximum tailwind component of 10kt. See Maintenance procedure ENG 2 NAC OVHT (M)26-15-01-01 Cargo Smoke Alert – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative provided that no combustible material is carried in the associated compartment. 26-15-01-02 Cargo Smoke Alert – Freighter Configuration Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided cargo compartment remains empty.### 26-15-02 Cargo Smoke Detectors – Freighter Configuration Applicability ALL RI NI NR PLACARD O M C 6 5 YES NO NO One may be inoperative.MOP Operational Part 26-17-01-01 Toilet Smoke Detection System – Passenger Configuration 26-17-01-01A Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that:a. Toilet waste receptacle is empty, and b. Toilet doors is closed locked and placarded “INOPERATIVE DO NOT ENTER”, and c. Toilet is not used for storage for any inflammable or combustible materials.Note: Toilet may be used and/or inspected only by crew members.– OR – 26-17-01-01B Applicability ALL RI NI NR PLACARD O M B 1 0 NO YES YES May be inoperative provided that: a. Toilet waste receptacle fire-extinguishing system is verified operative, and b. Procedures are established and used to check periodically absence of smoke in affected lavatory. See Operational procedure MOP.26-17-01-01P Toilet Smoke Detection System – Passenger Configuration (O). See Maintenance procedure MMP.26-17-01-01M Toilet Smoke Detection System (M). MOP Operational Part 26-17-01-01P Toilet Smoke Detection System – Passenger Configuration (O) Cabin Crew should check the toilet every 20 minutes & after the occasional usage of toilet by passengers in accordance with the Loganair Cabin Crew Safety Manual Section2.3.1 FIRE PREVENTION & toilet should not be used for stowage of any inflammable or combustible materials.### 26-18-01 AFT Cargo (Curtain/Door) – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided no combustible material is carried in the associated compartment.

26-19-01 AFT Smoke Detection Fans – Passenger Configuration Applicability ALL

RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that the remaining fan is checked operative before each departure. See Operational procedure 26-19-01P AFT Smoke Detections Fans (O)– OR – Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that:a. Toilet waste receptacle is empty, and b. Toilet door is closed and locked and placarded “INOPERATIVE DO NOT ENTER”, and c. No combustible material is carried in the AFT cargo compartment. MOP Operational Part

Note: Toilet may be used and/or inspected only by crew members.### 26-19-01P AFT Smoke Detections Fans (O)• Select ALTN (P.B released)• Alt fan runs, ALTN light iluminates white • Check no fault light iluminated

6-21-01 AGENT DISCH Light (Engine)

Applicability ALL RI NI NR PLACARD O M A 4 2 YES NO YES One or two may be inoperative provided that: a. Affected light(s) are not on the same engine fire panel, and b. Respective extinguisher bottle pressure is checked on the direct reading gauge prior to first flight of each day, and c. Operations are limited to two calendar days Note: • AGENT 1 DISCH on left engine and AGENT 2 DISCH on right engine are associated with Fire Extinguisher Bottle 1. • AGENT 2 DISCH on left engine and AGENT 1 DISCH on right engine are associated with Fire Extinguisher Bottle 2. See Maintenance procedure MMP.26-21-01M AGENT DISCH Light (Engine) (M).

26-25-00 Lavatory Fire Extinguisher 26-25-00-01 Lavatory Fire Extinguisher – Passenger Configuration

Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO YES May be inoperative provided: 1. Lavatory waste bin is empty; andMOP Operational Part2. Associated lavatory door is locked, closed and placarded to prohibit passengers from entering; and 3. Toilet is not used for storage of any inflammable or combustible material, and 4. Affected lavatory is used only by crew members, and5. Lavatory waste bin flapper door is verified operative.See Maintenance procedure MMP.26-25-00M Lavatory Fire Extinguisher.### 26-30-01 Portable Hand Held Fire Extinguisher 26-30-01-01 Portable Hand Held Fire Extinguisher – Passenger Configuartion Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA RI NI NR PLACARD O M – 3 3 NO NO NO All extinguishers required IAW CAT.IDE.A.250 as Type-Certificate Data Sheet. Maximum Operational Passenger Seating Capacity is 60, requiring 2 extinguishers in the cabin & 1 extinguisher in the flight deck at all times. Refer to aircraft location diagrams PartCCSM Section5B.1.21 – ATR Location Diagrams for number installed & location. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M – 4 4 NO NO NO All extinguishers required IAW CAT.IDE.A.250 as Type-Certificate Data Sheet. Maximum Operational Passenger Seating Capacity is 74, requiring 3 extinguishers in the cabin & 1 extinguisher in the flight deck at all times.Refer to aircraft location diagrams PartCCSM Section5B.1.21 – ATR Location Diagrams for number installed & location. 26-30-01-02 Portable Hand Held Fire Extinguisher – Freighter Configuration Applicability ALL RI NI NR PLACARD O M – 2 2 NO NO NO MOP Operational Part All extinguishers required, please refer to ATR PartB Section10.1 – Emergency equipment location diagram for number installed & location.ATA 27 Flight Controls

7-20-01 Rudder Damper Applicability ALL

RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that for taxi, takeoff and landing;:a. Maximum crosswind is limited to 15kt, and b. Maximum total wind is limited to 30kt. See Operational procedure MOP.27-20-01P Rudder Damper (O).### 27-20-01P Rudder Damper (O)Pilot Flying and Pilot Monitoring must keep their feet on the pedals during all the taxi phases in order to avoid rudder excessive movements. Pilot Flying will avoid large pedal movements during takeoff and landing and will prefer nose wheel steering use.

27-20-02 Rudder Releasable Centering Unit (RCU)### 27-20-02A Yaw Damper Function Inoperative CAT II System: Required IAW AFM PRO.SPO. CAT II operations.

Applicability ALL RI NI NR PLACARD O M – 1 – YES YES NORefer to item 22-18-03 Yaw Damper Function (O)See Operational procedure MOP.27-20-02P Rudder Releasable Centring Unit (O). – OR –MOP Operational Part

7-20-02B Yaw Damper Function Operative Applicability ALL

RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that yaw damper function is operative and used. See Operational procedure MOP.27-20-02P Rudder Releasable Centring Unit (O).

27-20-02P Rudder Releasable Centring Unit (O)• If the yaw damper is inoperative or not engaged.– Pilot Flying will keep his feet on the pedals to be ready to control rudder

7-23-01 Travel Limiter Unit (TLU)27-23-01-01A G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA,

Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES NO NO  May be inoperative in the low speed position provided that speed is limited to 195 kt.27-23-01-02A G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO  May be inoperative in the low speed position provided that speed is limited to 185 kt MOP Operational Part – OR –

27-23-01B Automatic Mode

Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO  May be inoperative provided that manual mode is operative.See Operational procedure MOP.27-23-01P Travel Limiter Unit (TLU)(O).### 27-23-01P Travel Limiter Unit (TLU) (O)500-Series Applicability G-LMRA, G-LMRD, G-LMRE Check of TLU manual mode:During Cockpit preparation  Select manually HI SPD and check the following (after approximately 30s):– Alert is generated: master caution, single chime, FLT CTL on CAP and TLU FAULT light. – RUD TLU LO SPD light is OFF.– Rudder travel is limited. Select LO SPD and check the following (after approximately 30s):– Alert stops.– RUD TLU LO SPD light comes ON.– Rudder travel is no longer.Do not use AUTO mode.Before TAKE-OFF  Select manually LO SPD. MOP Operational PartIn Flight  During an acceleration, select manually HI SPD when reaching 195 kt and check RUD TLU LO SPD light is OFF. During deceleration, select manually LO SPD when reaching 190 kt and check RUD TLU LO SPD light comes ON (after approximately 30s).Note: A TLU FAULT alert will trigger transitorily after approximately 30 s. Applicability G-LMRBDuring Cockpit preparation  Select manually HI SPD and check alert is generated after 25 s: master caution, single chime, FLT CTL on CAP and TLU FAULT light.Check rudder travel limited. Select LO SPD and check alert stops after approximately 30 s and check rudder travel no longer limited. In Flight  During an acceleration, select manually HI SPD when reaching 195kt.  During deceleration, select manually LO SPD when reaching 190kt. Applicability G-LMRV, G-LMRY Check of TLU manual mode: During Cockpit preparation  Select manually HI SPD and check the following (after approximately 30 s):– Alert is generated: master caution, single chime, FLT CTL on CAP and TLU FAULT light. – RUD TLU LO SPD light is OFF.– Rudder travel is limited. Select LO SPD and check the following (after approximately 30 s):– Alert stops.– RUD TLU LO SPD light comes ON.MOP Operational Part – Rudder travel is no longer. Do not use AUTO mode.Before TAKE-OFF Select manually LO SPD. In Flight  During an acceleration, select manually HI SPD when reaching 185kt and check RUD TLU LO SPD light is OFF. During deceleration, select manually LO SPD when reaching 180kt and check RUD TLU LO SPD light comes ON (after approximately 30s).Note: A TLU FAULT alert will trigger transitorily after approximately 30 s. Applicability G-LMRX, G-LMRZDuring Cockpit preparation  Select manually HI SPD and check alert is generated after 25 s: master caution, single chime, FLT CTL on CAP and TLU FAULT light.Check rudder travel limited. Select LO SPD and check alert stops after approximately 30 s and check rudder travel no longer limited. In Flight  During an acceleration, select manually HI SPD when reaching 185 kt.  During deceleration, select manually LO SPD when reaching 180 kt.End 500-Series 600-Series Applicability G-LMSA Check of TLU manual mode: MOP Operational PartDuring Cockpit preparation  Select manually HI SPD and check the following (after approximately 30 s):– Alert is generated: master caution, single chime, FLT CTL on FWS and TLU FAULT light. – TLU LO SPD label has disappeared.– Rudder travel is limited. Select LO SPD and check the following (after approximately 30 s):– Alert stops.– TLU LO SPD label is displayed.– Rudder travel is no longer.Do not use AUTO mode.Before TAKE-OFF  Select manually LO SPD. In Flight  During an acceleration, select manually HI SPD when reaching 195kt and check TLU LO SPD label disappears. During deceleration, select manually LO SPD when reaching 190kt and check TLU LO SPD label is displayed (after approximately 30s). Note: A TLU FAULT alert will trigger transitorily after approximately 30 s. Applicability G-LMSBDuring Cockpit preparation  Select manually HI SPD and check alert is generated after 25 s: master caution, single chime, FLT CTL on FWS. Check rudder travel limited.  Select LO SPD and check alert stops after approximately 30 s and check rudder travel no longer limited. In Flight  During an acceleration, select manually HI SPD when reaching 195 kt. MOP Operational Part  During deceleration, select manually LO SPD when reaching 190 kt. Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTE, G-LMTF, G-LMTG, G-LMTJ Check of TLU manual mode:During Cockpit preparation  Select manually HI SPD and check the following (after approximately 30 s):– Alert is generated: master caution, single chime, FLT CTL on FWS and TLU FAULT light. – TLU LO SPD label has disappeared.– Rudder travel is limited. Select LO SPD and check the following (after approximately 30 s):– Alert stops.– TLU LO SPD label is displayed.– Rudder travel is no longer.Do not use AUTO mode.Before TAKE-OFF • Select manually LO SPD. In Flight • During an acceleration, select manually HI SPD when reaching 185 kt and check TLU LO SPD label disappears.• During deceleration, select manually LO SPD when reaching 180kt and check TLU LO SPD label is displayed (after approximately 30s). Note: A TLU FAULT alert will trigger transitorily after approximately 30 s. Applicability G-LMTD, G-LMTH, G-LMTIMOP Operational PartDuring Cockpit preparation  Select manually HI SPD and check alert is generated after 25 s: master caution, single chime, FLT CTL on FWS. Check rudder travel limited.  Select LO SPD and check alert stops after approximately 30s and check rudder travel no longer limited. In Flight  During an acceleration, select manually HI SPD when reaching 185kt.  During deceleration, select manually LO SPD when reaching 180kt.End 600-Series 500-Series 27-23-02-01 TLU FAULT Light Light Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that the aural alert and Master Caution and associated FLT CTL alert on CAP are checked operative prior to each flight. See Operational procedure MOP.27-23-02-01P TLU FAULT Light (O).27-23-02-01P TLU FAULT Light (O)During Cockpit Preparations  Select manually HI SPD and check alert is generated after 25 s: master caution, single chime, FLT CTL on CAP. Check rudder travel limited.  Selected LO SPD and check alert stops after approx. 30 s and check rudder travel no longer limited.  During an acceleration, select manually HI SPD when reaching 195 kt. During a deceleration, select manually LO SPD when reaching 190 kt.MOP Operational Part 27-23-02-02 TLU FAULT Light Applicability G-LMRV, G-LMRX, G-LMRY, G-LMRZ, G-LMTJ RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that the aural alert and Master Caution and associated FLT CTL alert on CAP are checked operative prior to each flight. See Operational procedure MOP.27-23-02-02P TLU FAULT Light (O).27-23-02-02P TLU FAULT Light (O)During Cockpit Preparations  Select manually HI SPD and check alert is generated after 25 s: master caution, single chime, FLT CTL on CAP. Check rudder travel limited.  Selected LO SPD and check alert stops after approx. 30 s and check rudder travel no longer limited.  During an acceleration, select manually HI SPD when reaching 185 kt. During a deceleration, select manually LO SPD when reaching 180 kt.End 500-Series 600-Series 27-23-02-01 TLU FAULT Light Light Applicability G-LMSA, G-LMSB RI NI NR PLACARD O M D 1 0 YES YES NO May be inoperative provided that the aural alert and Master Caution and associated FLT CTL TLU alert on FWS are checked operative prior to each flight. See Operational procedure MOP.27-23-02-01P TLU FAULT Light (O).MOP Operational Part 27-23-02-01P TLU FAULT Light (O) During Cockpit Preparations  Select manually HI SPD and check alert is generated after 25 s: master caution, single chime, FLT CTL TLU on FWS. Check rudder travel limited.  Selected LO SPD and check alert stops after approx. 30 s and check rudder travel no longer limited.  During an acceleration, select manually HI SPD when reaching 195 kt. During a deceleration, select manually LO SPD when reaching 190 kt.27-23-02-02 TLU FAULT Light G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTF, G-LMTG, G-LMTH, G-LMTI RI NI NR PLACARD O M D 1 0 YES YES NO May be inoperative provided that the aural alert and Master Caution and associated FLT CTL TLU alert on FWS are checked operative prior to each flight. See Operational procedure MOP.27-23-02-02P TLU FAULT Light (O).27-23-02-02P TLU FAULT Light (O)During Cockpit Preparations  Select manually HI SPD and check alert is generated after 25 s: master caution, single chime, FLT CTL TLU on CAP. Check rudder travel limited.  Selected LO SPD and check alert stops after approx. 30 s and check rudder travel no longer limited.  During an acceleration, select manually HI SPD when reaching 185 kt. During a deceleration, select manually LO SPD when reaching 180 kt.End 600-SeriesMOP Operational Part

7-25-01 Yaw Trim Position Indicator Applicability ALL

RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. Yaw trim systems operates normally, and b. Rudder trim tab is visually verified in neutral position before each departure, and c. Yaw damper and/or autopilot are not used until the aircraft has been fully trimmed, and d. Operations are limited to three calendar days. See Operational procedure MOP.27-25-01P Yaw Trim Position Indicator (O).

27-25-01P Yaw Trim Position Indicator (O)During preliminary Cockpit Preparation: CM1 must be visually verify that the YAW trim operates normally  Before Every Flight: CM1 must visually verify that the Rudder Trim Tab

is the Neutral position.### 27-32-01 Pitch Trim Rocker Switches Steep Approach Requirement: IAW AFM PRO.SPO. Limitations. Applicability ALL RI NI NR PLACARD O M B 2 1 YES NO NO One may be inoperative provided that standby pitch trim is operative.

27-32-02 Standby Pitch Trim Steep Approach Requirement: IAW AFM PRO.SPO. Limitations.

MOP Operational Part Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that both pitch trim rocker switches are operative.

27-32-03 First Officer Trim Rocker Switch Cover Applicability ALL

RI NI NR PLACARD O M – 1 0 YES NO YES May be inoperative or missing provided that associated trim is considered inoperative. Refer to item 27-32-01 Pitch Trim Rocker Switches.See Maintenance procedure MMP.27-32-03M Pitch Trim Switch Cover (M).

27-35-01 Pitch Trim Position Indicator Applicability ALL

RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative provided that elevator tabs are:a. Visually checked operative prior to start up, and b. Positioned neutral prior to takeoff. See Operational procedure MOP.27-35-01P Pitch Trim Position Indicator (O).

27-35-01P Pitch Trim Position Indicator (O)During Taxi Checklist  Run the trim from nose up to nose down: from the trim position where

the whooler stops, run the trim from nose down to nose up for 13 s.MOP Operational Part

Note: This procedure sets the pitch trim to a conservative position for any CG inside the operational CG envelope (neutral position). A TOCG in the centre of the operational CG envelope is recommended in order to reduce the efforts of the pilot during the rotation.When performing TO CONFIG test, verify that CONFIG and FTL CTL alerts are only due to the Pitch Trim Indicator by checking that TLU is in LOW SPEED, GUST LOCK is OFF and FLAPS are in takeoff configuration. • Before Takeoff  Cancel MW alarm by pressing MASTER WARN pb. 500-Series

Note: CONFIG and FLT CTL lights remain displayed on the CAP.End 500-Series 600-Series Note: CONFIG FLT CTL lights remain displayed on the EWD.End 600-Series

7-36-01 Stick Shaker Actuactor – Ferry Flight Only Applicability ALL

RI NI NR PLACARD O MA 2 1 YES YES NO One may be inoperative for one Ferry Flight provided that MFC modules 1B and 2B are operative.See Operational procedure MOP.27-36-01P Stick Shaker Actuactor (O).### 27-36-01P Stick Shaker Actuactor (O)During Preliminary Cockpit Preparation  TCAS.....................................................................TA ONLY MOP Operational Part Limitations • 500-SeriesDuring Approach – MINIMUM MANEUVER OPERATING SPEEDS..........................................INCREASE BY 10kt – LDG DIST..............................................................MULTIPLY BY1.15 End 500-Series 600-SeriesDuring Approach – IAS.........................................................................NOT LESS THAN Vmin OPS + 10kt – SPD TGT...............................................................MAN SEL – LDG DIST..............................................................MULTIPLY BY 1.15 End 600-Series • 500-SeriesNot Applicable End 500-Series 600-Series Below 1000ft AGL – AP USE: Prohibited – CAT II: Prohibited End 600-Series

7-36-02 Stick Pusher Actuactor – Ferry Flight Only Applicability ALL

RI NI NR PLACARD O MA 1 0 YES YES YES May be inoperative for one Ferry Flight only, provided that MFC modules 1B and 2B are operative.MOP Operational PartSee Operational procedure MOP.27-36-02P Stick Pusher Actuactor (O).See Maintenance procedure MMP.27-36-02M Stick Pusher Actuator (M).### 27-36-02P Stick Pusher Actuactor (O)During Preliminary Cockpit Preparation  TCAS.....................................................................TA ONLY  STICK PUSHER/SHAKER pb...............................ON  CONTROL COLUMN & WHEEL...........................CHECK FREE MOVEMENT  STICK PUSHER/SHAKER FAULT LIGHT............CHECK OFF Note: If control column is stuck, refer to Maintenance Procedure (disassembling of stick pusher). Refer to MMP.27-36-02M Stick Pusher Actuator (M).Perform stick shakers test:• WARN Selector.....................................................STICK PUSHER/ SHAKER YES Limitations • 500-Series During approach – MINIMUM MANEUVER OPERATING SPEEDS..........................................INCREASE BY 10kt – LDG DIST..............................................................MULTIPLY BY1.15 End 500-Series 600-SeriesDuring approach – IAS.........................................................................NOT LESS THAN V min OPS + 10ktMOP Operational Part – SPD TGT...............................................................MAN SEL – LDG DIST..............................................................MULTIPLY BY1.15 End 600-Series • 500-SeriesNot Applicable End 500-Series 600-Series Below 1000ft AGL – AP USE: PROHIBITED – CAT II: Prohibited End 600-Series

7-36-03 Indications and Controls on Maintenance Panels Applicability ALL

RI NI NR PLACARD O M C – 0 NO NO NO May be inoperative.### 27-37-01 Pitch Elevators Coupling Sytem – Ferry Flight Only Steep Approach Requirement: IAW AFM PRO.SPO. Limitations. Applicability ALL RI NI NR PLACARD O M A 1 0 YES YES YES May be inoperative provided that: a. Operations are limited to one Ferry Flight, and b. Operations are conducted in compliance with applicable AFM Deviation Guide.c. CAT II prohibited.See Operational procedure MOP.27-37-01P Pitch Elevators Coupling Sytem (O). MOP Operational PartSee Maintenance procedure MMP.27-37-01M Pitch Elevators Coupling System (M).

27-37-01P Pitch Elevators Coupling Sytem (O)Refer to AFM – DEVIATION GUIDE SUPPLEMENT Flight with Pitch Elevators Disconnected.

• Ensure PitchElev is selected to INOP in Guru2 for takeoff and Landing performance calculations.

27-37-02 Elevators Clutch Reconnection Device Steep Approach Requirement: IAW AFM PRO.SPO. Limitations.

27-37-02A Ferry Flight Applicability ALL

RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. 500-Series Pitch disconnect alarm comes on steady, and End 500-Series 600-Series PITCH DISC alert is displayed on FWS, and End 600-Series b. Operations are limited to one Ferry Flight, and c. Operations are conducted in compliance with applicable AFM Deviation GuideSee Operational procedure MOP.27-37-02P Elevators Clutch Reconditioning Device (O). – OR –MOP Operational Part 27-37-02B Applicability ALL RI NI NR PLACARD O M D 1 0 YES NO YES May be inoperative provided that: a. The elevator clutch reconnection devide is deactivated, and b. Steep Slope Approach is prohibited (> 4.5°). See Maintenance procedure MMP.27-37-02M Elevators Clutch Reconditioning Device (M).

27-37-02P Elevators Clutch Reconditioning Device (O)Refer to AFM – DEVIATION GUIDE SUPPLEMENT Flight with Pitch Elevators Disconnected.

27-51-01 Flaps Control System Steep Approach Requirement: IAW AFM PRO.SPO. Limitations

Applicability ALL RI NI NR PLACARD O M A 1 0 YES YES NO May be inoperative provided that: a. Flaps are checked in retracted position, and b. Operations are conducted in compliance with applicable AFM Deviation Guide, and c. Operations are limited to two flights. See Operational procedure MOP.27-51-01P Flaps Control System (O).MOP Operational Part

7-51-01P Flaps Control System (O)Refer to AFM – DEVIATION GUIDE SUPPLEMENT Dispatch With Flaps Retracted.

• Loganair Flight Ops Note:– Ensure Flaps Retracted is selected to YES in Guru2 for takeoff and Landing performance calculations. 27-55-01-01 Flaps Position Indicator Applicability ALL RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. Flaps position visual check is made prior to takeoff and in flight, and b. Operations are limited to two calendar days. See Operational procedure MOP.27-55-01-01P Flaps Position Indicator (O). 27-55-01-01P Flaps Position Indicator (O)• Check visually flaps positions at each configuration change using the flap position indicators on the outboard flap hinge fairings. (Example of ATR42 Flap Position Markings)MOP Operational Part

7-55-02 Flaps Unlock Warning Applicability ALL

RI NI NR PLACARD O MA 1 0 YES NO NO May be inoperative provided that: a. Flaps control system is considered inoperative: Refer to Item

7-51-01 Flaps Control System, and b. Operations are limited to two flights.

27-61-01 Spoiler Control System Applicability ALL

RI NI NR PLACARD O M B 1 0 YES YES YES May be inoperative provided that:a. Spoilers are secured in retracted positon, and b. Operations are conducted in compliance with applicable AFM Deviation Guide.See Operational procedure MOP.27-61-01P Spoiler Control System (O).See Maintenance procedure MMP.27-61-01M Spoiler Control System (M).

27-61-01P Spoiler Control System (O)Refer to AFM – DEVIATION GUIDE SUPPLEMENT Dispatch with Spoilers Control System Inoperative.

Loganair Flight Ops Note:• Ensure Spoilers is selected to INOP in Guru2 for takeoff and Landing performance calculations. MOP Operational Part

7-65-01 Spoiler Position Indicating System 27-65-01A

Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that proper functioning of the spoilers is checked prior to each departure and monitored throughout the flight.See Operational procedure MOP.27-65-01P Spoiler Position Indicating System (O). – OR – 27-65-01B Applicability ALL RI NI NR PLACARD O M – 1 0 NO YES YES May be inoperative provided that the Spoiler Control System is considered inoperative. Refer to Item 27-61-01 Spoiler Control System.See Operational procedure MOP.27-65-01P Spoiler Position Indicating System (O). See Maintenance procedure MMP.27-65-01M Spoiler Position Indicating System (M).

27-65-01P Spoiler Position Indicating System (O)• In case of Spoiler Position Indicating System (A)Prior to each departure in appropriate condition for visual spoiler verification.

– Proper functioning of the spoilers is checked – OR – • In case of Spoiler Position Indicating System (B)MOP Operational PartRefer to Refer to – AFM DEVIATION GUIDE SUPPLEMENT Dispatch with Spoiler Control System Inoperative. 27-70-01-01 GUST LOCK System – Aileron Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES YES May be inoperative provided that the tailwind during parking does not exceed 40kt. Note: Propeller brake is not available.See Operational procedure MOP.27-70-01-01P GUST LOCK System – Aileron (O). See Maintenance procedure MMP.27-70-01-01M GUST LOCK System – Aileron (M). 27-70-01-01P GUST LOCK System – Aileron (O)• Exercise caution during taxi and parking due to wind effects on unlocked controls. • Maximum windspeed, including gusts, without serviceable gust lock is 52 kts. • To perform the TO CONFIG test, set the GUST LOCK lever to OFF position. 27-70-01-02 GUST LOCK System – Elevator Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES YES May be inoperative.Note: Propeller brake is not available.See Operational procedure MOP.27-70-01-02P GUST LOCK System – Elevator (O). MOP Operational PartSee Maintenance procedure MMP.27-70-01-02M GUST LOCK System – Elevator (M). 27-70-01-02P GUST LOCK System – Elevator (O)• Exercise caution during taxi and parking due to wind effects on unlocked controls. • Maximum windspeed, including gusts, without serviceable gust lock is 52 kts. 500-Series

7-70-02 AIL LOCK Light Applicability ALL

RI NI NR PLACARD O MA 1 0 NO NO NO May be inoperative provided that operations are limited to two flights. End 500-Series ATA 28 Fuel System

8-21-01 FEED LO PR Light 500-Series

Applicability ALL RI NI NR PLACARD O M B 2 1 YES YES NO One may be inoperative provided that: a. Associated alert is processed by CCAS, and b. Associated pump is operative See Operational procedure MOP.28-21-01P FEED LO PR Light (O).### 28-21-01P FEED LO PR Light (O)During Cockpit Preparaton  RH and LH PUMPS...............................................CHECK ON MOP Operational Part  FUEL LIGHT ON CAP...........................................CHECK TURN OFF  AFFECTED SIDE PUMP.......................................SELECT OFF  C/B FUEL FEED/AFFECTED SIDE ENGINE/CTL & CAUT.................................RESET  FUEL LIGHT ON CAP...........................................CHECK  AFFECTED SIDE PUMP.......................................SELECT ON  ASSOCIATED ALERTS........................................CHECK TURN OFF End 500-Series 600-Series Applicability ALL RI NI NR PLACARD O M B 2 0 YES YES NO One or both may be inoperative provided that: a. FEED LO PR labels are available on SD Engine page, and b. FUEL FEED LO PR alert is processed by the FWS, and c. Associated pump is operative.See Operational procedure MOP.28-21-01P FEED LO PR Light (O).### 28-21-01P FEED LO PR Light (O)During Cockpit Preparaton  RH and LH PUMPS...............................................CHECK ON  ON SD ENGINE PAGE, FEED LO PR LABELS.....................................................CHECK NOT DISPLAYED  AFFECTED SIDE PUMP.......................................ELECT OFF MOP Operational Part  C/B FUEL FEED/AFFECTED SIDE ENGINE/CTL & CAUT...........................................RESET  ON SD ENGINE PAGE, FEED LO PR LABEL........................................................CHECK DISPLAYED  ON EWD, FUEL FEED LO PR ALERT..................CHECK DISPLAYED  AFFECTED SIDE PUMP....................................... SELECT ON  ASSOCIATED ALERTS........................................CHECK NOT DISPLAYED End 600-Series

8-21-02 Electrical Fuel Pump Applicability ALL

RI NI NR PLACARD O M C 2 1 YES YES YES One may be inoperative provided that:a. Fuel X FEED valve is check operative, and b. Associated jet pump (and motive flow valve) is operative. See Operational procedure MOP.28-21-02P Electrical Fuel Pump (O).See Maintenance procedure MMP.28-21-02M Electrical Fuel Pump (M).### 28-21-02P Electrical Fuel Pump (O)Limitations • Flight planning must take into account engine failure in the inoperative pump side as X FEED would not be possible. Flight time from suitable alternate must not exceed 45 min with one engine operating. (Elapse time before reaching maximum fuel unbalance).MOP Operational Part ATR 42 • Maximum certified fuel unbalance must never be exceeded 550kg.ATR 72 • Maximum certified fuel unbalance must never be exceeded 730kg. During Preliminary Cockpit Preparation  FUEL X FEED.......................................................CHECK X LINE (i.e. check that cross-feed is closed) FUEL PUMP (on affected side).............................OFF  FUEL PUMP (on operative side)...........................ON  ENG FEED LO PR (on operative side)..................CHECK TURN OFF  ENG FEED LO PR (on affected side)....................CHECK REMAINS ON  FUEL X FEED.......................................................IN LINE (i.e open cross-feed)  ENG FEED LO PR (on affected side)....................CHECK TURN OFF  FUEL PUMP (on operative side)...........................OFF  FUEL PUMP (on affected side).............................ON (There is no cockpit indication as Circuit breaker of the pump is pulled)  ENG FEED LO PR 1+2.........................................CHECK TURNED ON (It is necessary to wait several minutes) MOP Operational Part  FUEL X FEED.......................................................X LINE (i.e. check that cross-feed is closed)  FUEL PUMP (on affected side).............................OFF  FUEL PUMP (on operative side)...........................AS RQRD Before affected engine start  FUEL PUMP (on operative side)...........................ON  FUEL X FEED.......................................................IN LINE (i.e open cross-feed) After affected engine start  FUEL PUMP (on affected side).............................ON Note: This enables motive flow valve and then jet pump to be operative.  FUEL X FEED.......................................................X LINE  ENG FEED LO PR................................................CHECK REMAINS OFFNote: During Turnaround, while engines are shutdown, the affected pump is to remain OFF to prevent LO LVL (Feeder Tank) Warnings.### 28-21-03 Pump RUN Light Applicability ALL RI NI NR PLACARD O M C 2 0 YES YES NO One or both may be inoperative provided that:a. Associated electrical pumps are operative.MOP Operational Part

8-21-03P Pump RUN Light (O)Before each Flight  To Check Electric Pump(s):

 Affected pump.......................................................ON Check FEED LO PR extinguishes.

28-21-04 Jet Pump (and Associated Motive Flow Valve)

Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative provided that: a. FUEL X FEED valve is operational, and b. Associated electrical pump is operative.

28-21-05 Feeder Tank Jet Pump Applicability ALL

RI NI NR PLACARD O M C 2 1 NO NO NO One may be inoperative provided that:a. FUEL X FEED valve is operative and, b. Both electrical pumps are operative, and c. Both fuel quantity indication systems are operative, and d. Unusable fuel quantity in each tank is raised from 20kg to 130kg. Refueling must be done accordingly.Note 1: The “FUEL LO LVL” may be triggered in case of feeder tank jet pump malfunction on aircraft. Note 2: A FUEL LO LVL alert/message will be triggered in 2 scenarios:• LO LVL with fuel quantity ≤ 160 kg – A genuine low level of fuel remaining in the tank, or MOP Operational Part • LO LVL with fuel quantity ≥ 160 kg – Feeder tank not entirely full due to failure of the Feeder Tank jet Pump.Note 3: Unusable fuel must be raised to 130kg in each tank as the MEL takes into account a possible failure of the remaining operative feeder tank jet pump. An additional 260kg of fuel should be added to the block fuel figure. During in flight fuel checks this additional 260kg must be subtracted from the fuel remaining figure to provide an accurate useable fuel figure. 500-Series## 500 Series End 500-Series 600-Series## 600 Series End 600-Series Loganair Note:With an inoperative Feeder Tank Jet Pump the Electrical Fuel Pump on the associated side will run continuously as the feeder tank will not be entirely full.MOP Operational Part

8-23-01 X FEED Valve Applicability ALL

RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that:a. X FEED valve is checked in closed position and, b. Both fuel quantity indicators are operative. See Operational procedure MOP.28-23-01P X FEED Valve (O).### 28-23-01P X FEED Valve (O)Limitations • Flight planning must take into account engine failure as X FEED would not be possible. Flight time from suitable alternate must not exceed 45 min with one engine operating (elapse time before reaching maximum fuel unbalance).• Dispatch without any asymmetryMOP Operational Part ATR 42: Maximum certified fuel unbalance must never be exceeded 550 kg.• When selecting RH PUMP ON, check ENG 2 FEED LO PR light extinguishes and ENG 1 FEED LO PR light remains illuminated. ATR 72:Maximum certified fuel unbalance must never be exceeded 730 kg.• When selecting RH PUMP ON, check ENG 2 FEED LO PR light extinguishes and ENG 1 FEED LO PR light remains illuminated.

28-23-02 X FEED Flow Bar Applicability ALL

RI NI NR PLACARD O M – 1 0 YES YES NO May be inoperative provided that:a. X FEED Valve is considered inoperative.Refer to item 28-23-01 X FEED Valve.See Operational procedure MOP.28-23-02P X FEED Flow Bar (O).### 28-23-02P X FEED Flow Bar (O)Refer to item 28-23-01P X FEED Valve (O).500-Series

8-23-03 Fuel X FEED Memo Light RI NI NR PLACARD O M

C 1 0 YES NO NO May be inoperative. End 500-SeriesMOP Operational Part 28-25-01-01 Refueling Control Panel Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO YES May be inoperative provided that gravity refueling is performed or manual refuelling using the handle ring control is performed.See Maintenance procedure MMP.28-25-01-01M Refueling Control Panel – Refueling Control Panel (M). ATR 72 ONLY: Manual refuelling using the handle ring control cannot be used if drainage of the fuel pipe is required (As refuelling Control Panel is inoperative and surge valve cannot be controlled).28-25-01-02 Refueling Control Panel – Fuel Preselector Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO YES May be inoperative provided that manual refueling is performed.See Maintenance procedure MMP.28-25-01-02M Refueling Control Panel – Fuel Preselector (M). 600-Series 28-25-01-03 Refueling Control Panel – Preselected Qty Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO YES May be inoperative provided that manual refueling is performed. See Maintenance procedure MMP.28-25-01-03M Refueling Control Panel – Preselected QTY (M). MOP Operational Part 28-25-01-04 Refueling Control Panel – Refueling Control Panel Door Indication (on SD Cabin Page) Applicability ALL RI NI NR PLACARD O M C – 0 NO YES YES May be inoperative provided that: a. Refueling Control panel Door is checked closed before each flight, and b. Refueling Control panel is deactivated after each refueling operations. See Operational procedure MOP.28-25-01P Refueling Control Panel – Refueling Control Panel Door Indication (on SD Cabin Page) (O). See Maintenance procedure MMP.28-25-01-04M Refueling Control Panel – Refueling Control Panel Door Indication (M).

28-25-01P Refueling Control Panel – Refueling Control Panel Door Indication (on SD Cabin Page) (O)

Exterior Inspection  REFUELING CONTROL PANEL DOOR...............CHECK CLOSED End 600-Series

8-25-02 Pressure Refueling Cap Applicability ALL

RI NI NR PLACARD O MA 1 0 NO NO YES May be inoperative provided that: a. Refuel valves are confirmed closed, and b. There is no leakage from the refuel coupling, and c. Operations are limited to three calendar days.MOP Operational PartSee Maintenance procedure MMP.28-25-02M Pressure Refueling CAP (M). 500-Series

8-25-50 Refuelling Panel Microswitch Applicability ALL

RI NI NR PLACARD O M – 1 0 YES NO YES May be inoperative or missing provide that:1. Refuelling Control Panel is considered inoperative.Refer to item 28-25-01-01 Refueling Control PanelSee Maintenance procedure MMP.28-25-50 Refuelling Panel Microswitch (M) End 500-Series

8-26-01 LP Valve Position Indicator Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative.### 28-41-01 Tank Temperature Indication Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative.Note: OAT has to be used.See Operational procedure MOP.28-41-01P Tank Temperature Indication (O). MOP Operational Part

8-41-01P Tank Temperature Indication (O)Note: Refer to AFM LIM.5.70.4.2 Fuel Temperature, for temperature limitation.

28-42-01 Fuel QTY Indication Applicability ALL

RI NI NR PLACARD O M C 2 1 YES YES YES One may be inoperative provided that:a. The associated FU indication is operative, and b. The opposite side Fuel LO LVL alert is checked operative (Checked by Engineering as part of maintenance procedure. No crew action required), and c. The use of the preslected quantity is prohibited during refueling, and d. The associated tank fuel quantity is checked using manual (magnetic) indicators after each refueling.Note 1: Refuelling to be carried out at manned maintenance facility and engineering is to be contacted to facilitate fuel dips. Guidance on how to perform a manual fuel check can be found here. Laminated fuel graphs can be found within the Essential Documents folder to aid with plotting dip stick results. Note 2: In addition to the cockpit FUEL QTY INDICATION, the preselected quantity and the repeated fuel quantity indications on the refueling panel must be placarded inoperative.Note 3: If the Fuel LO LVL alert is triggered on the affected side due to Fuel Quantity Indication inoperative: Refer to MOP.28-42-03 Fuel LO LVL Alert.See Operational procedure MOP.28-42-01P Fuel QTY Indication (O).See Maintenance procedure MMP.28-42-01M Fuel QTY Indication (M).MOP Operational Part

8-42-01P Fuel QTY Indication (O)• In case of suspected fuel leak or fuel unbalance (an excessive aileron trim indication may help for detection), Maintain X FEED valve

CLOSED.• Monitor fuel consumption using Fuel Flow/Fuel Used indicator.600-Series

Note: FUEL MISMATCH and/or FUEL UNBALANCED FWS cautions may be triggered. End 600-Series 500-Series

8-42-02 Fuel LO LVL Light Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that:a. Associated alert is processed by the CCAS.End 500-Series

8-42-03 Fuel LO LVL Alert Applicability ALL

RI NI NR PLACARD O M B 2 1 NO YES YES One may be inoperative provided that:a. The associated FU indication is operative, and b. The opposite side Fuel LO LVL alert is checked operative, and c. The opposite side Fuel Quantity Indication is operative, and d. X FEED Valve is checked closed and e. The associated tank fuel quantity is checked using manual (magnetic) indicators after each refueling. MOP Operational Part

Note: If Fuel Quantity Indication on affected side is inoperative: Refer to Item MOP.28-42-01 Fuel QTY Indication. See Operational procedure MOP.28-42-03P Fuel LO LVL Alert (O)).See Maintenance procedure MMP.28-42-03M Fuel LO LVL Alert(M).### 28-42-03P Fuel LO LVL Alert (O)Limitations Flight planning must take into account engine failure as X FEED would not be possible. Flight time from suitable alternate must not exceed 45 min with one engine operating (elapsed time before reaching maximum fuel unbalance).• Dispatch with any asymmetry.(Maximum fuel unbalance ATR 42 550 kg, ATR 72 730 kg)– In case of Fuel LO LVL on opposite side LAND ASAP.– Monitor fuel consumption using Fuel Flow/Fuel Used Indicator.500-Series

8-42-04 Fuel QTY Test System Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.End 500-Series

8-43-01 Manual (Magnetic) Indicators Applicability ALL

RI NI NR PLACARD O M C 4 0 YES NO NO All may be inoperative.MOP Operational Part ATA 29 Hydraulic System

9-11-01 Main HYD Pump CAT II System: Both Blue and Green Hydraulic Systems must be operative for

CAT II operations.Both main HYD Pumps required for Narrow Runway operations.500-Series Applicability ALL RI NI NR PLACARD O M C 2 1 YES YES YES One may be inoperative provided that:a. X FEED Valve is open, and b. Both ACW GEN are operative, and c. ACW BTC is operative, and d. DC AUX pump operates normally, and e. Hydraulic fluid QTY is checked prior to each departure, and f. Aircraft is not operated on narrow runways (width < 30m (98ft)) See Operational procedure MOP.29-11-01-01P Main HYD Pump (O)29-11-01-01P Main HYD Pump (O). See Maintenance procedure MMP.29-11-01M Main HYD Pump (M).End 500-Series 600-Series

9-11-01A Green HYD Pump Applicability ALL

RI NI NR PLACARD O M C 2 1 YES YES YES One may be inoperative provided that:1. X FEED valve is open, andMOP Operational Part2. Both ACW GEN are operative and3. ACW BTC is operative, and4. DC AUX pump operates normally, and5. Hydraulic fluid QTY is checked prior to each departure, and6. Aircraft is not operated on narrow runways (<30m)7. TLU is set to LO SPD position for entire flight8. Maximum IAS is limited to 190kts on the ATR 42 and 180kts on the ATR72. 9. Maximum crosswind component is limited to 15kts at landing10. Operations are conducted in compliance with the applicable AFM Deviation Guide. See Operational procedure MOP.29.11.01-02P Green HYD Pump (O)See Maintenance procedure MMP.29-11-01 Main HYD Pump (M)- OR -### 29-11-01B BLUE HYD Pump Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES YES One may be inoperative provided that:1. X FEED valve is open, and2. Both ACW GEN are operative, and3. ACW BTC is operative, and4. DC AUX pump operates normally, and5. Hydraulic fluid QTY is checked prior to each departure, and6. Aircraft is not operated on narrow runway (<30m)See Operational procedure MOP.29-11-01-01P Main HYD Pump (O)See Maintenance procedure MMP.29-11-01 Main HYD Pump (M)End 600-SeriesMOP Operational Part 29-11-01-01P Main HYD Pump (O) Single engine taxi is prohibited.29-11-01-02P Green HYD Pump (O)Refer to AFM – Dispatch with Green Hydraulic Pump Inoperative.### 29-11-02 DC AUX Pump DC AUX Pump required for Narrow Runway operations. Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that: a. Aircraft is not operated on narrow runways (width < 30m), and b. HYD BLUE pump and HYD GREEN pump operate normally, and c. Hydraulic X-FEED valve operates normally, and d. Both ACW generators systems operate normally, and e. Wheels are chocked until ACW BUS is powered, and f. Both EEC’s operate normally. See Operational procedure MOP.29-11-02P DC Aux Pump (O).### 29-11-02P DC Aux Pump (O)WARNING DO NOT PERFORM PROCEDURE, WITHOUT A SERVICEABLE PUSHBACK HEADSET.WARNING SINGLE ENGINE TAXI IS NOT PERMITTED WITH HYDRAULIC FAULTS.MOP Operational Part CAUTION IF ANY HYDRAULIC SYSTEM FAULTS ARE NOTED DURING PUSHBACK, THE AIRCRAFT MUST RETURN TO STAND. The following operational procedure must be used:1. During Pre-flight, Captain checks the Hydraulic pressure in the accumulator (minimum 1500 PSI). 2. Conduct a briefing with ground personnel, to explain the below procedure. 3. Nose gear chocks must remain in place, until step q.4. Ensure nose wheel steering is deselected, prior to pushback.5. Nose wheel steering may only be selected ON, when the Ground Crew have disconnected and given the ‘All Clear’ signal. 6. Confirm ground checks with headset agent.7. Check power levers are at ground idle.8. Request engine start on stand, from ATC and complete the Before Propeller Rotation Checklist. 9. Start No.1 engine.10. Remove Ground Power.11. Advise ground crew propeller will be brought to auto (taxi-rotation speed – 70.8% NP). 12. Check:• ACW Power available (BTC is made).• Blue and Green Hydraulic system pressures are normal.• Emergency Brake Accumulator pressure is normal.13. Start No.2 engine.14. Release propeller brake.15. Advise ground crew propeller will be brought to auto (taxi-rotation speed – 70.8% NP. 16. 500-Series Check hydraulic pressures on pressure gauges and the functionality of the X-feed valve.• Deselect green hydraulic pump.MOP Operational Part • Select X-feed valve ON and confirm no degradation of hydraulic pressure.• Deselect X-feed valve and select green hydraulic pump ON.• Deselect blue hydraulic pump.• Select X-feed valve ON and confirm no degradation of hydraulic pressure. • Deselect X-feed valve and select blue hydraulic pump ON.• Confirm hydraulic system normal (no low pressure warnings).End 500-Series 600-Series Check hydraulic pressures on SD page and the functionality of the X-feed valve. • Select hydraulic system page on MFD.• Deselect green hydraulic pump.• Select X-feed valve ON and confirm no degradation of hydraulic pressure. • Deselect X-feed valve and select green hydraulic pump ON.• Deselect blue hydraulic pump.• Select X-feed valve ON and confirm no degradation of hydraulic pressure. • Deselect X-feed valve and select blue hydraulic pump ON.• Confirm hydraulic system normal (no low pressure warnings).End 600-Series17. Request chock removal from nose gear (In the event the nose wheel chocks become lodged, cancel pushback clearance and return engines to FTR.).18. Request pushback clearance from ATC.19. Request brakes release, in line with standard pushback dialogue.20. On completion of pushback check hydraulic pressure is still availabe. When requested by the headset agent, reset the parking brake.21. Once ground crew are clear select Nose Wheel Steering ON and complete Before Taxi procedure and taxi as normal. MOP Operational PartNote 1: For non-pushback stands commanders must follow the above procedure with the exception of items involved in the physical pushback manouvre.Note 2: On arrival No 1 Condition lever will need to remain in AUTO until the propeller brake is selected ON. Once the propeller brake is selected ON Engine No 1 may be shut down.### 29-21-01 X FEED Valve Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO YES May be inoperative provided that:a. X FEED Valve is in the closed position b. Hydraulic fluid QTY is checked prior to each departure See Maintenance procedure MMP.29-11-01M Main HYD Pump (M).### 29-31-01 HYD PWR – LO LVL Light Applicability ALL RI NI NR PLACARD O M C 2 1 YES YES YES One may be inoperative provided that:a. Hydraulic fluid QTY is checked prior to each departure, and b. X FEED valve is not used in flight See Operational procedure MOP.29-31-01P HYD PWR – LO LVL Light (O). See Maintenance procedure MMP.29-11-01M Main HYD Pump (M).### 29-31-01P HYD PWR – LO LVL Light (O)Monitor associated HYD SYS pressure indication throughout the flight.MOP Operational Part 29-32-01-01 LO PR Light – Main HYD Pump Applicability ALL RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that the associated HYD SYS pressure indication is operative.See Operational procedure MOP.29-32-01-01P LO PR Light – Main HYD Pump (O). 29-32-01-01P LO PR Light – Main HYD Pump (O)Monitor associated HYD SYS pressure indication throughout the flight.29-32-01-02 LO PR Light – AUX HYD Pump Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that the BLUE HYD SYS pressure indication is operative. 29-32-02-01 Pressure Indication – HYD SYS Indication 500-Series Pressure Indication – HYD SYS Indication (Central Instrument Panel)End 500-Series 600-Series Pressure Indication – HYD SYS Indication (on SD Hydraulic)End 600-Series Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that the associated LO PR alert is operative. MOP Operational Part 29-32-02-02 Pressure Indication – BRAKE ACCU Indication 500-Series Pressure Indication – BRAKE ACCU Indication (Central Instrument Panel)End 500-Series 600-Series Pressure Indication – BRAKE ACCU Indication (on SD Hydraulic)End 600-Series Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that the brake accumulator pressure is checked on the hydraulic bay Indication prior to each flight.

29-32-03 Accumulators Pressure Indicator (Hydraulic Bay)

Applicability ALL RI NI NR PLACARD O M C 3 0 NO NO NO All may be inoperative.

29-33-01 HYD PWR – OVHT Alert (Blue Pump or Green Pump)

Applicability ALL RI NI NR PLACARD O M – 2 1 YES YES NO One may be inoperative provided that: a. The associated ACW driven pump is considered inoperative and is not used, and b. The other main hydraulic pump and associated OVHT light is operative. • Refer to Item 29-11-01 Main HYD Pump.MOP Operational PartSee Operational procedure MOP.29-33-01P HYD PWR – OVHT Alert (Blue Pump or Green Pump) (O).

29-33-01P HYD PWR – OVHT Alert (Blue Pump or Green Pump) (O)During the cockpit preparation, the associated main hydraulic pump is set to OFF.

29-33-02 HYD PWR – AUX PUMP – OVHT Alert Applicability ALL

RI NI NR PLACARD O M – 1 0 YES YES YES May be inoperative provided that:1. Both ACW driven pumps operate normally, and2. X-FEED valve is operative, and3. Both ACW generator systems operate normally, and4. Associated AUX hydraulic pump is considered inoperative and not used, Refer to Item MOP.29-11-01-01P Main HYD Pump (O)29-11-02 DC AUX Pump, 5. Both EEC’s operate normally, and6. Wheels are chocked until ACW BUS is powered.See Operational procedure MOP.29-33-02P HYD PWR – AUX PUMP – OVHT Alert (O). See Maintenance procedure MMP.29-33-02M HYD PWR – AUX PUMP – OVHT Alert (M).

29-33-02P HYD PWR – AUX PUMP – OVHT Alert (O)The DC AUX pump is set to OFF.Ensure wheels are chocked until ACW BUS is powered.MOP Operational Part ATA 30 Ice and Rain Protection

0-11-01 De-Ice Valve (PRSOV)

Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative in closed position provided that: a. Aircraft is not operated into known or forecast icing conditions.### 30-11-02 Airframe De-icing Boots System Steep Approach requirement in Icing conditions: IAW AFM PRO.SPO.1.1.2 Limitations. Applicability ALL RI NI NR PLACARD O M B 1 0 YES NO NO May be inoperative provided that: a. Aircraft is not operated into known or forecast icing conditions.30-11-03-01 DE-ICING – SAT below -20°C (Engine Airframe FAST – SLOW Mode Selector) 30-11-03-01A Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that MODE SEL AUTO is operative.– OR –MOP Operational Part 30-11-03-01B Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that aircraft is not operated into known or forecast icing conditions when mode FAST is inoperative.30-11-03-02 DE-ICING OVRD System Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.### 30-11-04 DE-ICING – AFR AIR BLEED FAULT Light Applicability ALL RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative provided that AIRFRAME FAULT light is checked operative. See Operational procedure MOP.30-11-04P DE-ICING – AFR AIR BLEED FAULT Light (O).

30-11-04P DE-ICING – AFR AIR BLEED FAULT Light (O)With Bleed Supply: AFR AIR BLEED....................................................CHECK ON  DE-ICING AIRFRAME...........................................ON

 AIRFRAME FAULT light........................................CHECK TURNED OFF  AFR AIR BLEED....................................................OFFMOP Operational Part  AIRFRAME FAULT light........................................CHECK TURNED ON  AFR AIR BLEED....................................................ON 500-Series

0-11-05 DE-ICING (Airframe) Memo Light Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.End 500-Series

0-11-06 DE-ICING and ANTI-ICING – MODE SEL AUTO Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that MAN mode is operative.### 30-21-01 Engine De-icing Boots System Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative provided that:a. Aircraft is not operated into known or forecast icing conditions.### 30-21-02 DE-ICING – ENG AIRFRAME FAULT Alert Applicability ALL RI NI NR PLACARD O M B 3 0 YES NO NO MOP Operational Part All may be inoperative provided that: a. Associated device is considered inoperative, and b. Aircraft is not operated into known or forecast icing conditions.

30-30-01 Probe Heating System – Pitot CAT II System: All required for CAT II operations.

Applicability ALL RI NI NR PLACARD O M B 3 2 YES NO NO One may be inoperative provided that: a. Aircraft is not operated into known or forecast icing conditions.### 30-30-02 Probe Heating System – Static CAT II System: All required for CAT II operations. Applicability ALL RI NI NR PLACARD O M B 6 5 YES NO NO One may be inoperative provided that both STBY are operative.

30-31-01 Probe Heating System – TAT CAT II System: All required for CAT II operations.

Applicability ALL RI NI NR PLACARD O M B 2 1 YES YES NO 500-Series One may be inoperative provided that ADC associated with valid TAT is selected. End 500-SeriesMOP Operational Part 600-Series One may be inoperative provided that valid TAT is selected.End 600-SeriesSee Operational procedure MOP.30-31-01P Probe Heating System – TAT (O).

30-31-01P Probe Heating System – TAT (O)500-Series • Select ADC associated to valid TAT probe.

• TAT heating loss may affect FDAU Torque computation.• Crosscheck with QRH table.End 500-Series 600-Series • Select valid TAT in VCP ENG OAT page.End 600-Series

0-31-02 Probe Heating System – Alpha CAT II System: All required for CAT II operations.

Applicability ALL RI NI NR PLACARD O M B 2 1 YES NO NO One may be inoperative provided that aircraft is not operated into known or forecast icing conditions.### 30-31-04 Probes HTG Fault Lights (ALPHA, TAT, STAT) Applicability ALL RI NI NR PLACARD O M B 7 4 YES YES NO May be inoperative provided that: a. Two static alerts are operative,MOP Operational Part b. One TAT alert is operative, c. One alpha alert is operative, and d. Heating system associated to failed alerts are checked operative prior to each departure.See Operational procedure MOP.30-41-04P Probes HTG Fault Lights (ALPHA, TAT, STAT) (O)

30-41-04P Probes HTG Fault Lights (ALPHA, TAT, STAT) (O)Operational procedure for checking TAT heating.CAUTION Ensure TAT probe cover is removed before starting the test.

• On the right hand maintenance panel, on the WEIGHT ON WHEELS section of panel 702V, open safety guard and place MODE switch in FLT position.• Set affected TAT probe heating to ON position.• Manually check TAT probe is heating. Engineering assistance will be required to gain safe access to TAT probe. Feel for heat radiating from TAT probe but DO NOT directly touch the TAT probe as this will result in a burn. • Place MODE switch in NORM position and close the safety guard.• Set affected TAT probe heating back to OFF position.### 30-31-05 PITOT Probes HTG Fault Lights 30-31-05A Applicability ALL RI NI NR PLACARD O M B 3 2 YES NO YES May be inoperative provided that: a. Two pitot alerts are operative; and b. Pitot heating system associated to failed alert is checked operative prior to each departure.MOP Operational PartSee Maintenance procedure MMP. 30-31-05M PROBES HTG Fault Lights (M). -OR-30-31-05B Applicability ALL RI NI NR PLACARD O M – 3 2 YES NO NO May be inoperative provided that:a. Probe heating system – Pitot is considered inoperative, refer to item#### MOP.30-30-01 Probe Heating System – Pitot; and b. Aircraft is not operated into know or forecast icing conditions.

30-53-01 Anti-icing – Horns System Applicability ALL

RI NI NR PLACARD O MA 2 1 YES NO NO May be inoperative provided that: a. Aircraft is not operated into known or forecast icing conditions, and b. Operations are limited to three calendar days.

30-53-02 ANTI-ICING – HORNS FAULT Light Applicability ALL

RI NI NR PLACARD O MA 2 1 YES NO NO One may be inoperative provided that; a. Associated system must be considered inoperative: Refer to Item#### MOP.30-53-01 Anti-icing – Horns System.b. Operations are limited to three calendar days.MOP Operational Part

0-60-01 Windshield Heating System 30-60-01A

Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative provided that aircraft is not operated into known or forecast icing conditions.– OR – 30-60-01B Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative provided that both side windows heating are operative.– OR – 30-60-01C Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative provided that: a. Both packs are operative, and b. Aircraft is not operated into known or forecast icing conditions, and c. Both side windows heating are operative.MOP Operational Part

0-60-02 Side Windows Heating System 30-60-02A

Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NO One side window heating may be inoperative provided that flight is not conducted into known or forecast icing conditions.– OR – 30-60-02B Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NOBoth may be inoperative provided that:a. Flight is not conducted into known or forecast icing conditions, and b. Both windshield heating are operative, and c. Both ACW GEN are operative.### 30-60-03 Side Windows FAULT Light 30-60-03A Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that associated alert is checked operative. See Operational procedure MOP.30-60-03P Side Windows FAULT Light (O). 30-60-03B – OR – MOP Operational Part Applicability ALL RI NI NR PLACARD O M – 1 0 YES NO NO May be inoperative provided that both side window heating are considered inoperative (Refer to Item MOP.30-60-02 Side Windows Heating System).### 30-60-03P Side Windows FAULT Light (O) SIDE WINDOWS pb..............................................ON  C/B ANTI/DE ICING/WSHLD HTG R IND L/SIDE WDO/L CTL.......................................PULL 500-Series  MC light + SC + ANTI ICING light on CAP............CHECK End 500-Series 600-Series  MC light + SC........................................................CHECK  A-ICING WINDOWS amber on EWD....................CHECK  SIDE WINDOWS amber on MFD..........................CHECK End 600-Series  C/B ANTI/DE ICING/WSHLD HTG R IND L/SIDE WDO/L CTL.......................................PRESS  SIDE WINDOWS pb..............................................OFF

30-60-04 WINDSHIELD HTG FAULT Light 30-60-04A

Applicability ALL RI NI NR PLACARD O M C 2 1 YES YES NOMOP Operational Part One may be inoperative provided that respective heating system is checked operative prior to each departure. See Operational procedure#### MOP.30-60-04P WINDSHIELD HTG FAULT Light (O).– OR – 30-60-04B Applicability ALL RI NI NR PLACARD O M – 2 1 YES NO NO One may be inoperative provided that associated windshield heating is considered inoperative.Refer to Item MOP.30-60-01 Windshield Heating System.### 30-60-04P WINDSHIELD HTG FAULT Light (O)Check by hand the correct functioning of the respective heating system.### 30-61-01 Propeller Anti-Icing System Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that:a. Aircraft is not operated into known or forecast icing conditions.### 30-61-02 ANTI-ICING – Prop ON Light Applicability ALL RI NI NR PLACARD O M C 2 0 YES YES NO May be inoperative provided that FAULT alert is operative.See Operational procedure MOP.30-61-02P ANTI-ICING Prop ON Light (O). MOP Operational Part

0-61-02P ANTI-ICING Prop ON Light (O)While engines are running with CL at AUTO  BRAKE HANDLE...................................................PARKING

 ACW generation....................................................OFF  PROP ANTI-ICING affected..................................ON  FAULT alert...........................................................CHECK GENERATED  PROP ANTI-ICING affected..................................AS RQRD  ACW generation....................................................ON

30-61-03 MODE SEL SAT below -10°C (Propeller Anti-Icing Mode Selector)

Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that aircraft is not operated into known or forecast icing conditions.Note: The Prop Mode selector is only used in manual mode.MOP Operational Part

0-61-04 ANTI-ICING – PROP – FAULT Light Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that aircraft is not operated into known or forecast icing conditions. 30-65-01-01 Windshield Wiper System CAT II System: Required on CM1 side. Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that: a. No precipitation is forecasted during a period from one hour before until one hour after the estimated time of departure and arrival at the takeoff and destination aerodromes, and b. Affected wipers are not part of the equipment required for the intended operation.Note 1: Takeoff and destination aerodromes include any takeoff and destination alternate aerodromes required by the operational rules.Note 2: Wiper must be operational on CM1 front windshield for CAT II and LVTO operations. 30-65-01-02 Windshields Wipers – High Speed Function (FAST) Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that the associated low speed function is operative.MOP Operational Part 30-65-01-03 Windshields Wipers – Low Speed Function (SLOW) Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that the associated high speed function is operative.### 30-70-01 Ice & Rain Protection Systems (RH Maintenance Panel) Applicability ALL RI NI NR PLACARD O M – – 0 NO NO NO May be inoperative provided: 1. Airplane is not operated in known or forecast icing conditions, and2. Associated system is considered inoperative.Refer to Item 30-60-01 MOP.30-60-01 Windshield Heating System.Refer to Item 30-61-01 MOP.30-61-01 Propeller Anti-Icing System.### 30-80-01 Ice Detection System Applicability ALL RI NI NR PLACARD O M B 1 0 YES NO YES May be inoperative provided that:a. The aircraft is not operated into known or forecast icing conditions, and b. The ice detection system is deactivated.See Maintenance procedure MMP.30-80-01M Ice Detection System (M).MOP Operational Part

0-80-03 Ice Evidence Probe IEP Applicability ALL

RI NI NR PLACARD O M – 1 1 NO NO NO NO DISPATCHRefer to 33-49-02 IEP Light.### 30-80-04 ICING AOA Light 500-Series Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that the aircraft is not operated into known or forecast icing conditions.End 500-Series 600-Series Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that the ICING AOA green label on FMA is checked operative.See Operational procedure MOP.30-80-04P Icing AOA Light (O).End 600-Series 600-Series

0-80-04P Icing AOA Light (O)While engines are running with CL at AUTO: HORNS..................................................................ON  ICING AOA label on FMA......................................CHECK CAME ON

 HORNS..................................................................OFFMOP Operational Part  ICING AOA pb.......................................................PRESS  ICING AOA label on FMA......................................CHECK TURNED OFF End 600-Series ATA 31 Indicating And Recording Systems 500-Series

1-21-01 Clock G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative provided that an accurate timepiece is operative on the flight deck indicating the time in hours, minutes and seconds.Note: On the basis that the required timepiece(s) does not need to be approved, an accurate pilot’s wristwatch that indicates hours, minutes and seconds would be acceptable.31-31-01-01 MPC – APM FAULT Alert G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that APM is selected OFF. See Operational procedure MOP.31-31-01-01P MPC – APM FAULT Alert (O). MOP Operational Part 31-31-01-01P MPC – APM FAULT Alert (O)  APM.......................................................................OFF a. Monitor the ICING CONDITIONS and IAS & V/S (for NORMAL, ABNORMAL and EMERGENCY procedures for flight in ICING and SEVERE ICING CONDITIONS): Refer to AFM – SEVERE ICING DETECTION Abnormal Procedure for severe icing indications information. Refer to AFM – ADDITIONAL NORMAL PROCEDURES Procedures for Icing Conditions for flight in icing conditions. b. Review Recommended Maximum Icing Flight Level.31-31-01-02 MPC – DMU – Flight Recording Functions (Date, Time and Flight Number) G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M – – – YES NO NO Refer to Item 31-32-01 Digital Flight Data Recorder – DFDR.Note: No parameter acquisition.31-31-01-03 MPC – DMU – Maintenance Function G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative. 31-31-01-04 MPC – AFDAU G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M – – – YES NO NOMOP Operational PartRefer to Item 31-32-01 Digital Flight Data Recorder – DFDR.Note: No parameter acquisition.### 31-31-02 FDAU G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M – – – YES NO NORefer to Item 31-32-01 Digital Flight Data Recorder – DFDR and Refer to Item 77-14-01 TQ Target Indication. Note: No parameter acquisition.### 31-31-04 Printer Applicability G-LMRY RI NI NR PLACARD O M D 1 0 NO NO NO May be inoperative. Currently not used in Loganair operations.### 31-32-01 Digital Flight Data Recorder – DFDR Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable Digital Flight Data Recorder. G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA 1 0 YES NO NO May be inoperative provided that: a. Aircraft does not exceed 8 further consecutive flights with the Flight Data Recorder unserviceable, and b. Not more than 72 h have elapsed since the Flight Data Recorder was found to be unserviceable, and MOP Operational Part c. Any Cockpit Voice Recorder required to be carried is operative. Note: DFDR is considered to be inoperative when any of the following conditions exists: • Loss of the flight recording function is evident to the flight crew during pre-flight check e.g. by means of a system status monitor, or • The need for maintenance has been identified by the system monitors, where available, with the setting of an indicator and the cause of that setting has not been determined, or • Analysis of recorded data or maintenance actions have shown that more than 5% of the total number of individual parameters (variable and discrete) required to be recorded for the particular aircraft are not being recorded properly. • If unsure if more than 5% of parameters are inoperative please raise an avionics Zendesk ticket on an AOG basis for confirmation on actual number of inoperative parameters.AMC4 CAT.IDE.A.190: LIST OF PARAMETERS TO BE RECORDED FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JUNE 1990 UP TO AND INCLUDING 31 MARCH 1998 Applicability G-LMRA, G-LMRB Parameter Number Parameter## 1 Time or relative time count## 2 Pressure altitude## 3 Indicated airspeed or calibrated airspeed## 4 Heading## 5 Normal acceleration## 6 Pitch attitude## 7 Roll attitude## 8 Manual radio transmission keying unless an alternate means to synchronise FDR and CVR recordings is provided## 9 Power on each engine## 10 Trailing edge flap or cockpit control selection## 11 Leading edge flap or cockpit control selection## 12 Thrust reverse position (turbojet aircraft only)MOP Operational Part Applicability G-LMRA, G-LMRB Parameter Number Parameter## 13 Ground spoiler position and/or speed brakes selection

14 Outside air temperature or Total Air Temperature 15a Autopilot engagement status

15b Autopilot operating modes, auto-throttle and AFCS systems engagement status and operating modes. The number in the left-hand column reflects the serial number depicted in EUROCAE ED-112. AMC2 CAT.IDE.A.190: OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 APRIL 1998 AND BEFORE 1 JANUARY 2016 Table 1 G-LMRD, G-LMRE, G-LMRV, G-LMRX, G-LMRY, Applicability G-LMRZ Parameter Number Parameter## 1 Time or relative time count## 2 Pressure altitude## 3 Indicated airspeed or calibrated airspeed## 4 Heading## 5 Normal acceleration## 6 Pitch attitude## 7 Roll attitude## 8 Manual radio transmission keying## 9 Propulsive thrust/power on each engine and flight crew compartment thrust/power lever position if applicable## 10 Trailing edge flap or flight crew compartment control selection

11 Leading edge flap or flight crew compartment control selection

12 Thrust reverse statusMOP Operational Part G-LMRD, G-LMRE, G-LMRV, G-LMRX, G-LMRY,

Applicability G-LMRZ Parameter Number* Parameter## 13 Ground spoiler position and/or speed brake selection## 14 Total or outside air temperature## 15 Autopilot, autothrottle and AFCS mode and engagement status

16 Longitudinal acceleration (body axis)## 17 Lateral acceleration*The number in the left-hand column reflects the serial number depicted in EUROCAE ED-112.

Table 2 G-LMRD, G-LMRE, G-LMRV, G-LMRX, G-LMRY, Applicability G-LMRZ Parameter Number* Parameter

33 Selected barometric setting (each pilot station)## 34 Selected altitude## 35 Selected speed## 36 Selected Mach## 37 Selected vertical speed## 38 Selected heading## 39 Selected flight path## 40 Selected decision height## 41 EFIS display format## 42 Multi-function/engine/alerts display format*The number in the left-hand column reflects the serial number depicted in EUROCAE ED-112.

MOP Operational Part

1-32-03 QAR G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M D 1 0 YES NO NO May be inoperative provided that procedures do not require its use.

31-32-04 DFDR Required Parameters – Variable and Discrete Applicability ALL

RI NI NR PLACARD O MA – – YES NO YES Up to 5% of the total required parameters may be inoperative for a maximum of 90 calendar days or until the next maintenance inspection, whichever comes first. Note: DFDR is considered inoperative if more than 5% of the total number of required parameters are not recorded properly. Refer to

1-32-01 Digital Flight Data Recorder – DFDRSee Maintenance Procedure DFDR Required Parameters – Variable and Discrete (M)

31-48-01-01 Multi Function Computer (MFC) Module 1A CAT II System: 3 MFC’s Required. G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. OVBD valve manual mode is operative, and b. RH pack is operative, and c. DC BTC is operative, andMOP Operational Part d. INV 2 is operative, and e. Following warnings are tested prior to the first flight of the day:• Flaps UNLOCK • Stick pusher inhibition f. Aircraft is not operated into known or forecast icing conditions if de-icing OVRD system is inoperative, and g. MFC 1B, MFC 2A, and MFC 2B are operative, and h. Operations are limited to two calendar days. See Operational procedure MOP.31-48-01-01P Multi Function Computer (MFC) Module 1A (O). 31-48-01-01P Multi Function Computer (MFC) Module 1A (O)During cockpit preparation – MFC 1A.................................................................OFF – The FWD COMPT door must be visually checked locked and closed prior to each departure. Access to the FWD COMPT door is via the NLG wheel well. Guidance on how to open the NLG doors can be found here. – FWD cargo door must be manually activated. (See 52-31-01P Cargo Door Motor Actuator (O) for manual opening procedure.) – DESELECT DC SVCE/UTLY BUS in case of LH single DC GEN operation on ground. – PULL C/B INV 2 and check AC STBY BUS is supplied.Note: CAPT ADC connected instruments operate normally – F/O ADC instruments are lost. – PUSH IN C/B INV 2.Following warnings have to be tested prior to the first flight of the day: – Provide blue HYD PRESS.Stick Pusher Inhibition Test – Select HORNS anti-icing ON then OFF. – Disengage GUST LOCK.MOP Operational Part – On LH maintenance panel, set WARN rotary selector to STICK PUSHER TEST 2.– Depress and maintain PTT.– On LH maintenance panel, CHECK CH 2 light is illuminated.– Check RH stick shaker and stall warning are activated.– Check STICK PUSHER/SHAKER FAULT light is illuminated after 5s. – Check STICK PUSHER is not activated after 10s.– Set WARN rotary selector to NORM FLT.– Clear ICING AOA light.– GUST LOCK engaged.Flaps Unlock Test – SET FLAPS 15. – On RH maintenance panel, depress and maintain FLAPS UNLOCK PTT. – Check warning is activated when the flaps position passes over the selected position minus 3° on the Flaps Position indicator. – SET FLAPS AS RQD.When one engine running – Select de icing OVRD mode and visually check boots inflation. – Select de icing OVRD mode to NORM position.– Refer to module equipment list and note missing functions.31-48-01-02 Multi Function Computer (MFC) Module 2A CAT II System: 3 MFC’s Required. G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. Flight level is limited to FL 170, andMOP Operational Part b. OVBD valve manual mode is operative, and c. LH pack is operative, and d. DC BTC is operative, and e. INV 1 is operative, and f. Following warnings are tested prior to the first flight of the day: • Flaps UNLOCK • Stick pusher inhibition g. Aircraft is not operated into known or forecast icing conditions if de-icing OVRD system is inoperative, and h. Extract fan is considered inoperative, refer to item 21-23-03-01 Extract Fan – Passenger Configuration; and i. MFC 1A, MFC 1B, and MFC 2B are operative, and j. Operations are limited to two calendar days. See Operational procedure MOP.31-48-01-02P Multi Function Computer (MFC) Module 2A (O). 31-48-01-02P Multi Function Computer (MFC) Module 2A (O)During cockpit preparation – MFC 2A.................................................................OFF – OVBD VALVE........................................................FULL OPEN – Pilot emergency hatch must be visually checked locked closed prior to each departure.– As extract fan is lost, avoid leaving avionics selected ON for a long period of time. – DESELECT DC SVCE/UTLY BUS in case of RH single DC GEN operation on ground. – PULL C/B INV 1 and check AC STBY BUS is supplied.Note: CAPT ADC connected instruments operate normally – F/O ADC instruments are lost. MOP Operational Part – PUSH IN C/B INV 1. Following warnings have to be tested prior to the first flight of the day: – Provide blue HYD PRESS.Stick Pusher Inhibition Test – Select HORNS anti-icing ON then OFF. – Disengage GUST LOCK.– On LH maintenance panel, set WARN rotary selector to STICK PUSHER TEST 1. – Depress and maintain PTT.– On LH maintenance panel, CHECK CH 1 light is illuminated.– Check LH stick shaker and stall warning are activated.– Check STICK PUSHER/SHAKER FAULT light is illuminated after 5s. – Check STICK PUSHER is not activated after 10s.– Set WARN rotary selector to NORM FLT.– Clear ICING AOA light.– GUST LOCK engaged.Flaps Unlock Test – SET FLAPS 15. – On RH maintenance panel, depress and maintain FLAPS UNLOCK PTT. – Check warning is activated when the flaps position passes over the selected position minus 3° on the flaps position indicator. – SET FLAPS AS RQD.When one engine running – Restore DC SVCE/UTLY BUS. – Select de icing OVRD mode and visually check boots inflation.– Select de icing OVRD mode to NORM position.Refer to module equipment list and note missing functions.Amend normal in-flight check list as follows:MOP Operational Part After take off – IDLE GATE POSITION..........................................CHECK PUSHED IN – OVBD VALVE........................................................AUTO – EXHAUST MODE..................................................OVBD After landing – IDLE GATE POSITION..........................................CHECK PULLED OUT – OVBD VALVE........................................................FULL OPEN – EXHAUST MODE..................................................NORM 31-48-01-03 Multi Function Computer (MFC) Module 1B CAT II System: 3 MFC’s Required.MFC 1B Required for Narrow Runway Operations.G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. Aircraft is not operated on narrow runways (width < 30m (98ft)), and b. OVBD valve manual mode is operative, and c. RH pack is operative, and d. DC BTC is operative, and e. All brakes are operative, and f. All alerts and warnings are operative, and g. Landing gear is left down for 1 min after takeoff except in case of emergency, andMOP Operational Part h. A minimum turn around of 20 min must be observed, and i. Aircraft is not operated into known or forecast icing conditions if de icing OVRD system is inoperative, and j. MFC 1A, MFC 2A, and MFC 2B are operative, and k. Operations are limited to two calendar days. See Operational procedure MOP.31-48-01-03P Multi Function Computer (MFC) Module 1B (O). 31-48-01-03P Multi Function Computer (MFC) Module 1B (O)During cockpit preparation – MFC 1B.................................................................OFF – OVBD VALVE........................................................FULL OPEN – PACK 1..................................................................OFF – PULL C/B INV 1 and check AC STBY BUS is supplied.Note: CAPT ADC connected instruments operate normally – F/O ADC instruments are lost. – PUSH IN C/B INV 1.When one engine running • Select de-icing OVRD mode and visually check boots inflation. • Select de-icing OVRD mode to NORM position.Refer to module equipment list and note missing functions.Amend normal in-flight check list as follows:Before Takeoff – PACK 2..................................................................OFF After Takeoff

Note: Landing gear must be left down for 1 minute after takeoff for cooling except in case of emergency. – PACKS..................................................................ONMOP Operational Part – OVBD VALVE........................................................FULL CLOSE After landing – OVBD VALVE........................................................FULL OPEN – PACK 1..................................................................OFF CAUTION Before opening any door, PACK 1 and 2 must be selected OFF and cockpit communication hatch must be opened. Note: In case of in-flight failure of MFC module 2B, no aural alert will be generated. Therefore, the crew must monitor MC light. 31-48-01-04 Multi Function Computer (MFC) Module 2B CAT II System: 3 MFC’s Required. MFC 2B Required for Narrow Runway Operations.G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. Aircraft is not operated on narrow runways (width < 30m (98ft)), and b. OVBD valve manual mode is operative, and c. LH pack is operative, and d. DC BTC is operative, and e. All brakes are operative, and f. All alerts and warnings are operative, and g. Landing gear is left down for 1 min after takeoff except in case of emergency, and h. Aircraft is not flown in icing conditions until 1 minute after departure to prevent ice accreation on the landing gear.MOP Operational Part i. A minimum turn around of 20 min must be observed, and j. Hotel mode is not used, and k. Aircraft is not operated into known or forecast icing conditions if de icing OVRD system is inoperative, and l. MFC 1A, MFC 1B, and MFC 2A are operative, and m. Operations are limited to two calendar days.See Operational procedure MOP.31-48-01-04P Multi Function Computer (MFC) Module 2B (O). 31-48-01-04P Multi Function Computer (MFC) Module 2B (O)During cockpit preparation – MFC 2B.................................................................OFF – OVBD VALVE........................................................FULL OPEN – PACK 2..................................................................OFF When one engine running – Select de-icing OVRD mode and visually check boots inflation. – Select de-icing OVRD mode to NORM position.Refer to module equipment list and note missing functions.Amend normal in-flight check list as follows:Before Takeoff – PACK 1..................................................................OFF After Takeoff – PACKS..................................................................ON – OVBD VALVE........................................................FULL CLOSE After landing – OVBD VALVE........................................................FULL OPENMOP Operational Part – PACK 2..................................................................OFF CAUTION Before opening any door, PACK 1 and 2 must be selected OFF and cockpit communication hatch must be opened.Note: In case of in-flight failure of MFC module 1B, no aural alert will be generated. Therefore, the crew must monitor MC light.

31-48-06 MFC Module FAULT Light G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M A 4 3 YES NO NO One may be inoperative provided that associated module is considered inoperative.Refer to Item MOP.31-48-01-01 Multi Function Computer (MFC) Module 1A. Refer to Item MOP.31-48-01-02 Multi Function Computer (MFC) Module 2A. Refer to Item MOP.31-48-01-03 Multi Function Computer (MFC) Module 1B Refer to Item MOP.31-48-01-04 Multi Function Computer (MFC) Module 2B.

31-53-02 Master Warning (MW) Light and Associated Cancel Function G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that: a. The aural warnings are operative, and b. All warning lights on the CAP panel are operative. MOP Operational PartSee Operational procedure MOP.31-53-02P Master Warning (MW) Light and Associated Cancel Function (O).

31-53-02P Master Warning (MW) Light and Associated Cancel Function (O)The crew must closely monitor the Crew Alerting panel.### 31-53-03 Master Caution (MC) Light and Associated Cancel Function G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that: a. The aural caution is operative, and b. All caution lights on the CAP panel are operative. See Operational procedure MOP.31-53-03P Master Caution (MC) Light and Associated Cancel Function (O).

31-53-03P Master Caution (MC) Light and Associated Cancel Function (O)The crew must closely monitor the Crew Alerting panel.31-53-04-01 Crew Alerting Panel CAP – Warning Light G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M A – – YES NO NO a. FLAPS UNLOCK light may be inoperative provided that flaps are considered inoperative.Refer to Item MOP.27-51-01 Flaps Control System.b. EXCESS CAB ALT light may be inoperative provided that flight level is limited to 10,000 ft. c. Operations are limited to three calendar days.MOP Operational Part 31-53-04-02 Crew Alerting Panel CAP – Other Lights or Functions G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA – 0 YES NO NO May be inoperative provided that operations are limited to three calendar days.### 31-53-05 EMER AUDIO CANCEL G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.

31-53-06 TO CONFIG Test G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 1 0 YES NO NO May be inoperative. 31-60-05-03 Single MCDU with MPC RNP APCH System: Required for RNP APCH 31-60-05-03A Applicability G-LMRA, G-LMRB, G-LMRE, G-LMRV RI NI NR PLACARD O M – 1 0 YES NO NO May be inoperative provided that:a. The aircraft is not flown in RNAV5, RNAV1 and RNP1 airspace; andMOP Operational Part b. RNP APCH (LNAV) operations are prohibited. When the MCDU is inoperative refer to Digital Flight Data Recorder – DFDR 31-32-01 and 34-58-01 GPS – GNSS Note 1: Flight recording functions (Date, time and flight number) are not available. Note 2: In the United Kingdom and Ireland most airways and ATS routes are classified as RNAV5 airspace with some being classified as RNAV1. Operation in CTA’s & CTR’s does not require RNAV5, however individual CTR’s/CTA’s may have a mandatory RNAV1/ RNP1 requirements.– OR – 31-60-05-03B Applicability G-LMRA, G-LMRB, G-LMRE, G-LMRV RI NI NR PLACARD O M A 1 0 YES YES NO May be inoperative for one flight in RNAV5 airspace flight provided: 1. Routing is planned via groundbased navigational aids taking into account their Designated Operational Coverage (DOC). See Operational procedure MOP.31-60-05-03P Single MCDU with MPC (O). From UK AIP GEN1.5 Section 3.2 RNAV5Note 1: Failure of RNAV Capability before Departure – In case of failure or degradation of the RNAV system which is detected before departure from an aerodrome where it is not practicable to effect a repair, the aircraft concerned should be permitted to proceed to the nearest suitable aerodrome where repair can be made.When granting clearance to such aircraft, ATC should take into account the existing or anticipated traffic situation and may have to modify the time of departure, flight level or route of the intended flight. Subsequent adjustments may become necessary during the course of the flight.Note 2: Flight Plan Procedures – Operators of such aircraft, where a failure or degradation is detected before departure, shall not insert the designators ‘S’ or ‘R’ in Item 10 of the Flight Plan. SinceMOP Operational Part such flights require special handling by ATC, Item 18 of the Flight Plan shall contain STS/RNAVINOP. Subsequently, for a flight for which a flight plan has been submitted, a new plan should be filed and the old plan cancelled. For a flight operating on a Repetitive Flight Plan (RPL), the RPL should be cancelled and a new flight plan filed.Note 3: Phraseology – Whenever initial contact on an ATC frequency is established the pilot shall include the phrase ‘UNABLE RNAV DUE EQUIPMENT’ immediately after the aircraft callsign.31-60-05-03P Single MCDU with MPC (O)Permission is obtained from ATC to operate along the intended route (Including any planned diversion). 31-60-05-04 Single MCDU with MPC and FDEP RNP APCH System 31-60-05-04A Applicability G-LMRD, G-LMRX, G-LMRZ RI NI NR PLACARD O M- 1 0 YES NO NO May be inoperative provided that: a. The aircraft is not flown in RNAV5, RNAV1 and RNP1 airspace; and b. RNP APCH (LNAV) operations are prohibited. When the MCDU is inoperative the Global Positioning System GPS – GNSS 34-58-01 must also be considered inoperative. Note 1: Flight recording functions (Date, time and flight number) are operative on FDEP. Note 2: In the United Kingdom and Ireland most airways and ATS routes are classified as RNAV5 airspace with some being classified as RNAV1. Operation in CTA’s & CTR’s does not require RNAV5, however individual CTR’s/CTA’s may have a mandatory RNAV1/ RNP1 requirements.MOP Operational Part – OR – 31-60-05-04B Applicability G-LMRD, G-LMRX, G-LMRZ RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative for one flight in RNAV5 airspace flight provided: 1. Routing is planned via groundbased navigational aids taking into account their Designated Operational Coverage (DOC). See Operational procedure MOP.31-60-05-04P Single MCDU with MPC and FDEP (O). From UK AIP GEN1.5 Section 3.2 RNAV5Note 1: Failure of RNAV Capability before Departure – In case of failure or degradation of the RNAV system which is detected before departure from an aerodrome where it is not practicable to effect a repair, the aircraft concerned should be permitted to proceed to the nearest suitable aerodrome where repair can be made.When granting clearance to such aircraft, ATC should take unto account the existing or anticipated traffic situation and may have to modify the time of departure, flight level or route of the intended flight. Subsequent adjustments may become necessary during the course of the flight.Note 2: Flight Plan Procedures – Operators of such aircraft, where a failure or degradation is detected before departure, shall not insert the designators ‘S’ or ‘R’ in Item 10 of the Flight Plan. Since such flights require special handling by ATC, Item 18 of the Flight Plan shall contain STS/RNAVINOP. Subsequently, for a flight for which a flight plan has been submitted, a new plan should be filed and the old plan cancelled. For a flight operating on a Repetitive Flight Plan (RPL), the RPL should be cancelled and a new flight plan filed.Note 3: Phraseology – Whenever initial contact on an ATC frequency is established the pilot shall include the phrase ‘UNABLE RNAV DUE EQUIPMENT’ immediately after the aircraft callsign.MOP Operational Part 31-60-05-04P Single MCDU with MPC and FDEP (O) Permission is obtained from ATC to operate along the intended route (Including any planned diversion). 31-60-05-05 Dual MCDU with MPC RNP APCH System: One required for RNP APCH 31-60-05-05A Applicability G-LMRY RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative provided that:a. MCDU #1 (CM1 side) is operative, and b. Flight recording functions (Date, time and flight number) are operative.-OR-31-60-05-05B Applicability G-LMRY RI NI NR PLACARD O MA 2 0 YES NO NO May be inoperative for one flight in RNAV5 airspace provided; a. Routing is planned via groundbased navigational aids taking into account their Designated Operational Coverage (DOC). From UK AIP GEN1.5 Section 3.2 RNAV5Note 1: Failure of RNAV Capability before Departure – In case of failure or degradation of the RNAV system which is detected before departure from an aerodrome where it is not practicable to effect a repair, the aircraft concerned should be permitted to proceed to the nearest suitable aerodrome where repair can be made.When granting clearance to such aircraft, ATC should take into account the existing or anticipated traffic situation and may have MOP Operational Part to modify the time of departure, flight level or route of the intended flight. Subsequent adjustments may become necessary during the course of the flight. Note 2: Flight Plan Procedures – Operators of such aircraft, where a failure or degradation is detected before departure, shall not insert the designators ‘S’ or ‘R’ in Item 10 of the Flight Plan. Since such flights require special handling by ATC, Item 18 of the Flight Plan shall contain STS/RNAVINOP. Subsequently, for a flight for which a flight plan has been submitted, a new plan should be filed and the old plan cancelled. For a flight operating on a Repetitive Flight Plan (RPL), the RPL should be cancelled and a new flight plan filed.Note 3: Phraseology – Whenever initial contact on an ATC frequency is established the pilot shall include the phrase ‘UNABLE RNAV DUE EQUIPMENT’ immediately after the aircraft callsign.When the both MCDU’s are inoperative the Digital Flight Data Recorder – DFDR 31-32-01 and Global Positioning System GPS 34-58-01 must also be considered inoperative.### 31-70-01 Indications and Controls on Maintenance Panels Applicability ALL RI NI NR PLACARD O M C – 0 NO NO NO May be inoperative.End 500-Series 600-Series

1-21-01 Clock Clock Function

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 YES NO NOMOP Operational Part One or both may be inoperative provided that an accurate timepiece is operative on the flight deck indicating the time in hours, minutes and seconds. Note: On the basis that the required timepiece(s) does not need to be approved, an accurate pilot’s wristwatch that indicates hours, minutes and seconds would be acceptable. On the EWD an FMS time indication with hours, minutes and seconds would also be acceptable.31-31-03-01 MPC – FDAU Function G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 1 0 YES YES NO May be inoperative provided that:a. The DFDR is considerer inoperative (Refer to Item 31-32-01 Digital Flight Data Recorder – DFDR, and Note: No parameter acquisition.b. The NL indication is inoperative (Refer to Item 77-11-02 NL Indicator), and c. The APM FAULT and EWD Flight Time functions are inoperative (Refer to Item 31-31-03-02 MPC – APM Fault Alert and Refer to Item 31-31-03-03 MPC – EWD Flight Time).See Operational procedure MOP.31-31-03-01P MPC – FDAU Function (O)MPC – FDAU Function (O). 31-31-03-01P MPC – FDAU Function (O)MPC – FDAU Function (O)The ELEC DC ESS alert is inoperative on EWD (Flight Warning) and on MFD (ELEC s-page). During the flight, if the following systems are simultaneously lost:• GREEN PUMP, • FUEL QUANTITY, • MCP F/O,MOP Operational Part • EFCP F/O, • IOM-22, • IOM-23 The following failure procedure must be applied: DC ESS BUS OFF.The ELEC DC EMER alert is inoperative on EWD (Flight Warning) and on MFD (ELEC s-page). During the flight, if the following systems are simultaneously lost:• BLUE PUMP, • VHF 1, • MCP CAPT, • EFCP CAPT, • CLOCK CAPT.The following failure procedure must be applied: DC EMER BUS OFF.The ELEC AC STBY alert is inoperative on EWD (Flight Warning) and on MFD (ELEC s-page). During the flight, if the following indications are simultaneously lost on the Flight Control window (on EWD):• PITCH Trim, • ROLL Trim, • YAW Trim, • FLAP Position, The following failure procedure must be applied: AC STBY BUS FAULT.31-31-03-02 MPC – APM Fault Alert G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that APM is selected OFF.MOP Operational PartSee Operational procedure MOP.31-31-03-02P MPC – APM Fault Alert (O). 31-31-03-02P MPC – APM Fault Alert (O) APM.............................................................................................OFF Monitor the ICING CONDITIONS and SPEED (for Normal and Abnormal procedures for flight in normal and severe icing conditions) as requested in: Refer to AFM – SEVERE ICING DETECTION Abnormal Procedure for severe icing indications information. Refer to AFM – ADDITIONAL NORMAL PROCEDURES Procedures for Icing Conditions for flight in icing conditions. Review Recommended Maximum Icing Flight Level.31-31-03-03 MPC – EWD Flight Time G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M D 1 0 NO NO NO May be inoperative.31-31-03-04 MPC – DMU ACMS (Maintenance)G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative. MOP Operational Part

1-31-04 Printer G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

Applicability G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M D 1 0 NO NO NO May be inoperative. Currently not used in Loganair operations.

31-32-01 Digital Flight Data Recorder – DFDR Sumburgh Partnership Flights: Other than in the event of an

emergency, aircraft are not to be dispatched from the operational base with an unserviceable Digital Flight Data Recorder. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ , G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M A 1 0 YES NO NO May be inoperative provided that: a. Aircraft does not exceed 8 further consecutive flights with the Flight Data Recorder unserviceable, and b. Not more than 72 h have elapsed since the Flight Data Recorder was found to be unserviceable, and c. Any Cockpit Voice Recorder required to be carried is operative.Note: DFDR is considered to be inoperative when any of the following conditions exists: • Loss of the flight recording function is evident to the flight crew during pre-flight check e.g. by means of a system status monitor, or • The need for maintenance has been identified by the system monitors, where available, with the setting of an indicator and the cause of that setting has not been determined, or • Analysis of recorded data or maintenance actions have shown that more than 5% of the total number of individual parameters (variable and discrete) required to be recorded for the particular aircraft are not being recorded properly. MOP Operational Part AMC2 CAT.IDE.A.190: OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 APRIL 1998 AND BEFORE 1JANUARY 2016Table 1 Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSB Parameter Number Parameter## 1 Time or relative time count## 2 Pressure altitude## 3 Indicated airspeed or calibrated airspeed## 4 Heading## 5 Normal acceleration## 6 Pitch attitude## 7 Roll attitude## 8 Manual radio transmission keying## 9 Propulsive thrust/power on each engine and flight crew compartment thrust/power lever position if applicable## 10 Trailing edge flap or flight crew compartment control selection

11 Leading edge flap or flight crew compartment control selection

12 Thrust reverse status## 13 Ground spoiler position and/or speed brake selection## 14 Total or outside air temperature## 15 Autopilot, autothrottle and AFCS mode and engagement status

16 Longitudinal acceleration (body axis)## 17 Lateral acceleration*The number in the left-hand column reflects the serial number depicted in EUROCAE ED-112.

MOP Operational PartTable 2 Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSB Parameter Number Parameter## 33 Selected barometric setting (each pilot station)## 34 Selected altitude## 35 Selected speed## 36 Selected Mach## 37 Selected vertical speed## 38 Selected heading## 39 Selected flight path## 40 Selected decision height## 41 EFIS display format## 42 Multi-function/engine/alerts display format*The number in the left-hand column reflects the serial number depicted in EUROCAE ED-112. AMC1.1 CAT.IDE.A.190: OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2016 AND BEFORE 1JANUARY 2023 Table 1 Applicability G-LMSA Parameter Number Parameter 1a Time; or 1b Relative time count 1c Global navigation satellite system (GNSS) time synchronisation## 2 Pressure altitude 3a Indicated airspeed; or Calibrated airspeed

4 Heading (primary flight crew reference) – when true or magnetic heading can be selected, the primary

heading reference, a discrete indicating selection, should be recorded MOP Operational Part Applicability G-LMSA Parameter Number Parameter## 5 Normal acceleration## 6 Pitch attitude## 7 Roll attitude## 8 Manual radio transmission keying and CVR/FDR synchronisation reference

9 Engine thrust/power 9a Parameters required to determine propulsive thrust/

power on each engine 9b Flight crew compartment thrust/power lever position for aeroplanes with non-mechanically linked flight crew compartment – engine control

14 Total or outside air temperature## 16 Longitudinal acceleration (body axis)## 17 Lateral acceleration## 18 Primary flight control surface and/or primary flight control pilot input (for aeroplanes with control

systems in which movement of a control surface will back drive the pilot’s control, ‘or’ applies. For aeroplanes with control systems in which movement of a control surface will not back drive the pilot’s control, ‘and’ applies. For multiple or split surfaces, a suitable combination of inputs is acceptable in lieu of recording each surface separately. For aeroplanes that have a flight control break-away capability that allows either pilot to operate the controls independently, record both inputs): 18a Pitch axis 18b Roll axis 18c Yaw axis## 19 Pitch trim surface position## 23 Marker beacon passage## 24 Warnings – in addition to the master warning, each ‘red’ warning (including smoke warnings from other compartments) should be recorded when the warning condition cannot be determined from other parameters or from the CVRMOP Operational Part Applicability G-LMSA Parameter Number Parameter## 25 Each navigation receiver frequency selection## 27 Air – ground status. Air – ground status and a sensor of each landing gear if installed The number in the left-hand column reflects the serial number depicted in EUROCAE ED-112. Table 2 Applicability G-LMSA Parameter Number Parameter## 10 Flaps 10a Trailing edge flap position 10b Flight crew compartment control selection## 11 Slats 11a Leading edge flap (slat) position 11b Flight crew compartment control selection## 12 Thrust reverse status## 13 Ground spoiler and speed brake 13a Ground spoiler position 13b Ground spoiler selection 13c Speed brake position 13d Speed brake selection## 15 Autopilot, autothrottle and automatic flight control system (AFCS) mode and engagement status

20 Radio altitude. For auto-land/Category III operations, each radio altimeter should be recorded.

21 Vertical deviation – the approach aid in use should be recorded. For auto-land/Category III operations,

each system should be recorded.21a ILS/GPS/GLS glide path 21b MLS elevation 21c Integrated approach navigation (IAN)/integrated area navigation (IRNAV), vertical deviation

22 Horizontal deviation – the approach aid in use should be recorded. For auto land/Category III operations,

each system should be recorded.MOP Operational Part Applicability G-LMSA Parameter Number* Parameter 22a ILS/GPS/GLS glide path 22b MLS elevation 22c Integrated approach navigation (IAN)/integrated area navigation (IRNAV), vertical deviation## 26 Distance measuring equipment (DME) 1 and 2 distances 26a Distance to runway threshold (GLS)26b Distance to missed approach point (IRNAV/IAN)## 28 Ground proximity warning system (GPWS)/terrain awareness warning system (TAWS)/ground collision avoidance system (GCAS) status:28a Selection of terrain display mode, including pop-up display status 28b Terrain alerts, including cautions and warnings and advisories 28c On/off switch position## 29 Angle of attack## 30 Low pressure warning (each system ):30a Hydraulic pressure 30b Pneumatic pressure

31 Ground Speed## 32 Landing gear:32a Landing gear position 32b Gear selector position

33 Navigation data:33a Drift angle 33b Wind speed

33c Wind direction 33d Latitude 33e Longitude 33f GNSS augmentation in use

34 Brakes:34a Left and right brake pressure 34b Left and right brake pedal position

MOP Operational Part Applicability G-LMSA Parameter Number Parameter## 35 Additional engine parameters (if not already recorded in parameter 9 of Table 1 of AMC1 CAT.IDE.190.A, and if the aeroplane is equipped with a suitable data source): 35a Engine pressure ratio (EPR)35b N1 35c Indicated vibration level 35d N2 35e Exhaust gas temperature (EGT) 35f Fuel flow 35g Fuel cut-off lever position 35h N3## 36 Traffic alert and collision avoidance system (TCAS)/ airborne collision avoidance system (ACAS) – a suitable combination of discretes should be recorded to determine the status of the system: 36a Combined control 36b Vertical control 36c Up advisory 36d Down advisory 36e Sensitivity level## 37 Wind shear warning## 38 Selected barometric setting 38a Pilot selected barometric setting 38b Co-pilot selected barometric setting## 39 Selected altitude (all pilot selectable modes of operation) – to be recorded for the aeroplane where the parameter is displayed electronically## 40 Selected speed (all pilot selectable modes of operation) – to be recorded for the aeroplane where the parameter is displayed electronically## 41 Selected Mach (all pilot selectable modes of operation) – to be recorded for the aeroplane where the parameter is displayed electronically## 42 Selected vertical speed (all pilot selectable modes of operation) – to be recorded for the aeroplane where the parameter is displayed electronically## 43 Selected heading (all pilot selectable modes of operation) – to be recorded for the aeroplane where the parameter is displayed electronicallyMOP Operational Part Applicability G-LMSA Parameter Number Parameter## 44 Selected flight path (All pilot selectable modes of operation) – to be recorded for the aeroplane where the parameter is displayed electronically 44a Course/desired track (DSTRK) 44b Path angle 44c Coordinates of final approach path (IRNAV/IAN)

45 Selected decision height – to be recorded for the aeroplane where the parameter is displayed

electronically## 46 Electronic flight instrument system (EFIS) display format: 46a Pilot 46b Co-pilot

47 Multi-function/engine/alerts display format## 48 Alternating current (AC) electrical bus status – each bus

49 Direct current (DC) electrical bus status – each bus## 50 Engine bleed valve position## 51 Auxiliary power unit (APU) bleed valve position## 52 Computer failure – (all critical flight and engine control systems)

53 Engine thrust command## 54 Engine thrust target## 55 Computed centre of gravity (CG)## 56 Fuel quantity in CG trim tank## 57 Head up display in use## 58 Para visual display on## 59 Operational stall protection, stick shaker and pusher activation

60 Primary navigation system reference:60a GNSS 60b Inertial navigational system (INS)

60c VHF omnidirectional radio range (VOR)/distance measuring equipment (DME) MOP Operational Part Applicability G-LMSA Parameter Number* Parameter 60d MLS 60e Loran C 60f ILS

61 Ice detection## 62 Engine warning – each engine vibration## 63 Engine warning – each engine over temperature## 64 Engine warning – each engine oil pressure low## 65 Engine warning – each engine over speed## 66 Yaw trim surface position## 67 Roll trim surface position## 68 Yaw or sideslip angle## 69 De-icing and/or anti-icing systems selection## 70 Hydraulic pressure – each system## 71 Loss of cabin pressure## 72 Trim control input position in the flight crew compartment, pitch – when mechanical means for

control inputs are not available, displayed trim position or trim command should be recorded.

73 Trim control input position in the flight crew compartment, roll – when mechanical means for

control inputs are not available, displayed trim position or trim command should be recorded.

74 Trim control input position in the flight crew compartment, yaw – when mechanical means for

control inputs are not available, displayed trim position or trim command should be recorded.

75 All flight control input forces (for fly-by-wire flight control systems, where control surface position is a

function of the displacement of the control input device only, it is not necessary to record this parameter):75a Control wheel 75b Control column 75c Rudder pedal## 76 Event markerMOP Operational Part Applicability G-LMSA Parameter Number* Parameter 77 Date

78 Actual navigation performance (ANP) or estimate of position error (EPE) or estimate of position

uncertainty (EPU)*The number in the left-hand column reflects the serial number depicted in EUROCAE ED-112.

31-32-03 QARRefer to 31-31-03-04 MPC – DMU ACMS (Maintenance).### 31-32-04 DFDR Required Parameters and Discrete Applicability ALL

RI NI NR PLACARD O MA – – YES NO YES Up to 5% of the total required parameters may be inoperative for a maximum of 90 calendar days or until the next maintenance inspection, whichever comes first. Note: DFDR is considered inoperative if more than 5% of the total number of required parameters are not recorded properly. Refer to

1-32-01 Digital Flight Data Recorder – DFDRSee Maintenance Procedure DFDR Required Parameters – Variable and Discrete (M)

31-35-01 Flight-data Acquisition Storage & Transmission System (FAST)

Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA RI NI NR PLACARD O M D 1 0 NO NO YES May be inoperative provided the FDM and ECTM data is downloaded by an alternative method.MOP Operational Part 31-48-01-01 Multi Function Computer (MFC) Module 1A Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, G-LMSB NO DISPATCH 31-48-01-02 Multi Function Computer (MFC) Module 2A Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, G-LMSB NO DISPATCH 31-48-01-03 Multi Function Computer (MFC) Module 1B Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ , G-LMSA, G-LMSB NO DISPATCH 31-48-01-04 Multi Function Computer (MFC) Module 2B Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ , G-LMSA, G-LMSB NO DISPATCH

31-48-02 Master Warning (MW) Light and Associated Cancel Function Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, G-LMSB NO DISPATCH

31-48-06 MFC Module FAULT Light Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, G-LMSB MOP Operational Part NO DISPATCH

31-53-03 Master Caution (MC) Light and Associated Cancel Function Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ , G-LMSA, G-LMSB NO DISPATCH

31-53-05 EMER AUDIO CANCEL G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.### 31-53-06 TO CONFIG Test G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 1 0 YES NO NO May be inoperative.### 31-60-01 Display Unit (DU)RNP APCH System: Either DU2 or DU4 and 1 ND and 1 × PFD must be operative. CAT II System: Two PFD’s required for CAT II operations.G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 5 4 YES YES NOMOP Operational Part One display Unit may be inoperative amoung DU #1 and DU #3 and DU

5 provided that:a. CAPT//PFD/MFD/EWD pb-sw reversion is checked operative, and b. F/O//PFD/MFD/EWD pb-sw reversion is checked operative.

See Operational procedure MOP.31-60-01P Display Unit (DU) (O).### 31-60-01P Display Unit (DU) (O)• During Preliminary Cockpit Preparation – Check on the DU #2 that the CAPT sw allows to swap the format displays: PFD, EWD, and MFD.– Check on the DU #4 that the F/O sw allows to swap the format displays: PDF, EWD and MFD. 31-60-02-01 MCP – Multi-Purpose Control Panel G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 2 1 NO YES NO One may be inoperative provided that:a. The MCP on the Pilot Flying side is operative, and b. Both radio tuning through MCDU are checked operative. See Operational procedure MOP.31-60-02-01P MCP (O).31-60-02-01P MCP (O)The flight crew have to check that the radio tuning is operative through at least one RMA on both MCDU. MOP Operational Part 31-60-02-02 MPC – COM Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 NO NO NO One may be inoperative provided that both MCDU are operative. 31-60-02-03 MPC – Nav Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 NO NO NO One may be inoperative provided that both MCDU are operative.31-60-02-04 MPC – SURV Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 2 1 NO NO NO One may be inoperative provided that the SURV pb of the Pilot Flying side is operative. 31-60-02-05 MPC – ESC Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 NO NO NO One or both may be inoperative.MOP Operational Part 31-60-02-06 MCP – ENTER pb and Multi Directional Pad G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 2 1 NO NO NO One may be inoperative provided that both MCDU are operative. 31-60-02-07 MCP – Numeric Keyboard G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ , G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 NO NO NO One may be inoperative provided that both MCDU are operative.31-60-03-01 EFCP CAT II System G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M A 2 1 NO NO NOThe right side EFCP may be inoperative provided that the operations are limited to two calendar days. 31-60-03-02 EFCP – MFD Function pb – SYS Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O MA 2 1 NO NO NOMOP Operational Part One may be inoperative provided that: a. The SYS pb of the Pilot Flying side is operative and, b. Operations are limited to two calendar days. 31-60-03-03 EFCP – MFD Functions pb – ND Pushbutton CAT II System G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 2 1 NO NO NO One may be inoperative provided that the ND pb of the Pilot Flying side is operative.31-60-03-04 EFCP – MFD Functions pb – PERF Pushbutton CAT II System G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 2 1 NO NO NO One may be inoperative provided that: a. PERF pb of the Pilot Flying side is operative, and b. MCP of the Pilot Flying is operative. 31-60-03-05 EFCP – MFD Functions pb – MISC Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ , G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M D 2 0 NO NO NO MOP Operational Part One or both may be inoperative. 31-60-03-06 EFCP – MFD Functions pb – MAP Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M D 2 0 NO NO NO One or both may be inoperative.31-60-03-07 EFCP – MFD Functions pb – VID Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M D 2 0 NO NO NO One or both may be inoperative.31-60-03-08 EFCP – MFD Functions pb – BRG Pushbutton CAT II System: One required on CM1 side for CAT II operations. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 4 3 NO NO NO One may be inoperative provided that BRG #1 is available on the Pilot Flying side.MOP Operational Part 31-60-03-09 EFCP – MFD Function pb – RANGE Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 2 1 NO NO NO One may be inoperative. 31-60-03-10 EFCP – MFD Function pb – FORMAT Rotary Selector G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 2 1 NO NO NO One may be inoperative.31-60-03-11 EFCP – FWS Functions pb – PROC UP Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 NO NO NO One may be inoperative.31-60-03-12 EFCP – FWS Functions pb – PROC DOWN Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 NO NO NO One may be inoperative.MOP Operational Part 31-60-03-13 EFCP – FWS Functions pb – ENTER PROC Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 NO NO NO One may be inoperative. 31-60-03-14 EFCP – FWS Functions pb – PROC MENU Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative.31-60-03-15 EFCP – FWS Functions pb – MAN DEL Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative.31-60-03-16 EFCP – FWS Functions pb – RCL Pushbutton Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, G-LMSB NO DISPATCHMOP Operational Part 31-60-03-17 EFCP – FWS Functions pb – CLR Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 1 0 NO NO NO May be inoperative. 31-60-04-01 ICP CAT II System G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 2 1 NO NO NO One may be inoperative provided that associated ADC is considered inoperative. Refer to Item 34-11-01 Air Data Computer.31-60-04-02 ICP – BARO SET ROTARY SELECTOR CAT II System G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 2 1 NO NO NO One may be inoperative provided that associated ADC is considered inoperative. Refer to Item 34-11-01 Air Data Computer.MOP Operational Part 31-60-04-03 ICP – PUSH STD Pushbutton G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 NO NO NO One or both may be inoperative. 31-60-04-04 ICP – DH MDA SELECTION CAT II System: DH required. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 NO NO NO One or both may be inoperative provided that approach procedures do not require DH use.31-60-04-05 ICP – DH MDA ROTARY SELECTOR CAT II System: DH required. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 NO NO NO One or both may be inoperative provided that approach procedures do not require DH use.31-60-04-06 ICP – SPD TGT Knob Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, G-LMSB MOP Operational PartRefer to 22-60-01 ICP – SPD TGT Knob.31-60-04-07 ICP – AUTO MAN pb Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, G-LMSB Refer to 22-60-02A ICP – (AUTO – MAN) Pushbutton.31-60-05-01 MCDU RNP APCH System: One required. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M - 2 1 NO NO NO One may be inoperative. Refer to item MOP.34-61-01 Flight Management Application (FMS System).### 31-60-06 DU Switch Reversion 31-60-06A G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 NO YES NO One may be inoperative provided that all Display Units are operative. See Operational procedure MOP.31-60-06P DU Switch Reversion (O).– OR –MOP Operational Part 31-60-06B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 NO YES NO One or both may be inoperative provided that: a. All Display Units are operativeSee Operational procedure MOP.31-60-06P DU Switch Reversion (O).### 31-60-06P DU Switch Reversion (O)During Preliminary Cockpit PreparationFor the proper use of the manual DU reconfiguration and considering task sharing: In the event of a DU failure:– PF: Non affected side – PNF: Affected side – PNF uses manual reconfiguration to select EWD or PFD (as applicable) on three MFD using the PFD/EWD/MFD push button.

31-70-01 MFC – Indications and Controls (RH Maintenance Panel)G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA,

Applicability G-LMSB RI NI NR PLACARD O M C – 0 NO NO NO May be inoperative. End 600-SeriesMOP Operational Part ATA 32 Landing Gear

2-31-01 Anti Retraction System (Lever Latch)

Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.

32-31-02 Landing Gear Lever Integrated Red Light Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.### 32-31-03 Landing Gear Retraction or Extension and Uplocking System Applicability ALL RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that: a. Operations are limited to two calendar days.b. Operations are performed with landing gear down, and c. Operations are conducted in compliance with AFM Deviation Guide. See Operational procedure Landing Gear Retraction or Extension and Uplocking System (O).

32-31-03P Landing Gear Retraction or Extension and Uplocking System (O)Refer to AFM – DEVIATION GUIDE SUPPLEMENT Dispatch with Landing Gear Down.

Note 1: Ensure Guru2 performance is calculated with Landing Gear down for both takeoff and landing. If necessary call the on call manager for further guidance.MOP Operational PartNote 2: The 160kt speed limitation within the AFM deviation supplement is to provide a margin against VLE due to transient wind conditions that may be encountered during flight.600-Series

2-32-04 Brake ACCU Pressure Indicator (on Maintenance Panel)G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA,

Applicability G-LMSB RI NI NR PLACARD O M D 1 0 NO NO NO May be inoperative. End 600-Series

2-42-01 Wheel Brake Applicability ALL

RI NI NR PLACARD O M C 4 3 YES YES YES One may be inoperative provided that:a. Anti-skid system is operative, and b. Affected brake is deactivated, and c. Operations are conducted in compliance with applicable AFM DeviationGuide. d. Landing gear is left down for 1 minute after takeoff, except in the case of and emergency; and e. Aircraft is not flown in icing conditions until 1 minute after departure to prevent ice accreation on the landing gear. See Operational procedure MOP.32-42-01P Wheel Brake (O).See Maintenance procedure MMP.32-42-01M Wheel Brake (M).### 32-42-01P Wheel Brake (O)Refer to AFM – DEVAITION GUIDE SUPPLEMENT Dispatch with One Wheel Brake Deactivated. MOP Operational PartNote 1: ATR42 Dispatch with wheel brake removed is permitted.Note 2: ATR 72 Dispatch with wheel brake removed IS NOT permitted.Note 3: Consideration should be given to climb speed during climb procedure as gear retraction limit is 160 kts.

32-42-02 Anti-skid System Applicability ALL

RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided: a. Operations are conducted in compliance with AFM Deviation Guide.b. The aircraft may only depart on the flight or series of flights for the purpose of returning to a base where repairs or replacements can be made.See Operational procedure MOP.32-42-02P Anti-skid System (O).### 32-42-02P Anti-skid System (O)Refer to AFM – DEVIATION GUIDE SUPPLEMENT Dispatch with Anti-skid Systsm Inoperative. Note 1: Ensure AntiSkid is selected to INOP in Guru2 for takeoff and Landing performance calculations. Note 2: Use extreme caution in braking and use the minimum braking consistent with the runway length available.

32-42-03 BRK TEMP Alert Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO MOP Operational Part May be inoperative provided that: a. Landing gear is left down for 1 min after takeoff except in case of emergency, and b. Aircraft is not flown in icing conditions until 1 minute after departure to prevent ice accreation on the landing gear. c. A minimum turn around of 20 min is observed.Note: Consideration should be given to climb speed during climb procedure as gear retraction limit is 160 kts.

32-45-01 PRKG BRK 500-Series

PRKG BRK Light (on CAP)G-LMRA, G-LMRB, G-LMRD. G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA 1 0 YES NO NO May be inoperative provided that: a. The parking brake system is operative, and b. Operations are limited to three calendar days. End 500-Series 600-Series PRKG BRK ON Indication G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that the parking brake is operative.End 600-SeriesMOP Operational Part

2-51-01 Nose Wheel Steering System required for Narrow Runway Operations.

Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES YES May be inoperative provided that: a. All brakes are operative, and b. Maximum crosswind component is limited to 15kt, and c. Aircraft is not operated on narrow runways (width < 30m).See Operational procedure MOP.32-51-01P Nose Wheel Steering (O).See Maintenance procedure Nose Wheel Steering (M)### 32-51-01P Nose Wheel Steering (O)Maximum demonstrated crosswind component for takeoff and landing is 15kt. – Apply asymetrical thrust and differential braking for taxi and line up as required. – Avoid sharp turns while using brakes.– Powerback operations are prohibited.### 32-61-01 Landing Gear Position Indicating System Applicability ALL RI NI NR PLACARD O M B 2 1 YES YES NO May be inoperative.See Operational procedure MOP.32-61-01P Landing Gear Position Indicating System (O). MOP Operational Part

2-61-01P Landing Gear Position Indicating System (O)If OVHD panel is affected, some failure cases may generate LDG GEAR NOT DN Alerts.

The illumination of the Green System “LO PR” amber light on the HYD PWR overhead panel will be inhibited when the landing gear control lever is in the DOWN position.As soon as three green lights are illuminated on the operative panel, landing gear is down. When landing gear is down: Monitor that the hydraulic green pressure remains stable around 3000 psi. Note: If the hydraulic green pressure drops significantly, refer to AFM – HYD BLUE(GREEN) LO PR Abnormal Procedure. ATA 33 Lights

3-10-01 Cockpit and Instrument Lighting System 33-10-01A

Applicability ALL RI NI NR PLACARD O M C 1 1 NO NO NO Individual lights may be inoperative provided remaining lights are: a. Sufficient lighting to illuminate all instruments, controls and placards, and b. RH dome and STBY instruments integrated lights are operative, and c. Positioned so that direct rays are shielded from flight crew members eyes, and d. Of variable intensity or can be preset to a satisfactory fixed level for the expected conditions, and e. Acceptable to the flight crew. – OR –MOP Operational Part 33-10-01B Applicability ALL RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative for daylight operations.

33-10-02 Cabin Lights – Passenger Configuration 33-10-02-01

G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C – 9 NO NO NO One or more may be inoperative provided that:a. 9 operating ceiling lights are regularly distributed within the cabin, and b. Lighting must be sufficient for cabin attendant to perform their duties. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M C – 14 NO NO NO a. 14 operating ceiling lights are regularly distributed within the cabin, and b. Lighting must be sufficient for cabin attendant to perform their duties. – OR –MOP Operational Part 33-10-02-02 Cabin Lights – Freighter Configuration Applicability G-LMRV, G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M D – – NO NO NO One or more may be inoperative provided sufficient lighting remains within the cargo compartment.33-16-01-01 ANN Light – Test Function Applicability ALL RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative provided that operations are limited to two calendar days.See Operational procedure MOP.33-16-01-01P ANN Light – Test Function (O). 33-16-01-01P ANN Light – Test Function (O)Following warnings have to be tested before the first flight of the day, to check red lights illumination. 500-Series PITCH DISCONNECT/SMK/EXCESS CAB ALT/EXCESS ΔP  The SELECTOR on the LH maintenance panel has to be used: Set the SELECTOR to the function to be tested. Depress TEST PTT pb. Check the associated warnings are generated: CRC, MW light flashing red and associated local red light if applicable comes on.  After the test of all the functions, set SELECTOR to NORM FLT.LANDING GEAR NOT DOWN  On LH MAINTENANCE panel, set the SELECTOR to LDG GEAR NOT DOWN.MOP Operational Part  Set PL to FI or FLAPS 30.  Depress TEST PTT pb. Check the warnings: CRC, MW light flashing red and LDG GEAR NOT DOWN light on CAP comes on  After the check set SELECTOR to NORM FLT.TO CONFIG  Depress TO CONFIG TEST pb while at least one out of the following four conditions is not met: Pitch trim set in the TO range. FLAPS set to 15°. PWR MGT set to TO. RUD TLU green light come on. Check the warnings: CRC, MW light flashing red and TO CONFIG light on CAP comes on. FLAPS UNLOCK  Set FLAPS 15.  Depress and maintain FLAPS UNLK PTT pb on RH maintenance panel.  Check warning is activated when the flaps position passes over the selected position minus 3° on the flaps position indicator.  Check warning is activated when the flaps position passes over the selected position minus 3° on the flaps position indicator. End 500-Series 600-Series PITCH DISCONNECT  The SELECTOR on the LH maintenance panel has to be used:  Set the SELECTOR to the function PITCH DISCONNECT. Depress TEST PTT pb. Check the warnings: CRC, MW light flashing red and PITCH DISCONNECT red message on EWD.  After the check set SELECTOR to NORM FLT.MOP Operational Part LANDING GEAR NOT DOWN  On LH MAINTENANCE panel, set the SELECTOR to LDG GEAR NOT DOWN.  Set PL to FI or FLAPS 30. Depress TEST PTT pb. Check the warnings: CRC, MW light flashing red and LDG GEAR NOT DN on FWS.  After the check set SELECTOR to NORM FLT.TO CONFIG  Depress TO CONFIG TEST pb while at least one out of the following four conditions is not met: Pitch trim set in the TO range. FLAPS set to 15°. PWR MGT set to TO. RUD TLU green light. Come on. Check the warnings: CRC, MW light flashing red and CONFIG on FWS. FLAPS UNLOCK  Set FLAPS 15.  Depress and maintain FLAPS UNLK PTT pb on RH maintenance panel. End 600-Series 33-16-01-02 ANN Light – DIM Function 33-16-01-02A Night Operations Applicability ALL RI NI NR PLACARD O M B 1 0 YES NO NO May be inoperative for Night Operations.MOP Operational Part – OR – 33-16-01-02B Daylight Operations Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative for Daylight Operations.Note: During the winter months consideration should be given to deferring under 33-16-01-02A Night Operations as deferring under 33-16-01-02B Daylight Operations would restrict aircraft operational hours. 500-Series 33-16-02-01 NO SMKG Memo Light – Passenger Configuration Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative. End 500-Series 600-Series 33-16-02-01 NO DEVICE Memo Light – Passenger Configuration G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF. G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.End 600-SeriesMOP Operational Part 33-16-03-01 SEAT BELTS Memo Light – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative. 33-26-01-01 Cabin Signs – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that:a. Passenger address system is operative and is used to advise passengers and cabin attendant when seat belts should be fastened and use of personal electronic devices is prohibited, and b. Cabin attendant call and interphone are operative. 33-26-02-01 Cabin Lighting Entry System – Passenger Configuration Applicability ALL RI NI NR PLACARD O M D 1 0 NO NO NO May be inoperative.### 33-31-01 Nose Wheel Well Light Applicability ALL RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative.MOP Operational Part

3-34-01 Cargo Bay Light Applicability ALL

RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative.### 33-37-01 Main Wheel Well Light Applicability ALL RI NI NR PLACARD O M C 2 0 NO NO NO One or both may be inoperative.### 33-41-01 NAV Lights System Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative for daylight operation.Note: NAV Lights System includes 3 lights (1 green, 1 red and 1 white)and the associated system.### 33-42-01 LANDING LAND Light

3-42-01A Night Operations Applicability ALL

RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative for Night Operations.– OR –MOP Operational Part

3-42-01B Daylight Operations Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative for Daylight Operations.### 33-43-01 STROBE Light Applicability ALL RI NI NR PLACARD O M D 3 0 YES NO NO One or more STROBE lights may be inoperative provided that all BEACON lights are operative.

33-46-01 TAXI and TO Light

3-46-01A Night Operations Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative for Night Operations provided that one LAND light (L or R) is operative. – OR –### 33-46-01B Daylight Operations Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative for Daylight Operations.MOP Operational Part

3-47-01 LOGO Light Applicability ALL

RI NI NR PLACARD O M D 2 0 YES NO NO One or both may be inoperative.### 33-48-01 BEACON Light 33-48-01A Applicability ALL RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative for provided that all STROBE lights are operative. If the centre fuselage BEACON is inoperative see Operational procedure#### MOP.33-48-01P BEACON Light (O).– OR –### 33-48-01B Daylight Operations Applicability ALL RI NI NR PLACARD O M C 2 0 YES YES NO One or both may be inoperative for Daylight Operations provided that all STROBE lights are operative. If the centre fuselage BEACON is inoperative see Operational procedure#### MOP.33-48-01P BEACON Light (O).MOP Operational Part

3-48-01P BEACON Light (O)The flashing BEACON underneath the fuselage will always be switched on, whenever engines are running. However should the BEACON be

unserviceable then the following procedures should be adhered to:1. The aircraft commander is responsible for briefing all the ground crew on first contact (via the headset) that the aircraft is to be dispatched with one or both of the anti-collision lights inoperative.Two-way communications via the headset shall co-ordinate ‘ready/ clear to start engines’ events. 2. Additional ground crew are to be stationed at each wingtip to ensure that ground traffic to the rear of the stand is halted prior to pushback. 3. When the aircraft arrives on stand with the BEACON unserviceable, ground crew are not to approach the aircraft until both propellers have stopped rotating and the cabin attendant has opened the main passenger door. 4. If headset comms are unavailable, visual signals are to be used to co-ordinate ‘ready/clear to start engines’ events.

33-49-01 WING Inspection Lights

3-49-01A Night Operations RI NI NR PLACARD O M

B 2 1 YES YES NO One may be inoperative for Night Operations provided that flight is not conducted into known or forecast icing conditions.Note: If right Wing Inspection Light is inoperative, HOTEL mode is prohibited. See operational procedure MOP.33-49-01P Right WING Inspection Light (O). – OR –MOP Operational Part

3-49-01B Daylight Operations (B)

Applicability ALL RI NI NR PLACARD O M C 2 0 YES YES NO One or both may be inoperative for Daylight Operations. Note: If right Wing Inspection Light is inoperative, HOTEL mode is prohibited. See operational procedure MOP.33-49-01P Right WING Inspection Light (O).

33-49-01P Right WING Inspection Light (O)The use of HOTEL mode is prohibited when the right WING inspection light is unservicable. To allow continuity of power on the aircraft crews

should therefore shut the number 2 engine down first once on stand to allow the GPU to be connected safely before shutting engine number 1 down.When operating under this MEL restriction crews should inform the ground handlers either via OPS Control or company frequency of their intentions. Hand signals can be found in Part B 2.9 – Parking or Ground Operations and Cargo Manual Section 2.1.3.1 ATR Arrival on Stand – Alternative Procedure.### 33-49-02 IEP Light

3-49-02A Night Operations Applicability ALL

RI NI NR PLACARD O M B 1 0 NO YES NO May be inoperative provided that the Flight is not conducted into known or forecast icing conditions. See Operational procedure MOP.33-49-02P IEP Light (O).Note: ATR have confirmed use of an alternate light source is not permitted under the MMEL. TPS 30-81-003 page 2 refers. MOP Operational Part – OR –

33-49-02B Daylight Operations (B)

Applicability ALL RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative for Daylight Operations.

33-49-02P IEP Light (O)In case of inadvertent icing conditions encountered, keep the anti-icing systems activated until the end of the Flight (Icing AOA illuminated).

33-50-01 EMER EXIT (DISARM) Light Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that EMER EXIT light system is operative and armed prior to each departure. 33-50-02-01A Floor Proximity Emergency Escape Path Marking Lights – Passenger Configuration Applicability G-LMRA, G-LMRB. G-LMRE RI NI NR PLACARD O M B – – NO NO NO May be inoperative provided that: a. Two consecutive bulbs are not inoperative, and b. Two extreme bulbs are operative. MOP Operational Part 33-50-02-02A Photoluminescent Floor Proximity Emergency Escape Path Marking Tape – Passenger Configuration G-LMRD, G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, Applicability G-LMSA, G-LMSB RI NI NR PLACARD O M C – – NO NO NO One or more photoluminescent tape portion may be inoperative provided that: a. No more than one meter of photoluminescent is inoperative on each strip, and b. This inoperative part is neither facing nor continuous to an emergency exit.

33-50-03 Ceiling Emergency Lighting 33-50-03-01 Ceiling Emergency Lights – Passenger Configuration

Applicability ALL RI NI NR PLACARD O M B 5 4 NO NO NO May be inoperative provided that a maximum of one in four consecutive overhead emergency lights may be inoperative.33-50-04-01A Emergency Exit Marker Signs (Above Door) – Passenger Configuration Applicability ALL RI NI NR PLACARD O M – 4 3 YES NO NO One may be inoperative provided that: 1. Its does not indicate more than one emergency exit, and2. Associated exit is considered inoperative.MOP Operational PartRefer to Item 52-21-01 Emergency Exit (Including Passenger-Crew Doors, Service Door, but Excluding Flight Deck Emergency Exits) – Passenger Configuration.– OR – 33-50-04-01B Applicability ALL RI NI NR PLACARD O M C 4 - YES NO NO Up to 50% of the bulbs/LEDS may be inoperative in one or more signs provided that the sign remains legible.33-50-05-01 Emergency Exit Locator Signs (Above Flight Attendant Panel and Cabin to FWD Hold Door) – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 2 - YES NO NO Up to 50% of the bulbs/LEDS may be inoperative in one or more signs provided that the sign remains legible. 33-50-06-01 Emergency Exit Identifier Signs (Side of Door) – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 4 - YES NO NO Up to 50% of the bulbs/LEDS may be inoperative in one or more signs provided that the sign remains legible.MOP Operational Part

3-50-07 Emergency Exit Handle Lighting (Type III exit lights in PSU’s)G-LMRB, G-LMRD, G-LMRE, G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG,

Applicability G-LMTH, G-LMTI, G-LMTJ, G-LMSA, G-LMSB RI NI NR PLACARD O M – 2 1 YES NO NO One or both may be inoperative provided that associated emergency exits are considered inoperative.Refer to Item MOP.52-21-01 Emergency Exit (Including Passenger-Crew Doors, Service Door, but Excluding Flight Deck Emergency Exits) – Passenger Configuration.### 33-51-01 Exterior EMER Lights – Passenger Configuration 33-51-01-01A Night Operations Applicability ALL RI NI NR PLACARD O M – 4 – NO NO NOFor Night Operations, Refer to Item 52-21-01 Emergency Exit (Including Passenger-Crew Doors, Service Door, but Excluding Flight Deck Emergency Exits) – Passenger Configuration.– OR – 33-51-01-01B Daylight Operations Applicability ALL RI NI NR PLACARD O M B 4 3 NO NO NO One light may be inoperative for Daylight Operations only. ATA 34 Navigation 500-Series

4-11-01 Air Data ComputerMOP Operational Part CAT II System; Both Required

RNP APCH System: One Required Applicability G-LMRA, G-LMRD, G-LMRY RI NI NR PLACARD O MA 2 1 YES YES YESThe #2 ADC may be inoperative provided that;1. The flight is conducted in day VMC only, and2. Use of the autopilot below 1000ft AGL is prohibited, and3. Operations are limited to two calendar days, and4. TLU manual mode is operative and used

Note: The associated airspeed indicator, altimeter and VSI are inoperative. Refer to item MOP.34-12-03 Main Altimeter.Refer to item MOP.34-13-01-01 Main Airspeed Indicator – Speed Indication. Refer to item MOP.34-14-01 Vertical Speed Indicator.See Operational procedure MOP.34-11-01P Air Data Computer (ADC)(O)See Maintenance procedure MMP.34-11-01M Air Data Computer (ADC)(M) Applicability G-LMRB, G-LMRE, G-LMRV, G-LMRX, G-LMRZ RI NI NR PLACARD O M A 2 1 YES YES YESThe #2 ADC may be inoperative provided that;1. The flight is conducted in day VMC only, and2. Use of the autopilot below 1000ft AGL is prohibited, and3. Operations are limited to two calendar days, andMOP Operational Part4. TLU manual mode is operative.Note: The associated airspeed indicator, altimeter and VSI are inoperative. Refer to item MOP.34-12-03 Main Altimeter.Refer to item MOP.34-13-01-01 Main Airspeed Indicator – Speed Indication. Refer to item MOP.34-14-01 Vertical Speed Indicator.See Operational procedure MOP.34-11-01P Air Data Computer (ADC)(O)See Maintenance procedure MMP.34-11-01M Air Data Computer (ADC)(M)### 34-11-01P Air Data Computer (ADC) (O) Applicability G-LMRA, G-LMRD • ADC switching must be set to valid ADC Check of TLU manual mode (with ADC switching set to valid ADC)During Cockpit Preparation • With TLU on AUTO check that FLT CTL on CAP and TLU FAULT light. • Select manual HI SPD and check the following (after approximately 30s): – Alert remains.– RUD TLU LO SPD light is OFF.– Rudder travel is limited.• Select LO SPD and check the following (after approximately 30 s):– Alert remains.– RUD TLU LO SPD light in ON.– Rudder travel is no longer limited.DO NOT use AUTO mode.MOP Operational Part Before Takeoff • Select manually LO SPDIn Flight • During an acceleration, select manually HI SPD when reaching 195kts and check the following (after approximately 30s);– RUD TLU LO SPD light is OFF.– TLU FAULT alert has disappeared.• During a deceleration, select manually LO SPD when reaching 190kts and check the following (after approximately 30s); – RUD TLU LO SPD light come ON.– TLU FAULT alert is triggered. Applicability G-LMRY • ADC switching must be set to valid ADC Check of TLU manual mode (with ADC switching set to valid ADC)During Cockpit Preparation • With TLU on AUTO check that FLT CTL on CAP and TLU FAULT light. • Select manual HI SPD and check the following (after approximately 30s): – Alert remains.– RUD TLU LO SPD light is OFF.– Rudder travel is limited.• Select LO SPD and check the following (after approximately 30 s):– Alert remains.– RUD TLU LO SPD light in ON.– Rudder travel is no longer limited.DO NOT use AUTO mode.Before Takeoff • Select manually LO SPD MOP Operational PartIn Flight • During an acceleration, select manually HI SPD when reaching 185kts and check the following (after approximately 30s);– RUD TLU LO SPD light is OFF.– TLU FAULT alert has disappeared.• During a deceleration, select manually LO SPD when reaching 180kts and check the following (after approximately 30s); – RUD TLU LO SPD light come ON.– TLU FAULT alert is triggered. Applicability G-LMRB, G-LMRE, G-LMRV, G-LMRX, G-LMRZ • ADC switching must be set to valid ADC TLU manual mode check:• Select HI SPD and check alert is generated after 25s: MC, SC, FLT CTL on CAP an TLU FAULT light. • Check rudder travel is limited.• Select AUTO and check alert disappears after 15s.• Check rudder travel is not limited.### 34-12-02 STBY Altimeter CAT II System: Required for CAT II operations. G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C – 1 YES NO NO Vibrator may be inoperative.### 34-12-03 Main Altimeter CAT II System: Both main altimeters required. MOP Operational Part G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M A 2 1 YES NO NO One may be inoperative provided that: a. Operations are limited to two calendar days, b. The flight is conducted in day VMC only. 34-13-01-01 Main Airspeed Indicator – Speed Indication CAT II System: 2 ASI’s required. CM2 ASI must be operative for CAT II operations.G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA 2 1 YES NO NO Airspeed indicator number 2 may be inoperative provided that: a. Operations are limited to two calendar days.34-13-01-02 Airspeed Indicator – Speed Selector G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 0 YES YES NO One or both may be inoperative. See Operational procedure MOP.34-13-01-02P Airspeed Indicator – Speed Selector (O). 34-13-01-02P Airspeed Indicator – Speed Selector (O)FAST/SLOW indication on the EADI is lost.MOP Operational Part

4-14-01 Vertical Speed Indicator G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M – 2 1 YES NO NO One may be inoperative. Refer to Item 34-57-01-02 RA Dual Airborne Collision Avoidance System – Combined TA and RA Dual Display. 34-15-01-01 (TAT-SAT-TAS Indicator) – TAS Indication G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative. 34-15-01-02 (TAT-SAT-TAS Indicator) – Temperature Indication G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 0 YES YES NO One or both may be inoperative. See Operational procedure MOP.34-15-01-02P (TAT-SAT-TAS Indicator)– Temperature Indication (O).34-15-01-02P (TAT-SAT-TAS Indicator) – Temperature Indication (O)Aircraft must be considered as flying in icing conditions as soon as visible moisture is encountered regardless of temperature. If anti-icing and/or de-icing systems need to be used, mode FAST only must be switched ON. MOP Operational Part 34-15-01-03 (TAT-SAT-TAS Indicator) – SAT Switching G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.### 34-16-01 Altitude Alerting System G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative provided that: a. Autopilot altitude hold mode is operative, and b. Both main altimeters are operative, and c. The altitude alerting system is not part of the required equipment for intended operations. See Operational procedure MOP.34-16-01P Altitude Alerting System (O).### 34-16-01P Altitude Alerting System (O)In flight Flight crew should check on altimeters that there is no altitude excursion. During climb, descent and altitude capture phases Flight crew must ensure strict adherence to standardised callouts.

34-20-01 AHRS CAT II System: Required for CAT II operations.

MOP Operational Part G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M - 2 2 YES NO NO NO DISPATCH

34-20-02 ADC Switch G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 1 0 YES NO NO May be inoperative provided that associated ADC is operative.

34-20-03 ADC Switch FAULT Light G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that both ADC are operative.

34-26-01 Slip-Skid Indicator G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative provided that: a. The Slip/Skid indicator on the Pilot Flying side must be operative, and b. Primary attitude indications are operative on Pilot Flying side.MOP Operational Part

4-27-01 Standby Horizon CAT II System: Required for CAT II operations.

G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M- 1 1 YES NO NO NO DISPATCH

34-29-01 RMI G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative provided that: a. Respective information is available on adjacent EHSI.### 34-33-01 Marker Beacon System 34-33-01A G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C – 0 YES NO NO One or more may be inoperative for IFR operations provided approach procedures do not require marker fixes on the airports required to be selected for the intended flight route.– OR –MOP Operational Part 34-33-01B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M D – 0 YES NO NO One or more may be inoperative for flight in accordance with VFR Operations.

34-36-01 ILS CAT II System

34-36-01A G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 NO NO Only the #2 ILS may be inoperative provided; a. #1 ILS is operative, and b. The navigation systems required for each segment of the intended route are operative, and c. Alternate procedures are established and used where applicable. d. Check that #2 ILS system is not required for any segment of the intended flight route e.g. If a monitored approach is anticipated or if the CM2 is required to perform the approach and landing.e. ILS approaches must be flown by CM1, with the autopilot transfer button selected to CM1. f. If ILS 2 glideslope signal is inoperative, EGPWS Mode 5 alert is inhibited. g. With one ILS system inoperative the aircraft is restricted to CAT I operations. – OR –MOP Operational Part 34-36-01B Applicability ALL RI NI NR PLACARD O M D 2 0 NO NO NO One or both may be inoperative for flight in accordance with VFR operations.### 34-37-01 SLS Function 34-37-01A Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRX RI NI NR PLACARD O M C 2 0 YES NO YESBoth may be inoperative under IFR operations provided approaches and missed approaches where navigation is based on SLS are not included in the flight plan.When one or both is/are inoperative, both must be deactivated.Refer to AMMS task “Deactivation of SLS Function”.Or 34-37-01B Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRX RI NI NR PLACARD O M D 2 0 YES NO YESBoth may be inoperative for flight under VFR operations.When one or both is/are inoperative, both must be deactivated.Refer to AMMS task “Deactivation of SLS Function”.MOP Operational Part

4-37-02 SLS Control Panel Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRX

RI NI NR PLACARD O M D 2 0 YES NO NO One may be inoperative on the non-flying pilot side.### 34-41-01 Weather Radar Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable Weather Radar system. G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that weather reports or forecast available to the captain indicate that cumulo-nimbus clouds or other potentially hazardous weather conditions, which could be detected by the system in working order are unlikely to be encountered on the intended flight route.When the weather radar is inoperative the EGPWS Terrain Awareness and Warning System (TAWS) 34-48-01-01 must also be considered inoperative.### 34-42-01 Radio Altimeter System CAT II System G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M – 1 0 YES YES NO MOP Operational Part One or more may be inoperative provided that: a. GPWS is considered inoperative, Refer to Item 34-48-01-01 EGPWS – GPWS Reactive Modes and TERRAIN Predictive Modes, and b. ACAS is considered inoperative, Refer to Item 34-57-01-01 Airborne Collision Avoidance System – ACAS System.See Operational procedure MOP.34-42-01P Radio Altimeter System (O).### 34-42-01P Radio Altimeter System (O)During Final Cockpit Preparation – GPWS....................................................................OFF – TCAS.....................................................................STBYDuring Descent Preparation – Arrival Briefing.......................................................ANNOUNCE STICK PUSHER INHIBITION BELOW 500 ft AGL INOPERATIVE

34-48-01 Terrain Awareness System 34-48-01-01 EGPWS – GPWS Reactive Modes and TERRAIN Predictive Modes

CAT II System: Radio Altimeter callout required.Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable GPWS system.G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA – 0 YES YES NOMOP Operational Part One or more may be inoperative provided that: a. RNP APCH (LPV) and RNP AR operations are prohibited, b. Alternate procedures are established and used, and c. Repairs or replacements are carried out within six further flights, or twenty-five flying hours or two calendar days, whichever occurs first. Note: Check Flight Manual for approach minima. GPWS and TERRAIN Callouts are lost. See MOP.34-48-01-01P EGPWS – GPWS Reactive Modes and TERRAIN Predictive Modes (O). 34-48-01-01P EGPWS – GPWS Reactive Modes and TERRAIN Predictive Modes (O) Note: If Advisory Callouts are lost: Relevant Rad. Alt. callouts to be made by the Pilot monitoring per SOP’s.  GPWS..........................................................................................OFF  TERR...........................................................................................OFF 34-48-01-02 EGPWS – GPWS Reactive Modes CAT II System: Advisory callout required. Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable GPWS system.G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA – 0 YES YES NO One or more may be inoperative provided that: a. TERRAIN Predictive modes are operative, b. RNP APCH (LPV) and RNP AR operations are prohibited, c. Alternate procedures are established and used, andMOP Operational Part d. Repairs or replacements are carried out within six further flights, or twenty-five flying hours or two calendar days, whichever occurs first.Note: Check Flight Manual for approach minima. GPWS Callouts are lost. See MOP.34-48-01-02P EGPWS – GPWS Reactive Modes (O).34-48-01-02P EGPWS – GPWS Reactive Modes (O)Note: Stabilisation must be increased to 1,000 feet above airfield elevation, regardless of meteorological conditions. If Advisory Callouts are lost: Relevant Rad. Alt. callouts to be made by the Pilot monitoring per SOP’s.  GPWS..........................................................................................OFF 34-48-01-03 EGPWS – TERRAIN Predictive Modes CAT II System: Required IAW Loganair CAT II procedures.Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable GPWS system.G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA – 0 YES YES NO One or more may be inoperative provided that: a. GPWS Reactive modes are operative, b. RNP APCH (LPV) and RNP AR operations are prohibited, c. Alternate procedures are established and used, and d. Repairs or replacements are carried out within ten calendar days. See MOP.34-48-01-03P EGPWS – TERRAIN Predictive Modes (O).34-48-01-03P EGPWS – TERRAIN Predictive Modes (O)Note: Refer to PRO.NOP.NSU.3.1.MOP Operational Part  TERR...........................................................................................OFF 34-48-01-04 EGPWS – Test Mode CAT II System Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable GPWS system.G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA – 0 YES YES NO a. TAWS is considered inoperative, Refer to Item 34-48-01-01

MOP.34-48-01-01 EGPWS – GPWS Reactive Modes and TERRAIN Predictive Modes,

b. Alternate procedures are established and used, and c. Repairs or replacements are carried out within six further flights, or twenty-five flying hours or two calendar days, whichever occurs first.Note: Check Flight Manual for approach minima. GPWS and TERRAIN Callouts are lost. See MOP.34-48-01-04P EGPWS – Test Mode (O).34-48-01-04P EGPWS – Test Mode (O)Refer to MOP.34-48-01-01P EGPWS – GPWS Reactive Modes and TERRAIN Predictive Modes (O) 34-48-01-05 EGPWS – GPWS Reactive Modes – Glideslope Deviation (Mode 5)CAT II System: Required IAW Loganair CAT II procedures.Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable GPWS system.34-48-01-05AMOP Operational Part G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B – 0 YES YES NO One or more may be inoperative. See MOP.34-48-01-05P EGPWS – GPWS Reactive Modes – Glideslope Deviation (Mode 5) (O). – OR – 34-48-01-05B Day VMC Flight Only G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C – 0 NO YES NO One or more may be inoperative provided that the flight is conducted in day VMC only. See MOP.34-48-01-05P EGPWS – GPWS Reactive Modes – Glideslope Deviation (Mode 5) (O). 34-48-01-05P EGPWS – GPWS Reactive Modes – Glideslope Deviation (Mode 5)(O)For ILS approaches, PM must actively callout any deviations, from glidescope.

34-50-01 VOR (VHF Omnidirectional Radio Range)G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ

RI NI NR PLACARD O M C 2 1 YES YES NO Only the #2 VOR may be inoperative provided;a. #1 VOR is operative, andMOP Operational Part b. The navigation systems required for each segment of the intended route are operative, and c. Alternate procedures are established and used where applicable. See Operational procedure 34-50-01P Navigation Systems (VOR-DME-ADF) (O).

34-50-02 DME (Distance Measuring Equipment)G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ

RI NI NR PLACARD O M C 2 0 YES YES NO One or more may be inoperative provided that:a. The navigation systems required for each segment of the intended flight route are operative, and b. Alternate procedures are established and used, where applicable.See Operational procedure 34-50-01P Navigation Systems (VOR-DME-ADF) (O). Consider RNAV1 conditions with reference to MEL

34-58-01 and GPS-GNSS availability.### 34-50-03 ADF (Automatic Direction Finder)G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ

RI NI NR PLACARD O M C 2 0 YES YES NO Both may be inoperative provided that:a. The navigation systems required for each segment of the intended flight route are operative, and b. Both VOR/ILS systems are operative, and c. With one ADF inoperative ADF approaches must be flown as an FMS overlay. If no FMS overlay exists then approaches with one inoperative ADF may only be permitted if the final approach course to the NDB is entered in the FMS. Please note that this is only for forMOP Operational Part situational awareness and monitoring the accuracy of the remaining ADF. It is not permitted to fly the approach coupled to the FMS below MSA using a pilot created data, and d. Alternate procedures, such as RNAV substitution, are established and used where applicable. See Operational procedure 34-50-01P Navigation Systems (VOR-DME-ADF) (O).

34-50-01P Navigation Systems (VOR-DME-ADF) (O)• All ATC along the intended route to be informed before the intended flight.

• The flight plan must be amended to reflect non DME, or ADF, or VOR NAV, or RNAV1 conditions. • Consider RNAV1 conditions with reference to MEL 34-58-01 and GPS-GNSS availability. • Local airspace regulations apply.Check that #2 VOR systems not required for any segment of the intended flight route e.g. If a monitored approach is anticipated or if the CM2 is required to perform the approach and landing.If navigating enroute using terrestrial aids, the aircraft must be flown byCM1 with the autopilot selected to the CM1 side so that the autopilot may follow flight guidance commands from the #1 NAV Receiver. CM2 must monitor the enroute progress by selecting the #1 VOR on RMI.VOR approaches must be flown by CM1, with the autopilot transfer button selected to CM1.

34-52-01 SSR Transponder System – Mode A & C Functions G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative, provided a second required SSR Transponder system with MODE A (squawk code) & C (pressure altitude) Functions is operative. MOP Operational Part

4-52-02 SSR Transponder System – Mode S Function 34-52-02A

G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 2 1 YES NO NO One may be inoperative.Note: 1. Altitude reporting, provided by an ATC Mode S Transponder, is required for ACAS II operation. Refer to item 34-57-01-01 Airborne Collision Avoidance System – ACAS System.2. Elementary Surveilliance (ELS) capibility (Mode S including Aircraft Identification and Pressure Altitude Reporting) is required in European Mode S designated airspace.3. A SSR transponder with opertive Mode S function is defined as a transponder which can provide, at least, Elementary Surveillance capability.4. For a Mode S transponder to be considered serviceable Mode A, Mode C and Mode S must be serviceable. – OR – 34-52-02B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 2 0 YES NO NO Both may be inoperative provided permission is obtained from the Air Service Provider(s) when required for the intended flight. Note: 1. Altitude reporting, provided by an ATC Mode S Transponder, is required for ACAS II operation. Refer to item 34-57-01-01 Airborne Collision Avoidance System – ACAS System.2. Elementary Surveilliance (ELS) capibility (Mode S including Aircraft Identification and Pressure Altitude Reporting) is required in European Mode S designated airspace.MOP Operational Part3. A SSR transponder with opertive Mode S function is defined as a transponder which can provide, at least, Elementary Surveillance capability.4. For a Mode S transponder to be considered serviceable Mode A, Mode C and Mode S must be serviceable.

34-52-03 SSR Transponder System – Enhanced Surveillance FunctionNote 1: Refer to AFM LIM.5.34.4.1 ‘SSR Mode S Enhanced Surveillance’ for latest revision of below.

DAP list:1. Magnetic Heading Indicated Airspeed2. Mach No.3. Vertical Rate4. Roll Angle5. True Air Speed6. True Track Angle7. Groundspeed8. Selected Altitude9. Barometric Pressure SettingNote 2: ATC will normally inform crew if DAPs are not operative.### 34-52-03A Single European Sky Operations G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M A 9 0 NO NO NO One or more Downlinked Aircraft Parameters which provide Enhanced Surveillance, may be inoperative when required for the intended route provided operations are limited to three consecutive days. – OR –MOP Operational Part 34-52-03B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 9 0 NO NO NO One or more Downlinked Aircraft Parameters which provide Enhanced Surveillance, may be inoperative when required for the intended route. -OR-34-52-03C G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M D 9 0 NO NO NO One or more Downlinked Aircraft Parameters which provide Enhanced Surveillance, may be inoperative when not required for the intended route.Note: 1. Only the London TMA currently requires Enhanced Surveillance Function (Enhanced Mode S) within the United Kingdom.2. From 7th June 2023 all aircraft, unless exempt, flying within the Single European Sky area must be fitted with Enhanced Mode S.### 34-52-04 SSR Transponder System – Extended Squitter Transmission Function (ADS-B OUT) Note 1: Refer to FCOM DSC.23.1.7 ‘ATC with ADS-B Out Function Active’ for latest revision of below. ADS-B out parameters list:1. Aircraft identification2. Mode A code (except if mode A code is 1000)3. ICAO 24 bit aircraft address4. Horizontal position (latitude and longitude) (on ground and in flight) with associated quality parameters MOP Operational Part5. Pressure Altitude6. Special Position Identification (SPI) (“IDENT” transmission) 7. Emergency status and emergency indicator (7500/7600/## 7700 codes)8. 1090 ES Version Number9. Airborne velocity over Ground (East/West and North/ South) with associated quality parameter 10. Emitter Category11. Vertical Rate12. Ground Track13. Ground speed14. Aircraft length and width15. GPS antenna longitudinal offset16. Geometric Altitude and associated quality parameter17. Selected Altitude18. Barometric Pressure Setting19. ACAS Resolution Advisory20. System Design AssuranceNote 2: ATC will inform crews if DAPs are not operative.Single European Sky Operations G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M A 20 0 NO NO NO One or more extended squitter transmissions may be inoperative when required for the intended flight route provided operations are limited to three consecutive days. MOP Operational Part 34-57-01-01 Airborne Collision Avoidance System – ACAS System Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable Airborne Collision Avoidance System.G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative for ten calendar days provided that the system is set to STBY.See Operational procedure MOP.34-57-01-01P Airborne Collision Avoidance System – ACAS System (O). 34-57-01-01P Airborne Collision Avoidance System – ACAS System (O)Limitations • ACAS: STBY • Refer to section OMA 8.3.7 for company limitations before dispatching. Note: On Commercial Air Transport flights a Radar service should be obtained where available. 34-57-01-02 RA Dual Airborne Collision Avoidance System – Combined TA and RA Dual Display G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 NO YES YES One may be inoperative on the non-flying pilot side provided that TA and RA elements and audio functions are operative on the flying pilot side. See Operational procedure MOP.34-57-01-02P RA Dual Airborne Collision Avoidance System – Combined TA and RA Dual Display (O). MOP Operational Part 34-57-01-02P RA Dual Airborne Collision Avoidance System – Combined TA and RA Dual Display (O)• May be inoperative on the non-flying pilot side provided that the TA, RA indications and/or audio functions are available on the pilot flying side.• Operating procedures do not require its use.• On Commercial Air Transport flights a Radar Service should be obtained where available.

34-58-01 GPS – GNSS RNP APCH System: Required for RNP APCH.

G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M- 1 0 YES YES NO May be inoperative provided that: a. The navigation systems required for each segment of the intended flight route are operative, and b. Navigation shall be performed by means of conventional equipment.c. Both DME’s must be operative for RNAV1 operations.d. Appropriate ATC clearance must be obtained.Note: 1. TERRAIN is inoperative, Refer to MOP.34-48-01-03 EGPWS – TERRAIN Predictive Modes. 2. GNSS parameters are no longer available for Transponder System, Refer to Item 34-52-03 SSR Transponder System – Enhanced Surveillance Function (if installed) and Refer to SSR Transponder System – Extended Squitter Transmission Function (ADS-B OUT).See Operational procedure MOP.34-58-01P GPS – GNSS (O).### 34-58-01P GPS – GNSS (O)Global Positioning System – GPS GNSS (O)MOP Operational Part May be inoperative for the intended route where conventional (non-RNAV/ RNAV1) navigation is sufficient, provided that:• Current aeronautical information (e.g. charts) is available for the entire route and for the airports intended to be used. • The flight plan must be amended to reflect non-RNAV/RNAV1 conditions if they exist and local airspace regulations apply. • ATC to be informed before the intended flight.• Refer to AFM Limitations chapter.### 34-61-02 Navigation Databases RNP APCH System: Current Navigation Database required. 34-61-02A G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 0 NO NO NO One or more may be inoperative for the intended route where conventional (non-RNAV/RNP) navigation is sufficient, provided that:a. Current aeronautical information (e.g. charts) is available for the entire route and for the airports intended to be used, and b. Navigation database information is disregarded.Note 1: Database(s) which is/are out of date is/are considered to be inoperative. Note 2: In the United Kingdom and Ireland most Airways and ATS routes are classified as RNAV5 airspace with some being classified as RNAV1. Operation in CTA’s/CTRs does not require RNAV5.Individual CTR’s/CTAs may have a Mandatory RNAV1 requirement. – OR –MOP Operational Part 34-61-02B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 NO NO NO Any in excess of one may be inoperative provided that:a. The operative database is up to date for routes, departures, arrival and approach procedures that require the use of navigation Database for RNAV/RNP, and b. This up to date Database is readily available to the flight crew member(s) responsible for navigation.Note 1: Database(s) which is/are out of date is/are considered to be inoperative. Note 2: In the United Kingdom and Ireland most Airways and ATS routes are classified as RNAV5 airspace with some being classified as RNAV1. Operation in CTA’s/CTRs does not require RNAV5.Individual CTR’s/CTAs may have a Mandatory RNAV1 requirement. – OR – 34-61-02C G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O MA 2 0 NO NO NO One of more may be inoperative for a maximum of 10 calendar days provided that:a. Area Navigation (RNAV/RNP) departure, arrival and approach procedures do not depend on the data amended in the current database cycle, or conventional (Non-RNAV/RNP) departure, arrival and approach procedures, when available, or ANSP assistance are used as an alternative to RNAV/RNP procedures which have been amended in the current database cycle, and MOP Operational Part b. Before each flight, current aeronautical information is used to verify the database Navigation Fixes, the coordinates, frequencies, status (as applicable) and suitability of Navigation Facilities required for the intended route, and c. Radio navigation aids, which are required to be flown for departure, arrival and approach procedures and which have been amended in the current database cycle, are manually tuned and identified, and d. The Navigation database has expired by no more than 28 days.Note 1: Database(s) which is/are out of date is/are considered to be inoperative. Note 2: In the United Kingdom and Ireland most Airways and ATS routes are classified as RNAV5 airspace with some being classified as RNAV1. Operation in CTA’s/CTRs does not require RNAV5.Individual CTR’s/CTAs may have a Mandatory RNAV1 requirement. Note 3: Navigation fix coordinates can be found and checked using Charts + in the en-route page for airways. STAR and SID fixes can be found on the corresponding pages within Charts + or on the UK AIP if not listed in Charts +. Changes in the last AIRAC cycle for individual aerodromes can also be check by looking at the ‘Change’ line at the bottom the aerodrome charts.### 34-70-01 EFIS – SG SWITCHING Pushbutton G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative in normal position.

34-70-02 ATT – HDG SWITCHING Pushbutton G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 0 YES NO NOMOP Operational Part One or both may be inoperative in normal position.

34-70-03 VOR – ILS SWITCHING Pushbutton G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative in normal position.

34-71-01 Electronic Flight Instrument System (EFIS) Display CAT II System

RNP APCH System: One EADI and EHSI required on PF side.34-71-01A G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 4 3 YES YES NO One may be inoperative provided that CAPT EADI is operative as this is the only EFIS screen powered by the DC STBY BUS.Note: For CAT II operations both screen EFIS screen must be operative on CM2 side. See Operational procedure MOP.34-71-01P Electronic Flight Instrument System (EFIS) Display (O). – OR – 34-71-01B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 4 2 YES YES NO MOP Operational Part Two may be inoperative provided that: a. The flight is conducted in day VMC only, and b. They are not on the same side. c. CAT II not permitted.See Operational procedure MOP.34-71-01P Electronic Flight Instrument System (EFIS) Display (O).

34-71-01P Electronic Flight Instrument System (EFIS) Display (O)• Select OFF the affected EFIS display in order to recover composite mode on the non affected screen.

34-71-02 Symbol Generator Unit (SGU)CAT II System G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M A 2 1 YES NO NO SGU 2 only may be inoperative provided that: 1. The flight is conducted in day VMC only, and2. Operations are limited to two calendar days.### 34-76-01 GPS – Data Loader Applicability G-LMRA, G-LMRB RI NI NR PLACARD O M C – 0 NO NO NO May be inoperative.End 500-Series 600-Series

4-11-01 Air Data Computer CAT II System; Both Required

MOP Operational Part RNP APCH System: One Required G-LMTA, G-LMTB, G-LMTC, G-LMTE, G-LMTF, Applicability G-LMTG, G-LMTJ, G-LMSA RI NI NR PLACARD O MA 2 1 YES YES NO One ADC may be inoperative provided that. 1. The flight is conducted in day VMC only, and2. TLU manual mode is operative and used, and3. The IESI is operative, and4. All the IOM DC are operative, and5. Operations are limited to two calendar days, and6. Operations are conducted in compliance with AFM AFCS limitations: • Use of autopilot below 1000ft AGL is prohibited.• Use of autopilot with IAS below 160 IAS is prohibited.• Do not use autopilot AP with the stall warning inoperative.See Operational procedure MOP.34-11-01P Air Data Computer (ADC)(O) Applicability G-LMTD, G-LMTH, G-LMTI, G-LMSB RI NI NR PLACARD O M A 2 1 YES YES YES One ADC may be inoperative provided that. 1. The flight is conducted in day VMC only, and2. TLU manual mode is operative, and3. The IESI is operative, and4. All the IOM DC are operative, and5. Operations are limited to two calendar days, andMOP Operational Part6. Operations are conducted in compliance with AFM AFCS limitations: • Use of autopilot below 1000ft AGL is prohibited.• Use of autopilot with IAS below 160 IAS is prohibited.• Do not use autopilot AP with the stall warning inoperative.See Operational procedure MOP.34-11-01P Air Data Computer (ADC)(O)### 34-11-01P Air Data Computer (ADC) (O) Applicability G-LMSA • ADC switching must be set to valid ADC Check of TLU manual mode (with ADC switching set to valid ADC)During Cockpit Preparation • Select manual HI SPD and check the following (after approximately 30s):– Alert remains.– TLU LO SPD label has disappeared.– Rudder travel is limited.• Select LO SPD and check the following (after approximately 30 s):– Alert remains.– TLU LO SPD label is displayed.– Rudder travel is no longer limited.DO NOT use AUTO mode.Before Takeoff • Select manually LO SPD In Flight • During an acceleration, select manually HI SPD when reaching 195kts and check the following (after approximately 30s);– TLU LO SPD label has disappeared.– TLU FAULT alert stopped.MOP Operational Part • During a deceleration, select manually LO SPD when reaching 190kts and check the following (after approximately 30s);– TLU LO SPD label is displayed.– TLU FAULT alert is triggered.Note: A TLU FAULT alert will trigger transitorily after approximately 30sIf ADC 1 is inoperative • LANDING ELEVATION..................SET PRESSURE ALTITUDE Applicability G-LMTA, G-LMTB, G-LMTC, G-LMTE, G-LMTF, G-LMTG, G-LMTJ, G-LMSA • ADC switching must be set to valid ADC Check of TLU manual mode (with ADC switching set to valid ADC) During Cockpit Preparation • Select manual HI SPD and check the following (after approximately 30s):– Alert remains.– TLU LO SPD label has disappeared.– Rudder travel is limited.• Select LO SPD and check the following (after approximately 30 s):– Alert remains.– TLU LO SPD label is displayed.– Rudder travel is no longer limited.DO NOT use AUTO mode.Before Takeoff • Select manually LO SPD In Flight • During an acceleration, select manually HI SPD when reaching 185kts and check the following (after approximately 30s);– TLU LO SPD label has disappeared.– TLU FAULT alert stopped.MOP Operational Part • During a deceleration, select manually LO SPD when reaching 180kts and check the following (after approximately 30s);– TLU LO SPD label is displayed.– TLU FAULT alert is triggered.Note: A TLU FAULT alert will trigger transitorily after approximately 30sIf ADC 1 is inoperative • LANDING ELEVATION..................SET PRESSURE ALTITUDE Applicability G-LMTD, G-LMTH, G-LMTI, G-LMSB • ADC switching must be set to valid ADC TLU manual mode check:• Select HI SPD and check alert is generated after 25s: MC, SC, FLT CTL TLU on FWS an TLU FAULT light. • Check rudder travel is limited.• Select AUTO and check alert disappears after 15s.• Check rudder travel is not limited.If ADC 1 is inoperative • LANDING ELEVATION..................SET PRESSURE ALTITUDE

34-16-01 Altitude Alerting System G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative provided that:a. Autopilot altitude hold mode is operative, and b. Both main altimeters are operative, and c. The altitude alerting system is not part of the required equipment for intended operations. MOP Operational PartSee Operational procedure MOP.34-16-01P Altitude Alerting System (O).### 34-16-01P Altitude Alerting System (O)In flight:– Flight crew should check on altimeters that there is no altitude excursion. During climb, decent and altitude capture phases.– Flight crew must ensure strict adherence to standardized callouts.### 34-20-01 AHRS CAT II System: Both required for CAT II operations. RNP APCH System: One Required.G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M A 2 1 YES NO NO One may be inoperative, provided that: a. The flight is conducted in day VMC only, and b. CAT II operations are not conducted, and c. The Operations are conducted in compliance with AFM AFCS limitations, (Refer to AFM – Automatic Flight Control System), and d. The IESI is operative, and e. Operations are limited to two calendar days. 34-22-01-01 IESI CAT II System: Required for CAT II operations. RNP APCH SystemMOP Operational Part G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O MA 1 0 YES NO NO IESI may be inoperative provided that a. The flight is conducted in day VMC only, and b. CAT II operations are not conducted, and c. Both AHRS are operative, and d. Both ADC are operative, and e. Operations are limited to two calendar days.34-22-01-02 IESI – STD Baro Button G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that the SET rotary sw and the SEL pb operates normally. 34-22-01-03 IESI – Brightness Button G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 NO NO NO One or both may be inoperative provided that the brightness level is acceptable for the flight crew on the affected side. MOP Operational Part

4-33-01 Marker Beacon System 34-33-01A

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative for IFR operations provided approach procedures do not require marker fixes on the airports required to be selected for the intended flight route. – OR – 34-33-01B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M D 2 0 YES NO NO One or both may be inoperative for flight in accordance with VFR provided that;a. Approval from the Director of Flight Operations or nominated deputy is granted for VFR dispatch.

34-36-01 ILS CAT II System: Both ILS receivers required.

34-36-01A G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 NO NO NO MOP Operational Part Only the #2 ILS may be inoperative provided; a. #1 ILS is operative, and b. The navigation systems required for each segment of the intended route are operative, and c. Alternate procedures are established and used where applicable. d. Check that #2 ILS systems not required for any segment of the intended flight route e.g. If a monitored approach is anticipated or if the CM2 is required to perform the approach and landing.e. ILS approaches must be flown by CM1, with the autopilot transfer button selected to CM1. f. If ILS 2 glideslope signal is inoperative, EGPWS Mode 5 alert is inhibited. – OR – 34-36-01B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M D 2 0 NO NO NO One or both may be inoperative for flight in accordance with VFR provided that;a. Approval from the Director of Flight Operations or nominated deputy is granted for VFR dispatch.

34-41-01 Weather Radar Sumburgh Partnership Flights: Other than in the event of an

emergency, aircraft are not to be dispatched from the operational base with an unserviceable Weather Radar system. MOP Operational Part G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that weather reports or forecast available to the captain indicate that cumulo-nimbus clouds or other potentially hazardous weather conditions, which could be detected by the system in working order are unlikely to be encountered on the intended flight route.### 34-42-01 Radio Altimeter System CAT II System G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M – 1 0 YES YES NO May be inoperative provided that: a. GPWS is considered inoperative, Refer to Item MOP.34-48-01-01 TAWS – GPWS Reactive Modes and TERRAIN Predictive Modes, and b. ACAS is considered inoperative, Refer to Item MOP.34-57-01-01 Airborne Collision Avoidance System – ACAS System.See Operational procedure MOP.34-42-01P Radio Altimeter System (O).### 34-42-01P Radio Altimeter System (O)During Final Cockpit Preparation – GPWS....................................................................OFF TCAS is failed when RA is failed.MOP Operational PartDuring Descent Preparation – Arrival Briefing.......................................................ANNOUNCE STICK PUSHER INHIBITION BELOW 500 ft AGL INOPERATIVE During approach – SPD TGT...............................................................MAN SEL

34-48-01 Terrain Awareness System 34-48-01-01 TAWS – GPWS Reactive Modes and TERRAIN Predictive Modes

CAT II System: Radio Altimeter callout required.Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable GPWS system.G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M A – 0 YES YES NO One or more may be inoperative provided that: a. RNP APCH (LPV) and RNP AR operations are prohibited, b. Alternate procedures are established and used, and c. Repairs or replacements are carried out within six further flights, or twenty-five flying hours or two calendar days, whichever occurs first. Note: Check Flight Manual for approach minima. GPWS and TERRAIN Callouts are lost. See MOP.34-48-01-01P TAWS – GPWS Reactive Modes and TERRAIN Predictive Modes (O). MOP Operational Part 34-48-01-01P TAWS – GPWS Reactive Modes and TERRAIN Predictive Modes (O)Note: If Advisory Callouts are lost: Relevant Rad. Alt. callouts to be made by the Pilot monitoring per SOP’s.  GPWS..........................................................................................OFF  TERR...........................................................................................OFF 34-48-01-02 TAWS – GPWS Reactive Modes CAT II System: Advisory callout required. Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable GPWS system.G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M A – 0 YES YES NO One or more may be inoperative provided that: a. TERRAIN Predictive modes are operative, b. RNP APCH (LPV) and RNP AR operations are prohibited, c. Alternate procedures are established and used, and d. Repairs or replacements are carried out within six further flights, or twenty-five flying hours or two calendar days, whichever occurs first.Note: Check Flight Manual for approach minima. GPWS Callouts are lost. See MOP.34-48-01-02P TAWS – GPWS Reactive Modes (O)34-48-01-02P TAWS – GPWS Reactive Modes (O)Note: Stabilisation must be increased to 1,000 feet above airfield elevation, regardless of meteorological conditions. MOP Operational PartIf Advisory Callouts are lost: Relevant Rad. Alt. callouts to be made by the Pilot monitoring per SOP’s.  GPWS..........................................................................................OFF 34-48-01-03 TAWS – TERRAIN Predictive Modes CAT II System: Required IAW Loganair CAT II procedures.Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable GPWS system.G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M A – 0 YES YES NO One or more may be inoperative provided that: a. GPWS Reactive modes are operative, b. RNP APCH (LPV) and RNP AR operations are prohibited, c. Alternate procedures are established and used, and d. Repairs or replacements are carried out within ten calendar days. See MOP.34-48-01-03P TAWS – TERRAIN Predictive Modes (O)34-48-01-03P TAWS – TERRAIN Predictive Modes (O)Note: Refer to PRO.NOP.NSU.3.1. TERR...........................................................................................OFF 34-48-01-04 TAWS – Test Mode CAT II System Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable GPWS system. MOP Operational Part G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O MA – 0 YES YES NO a. TAWS is considered inoperative, Refer to Item 34-48-01-01

MOP.34-48-01-01 TAWS – GPWS Reactive Modes and TERRAIN Predictive Modes,

b. Alternate procedures are established and used, and c. Repairs or replacements are carried out within six further flights, or twenty-five flying hours or two calendar days, whichever occurs first.Note: Check Flight Manual for approach minima. GPWS and TERRAIN Callouts are lost. See MOP.34-48-01-04P TAWS – Test Mode (O)34-48-01-04P TAWS – Test Mode (O)Refer to MOP.34-48-01-01P TAWS – GPWS Reactive Modes and TERRAIN Predictive Modes (O) 34-48-01-05 TAWS – GPWS Reactive Modes – Glideslope Deviation (Mode 5)CAT II System: Required IAW Loganair CAT II procedures.Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable GPWS system.34-48-01-05A G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B – 0 YES YES NO One or more may be inoperative.MOP Operational PartSee MOP.34-48-01-05P TAWS – GPWS Reactive Modes – Glideslope Deviation (Mode 5) (O) – OR – 34-48-01-05B Day VMC Flight Only G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C – 0 NO YES NO One or more may be inoperative provided that the flight is conducted in day VMC only.See MOP.34-48-01-05P TAWS – GPWS Reactive Modes – Glideslope Deviation (Mode 5) (O) 34-48-01-05P TAWS – GPWS Reactive Modes – Glideslope Deviation (Mode 5)(O)For ILS approaches, PM must actively callout any deviations, from glidescope.

34-50-01 VOR (VHF Omnidirectional Radio Range)G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA,

Applicability G-LMSB RI NI NR PLACARD O M C 2 1 YES YES NO Only the #2 VOR may be inoperative provided; a. #1 VOR is operative, and b. The navigation systems required for each segment of the intended route are operative, and c. Alternate procedures are established and used where applicable. See Operational procedure 34-50-01P Navigation Systems (VOR-DME-ADF) (O). MOP Operational Part

4-50-02 DME (Distance Measuring Equipment)G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA,

Applicability G-LMSB RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that: a. The navigation systems required for each segment of the intended flight route are operative, and b. Alternate procedures are established and used, where applicable.See Operational procedure 34-50-01P Navigation Systems (VOR-DME-ADF) (O). Consider RNAV1 conditions with reference to MEL

34-58-01 and GPS-GNSS availability.### 34-50-03 ADF (Automatic Direction Finder)G-LMTA, G-LMTC, G-LMTD, G-LMTE, G-LMTF, Applicability G-LMSA, G-LMSB

RI NI NR PLACARD O M C 2 0 YES YES NO Both may be inoperative provided that:a. The navigation systems required for each segment of the intended flight route are operative, and b. Both VOR/ILS systems are operative, and c. With one ADF inoperative ADF approaches must be flown as an FMS overlay. If no FMS overlay exists then approaches with one inoperative ADF may only be permitted if the final approach course to the NDB is entered in the FMS. Please note that this is only for for situational awareness and monitoring the accuracy of the remaining ADF. It is not permitted to fly the approach coupled to the FMS below MSA using a pilot created data, and d. Alternate procedures, such as RNAV substitution, are established and used where applicable. MOP Operational PartSee Operational procedure 34-50-01P Navigation Systems (VOR-DME-ADF) (O). Applicability G-LMTB, G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that: a. The navigation systems required for each segment of the intended flight route are operative, and b. Both VOR/ILS systems are operative.c. Alternate procedures are established and used, where applicable.See Operational procedure 34-50-01P Navigation Systems (VOR-DME-ADF) (O).

34-50-01P Navigation Systems (VOR-DME-ADF) (O)• All ATC along the intended route to be informed before the intended flight.

• The flight plan must be amended to reflect non DME, or ADF, or VOR NAV, or RNAV1 conditions. • Consider RNAV1 conditions with reference to MEL 34-58-01 and GPS-GNSS availability. • Local airspace regulations apply.Check that #2 VOR systems not required for any segment of the intended flight route e.g. If a monitored approach is anticipated or if the CM2 is required to perform the approach and landing.If navigating enroute using terrestrial aids, the aircraft must be flown byCM1 with the autopilot selected to the CM1 side so that the autopilot may follow flight guidance commands from the #1 NAV Receiver. CM2 must monitor the enroute progress by selecting the #1 VOR on RMI.VOR approaches must be flown by CM1, with the autopilot transfer button selected to CM1. MOP Operational Part

4-52-01 SSR Transponder System – Mode A & C Functions G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative, provided a second required SSR Transponder system with MODE A (squawk code) & C (pressure altitude) Functions is operative.### 34-52-02 SSR Transponder System – Mode S 34-52-02A G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 2 1 YES NO NO One may be inoperative. Note: 1. Altitude reporting, provided by an ATC Mode S Transponder, is required for ACAS II operation. Refer to item 34-57-01-01 Airborne Collision Avoidance System – ACAS System2. Elementary Surveilliance (ELS) capibility (Mode S including Aircraft Identification and Pressure Altitude Reporting) is required in European Mode S designated airspace.3. A SSR transponder with opertive Mode S function is defined as a transponder which can provide, at least, Elementary Surveillance capability.4. For a Mode S transponder to be considered serviceable Mode A, Mode C and Mode S must be serviceable. – OR –MOP Operational Part 34-52-02B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M B 2 0 YES NO NOBoth may be inoperative provided permission is obtained from the Air Service Provider(s) when required for the intended flight. Note: 1. Altitude reporting, provided by an ATC Mode S Transponder, is required for ACAS II operation. Refer to item 34-57-01-01 Airborne Collision Avoidance System – ACAS System2. Elementary Surveilliance (ELS) capibility (Mode S including Aircraft Identification and Pressure Altitude Reporting) is required in European Mode S designated airspace.3. A SSR transponder with opertive Mode S function is defined as a transponder which can provide, at least, Elementary Surveillance capability.4. For a Mode S transponder to be considered serviceable Mode A, Mode C and Mode S must be serviceable.

34-52-03 SSR Transponder System – Enhanced Surveillance FunctionNote 1: Refer to AFM LIM.5.34.4.1 ‘SSR Mode S Enhanced Surveillance’ for latest revision of below.

DAP list:1. Magnetic Heading Indicated Airspeed2. Mach No.3. Vertical Rate4. Roll Angle5. True Air Speed6. True Track Angle7. Groundspeed8. Selected Altitude9. Barometric Pressure SettingMOP Operational PartNote 2: ATC will normally inform crew if DAPs are not operative.### 34-52-03A Single European Sky Operations G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O MA 9 0 NO NO NO One or more Downlinked Aircraft Parameters which provide Enhanced Surveillance, may be inoperative when required for the intended route provided operations are limited to three consecutive days. – OR – 34-52-03B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 9 0 NO NO NO One or more Downlinked Aircraft Parameters which provide Enhanced Surveillance, may be inoperative when required for the intended route.-OR-34-52-03C G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M D 9 0 NO NO NO One or more Downlinked Aircraft Parameters which provide Enhanced Surveillance, may be inoperative when not required for the intended route. Note: 1. Only the London TMA currently requires Enhanced Surveillance Function (Enhanced Mode S) within the United Kingdom.MOP Operational Part2. From 7th June 2023 all aircraft, unless exempt, flying within the Single European Sky area must be fitted with Enhanced Mode S.### 34-52-04 SSR Transponder System – Extended Squitter Transmission Function (ADS-B OUT) Note 1: Refer to FCOM DSC.23.1.7 ‘ATC with ADS-B Out Function Active’ for latest revision of below. ADS-B out parameters list:1. Aircraft identification2. Mode A code (except if mode A code is 1000)3. ICAO 24 bit aircraft address4. Horizontal position (latitude and longitude) (on ground and in flight) with associated quality parameters 5. Pressure Altitude6. Special Position Identification (SPI) (“IDENT” transmission) 7. Emergency status and emergency indicator (7500/7600/## 7700 codes)8. 1090 ES Version Number9. Airborne velocity over Ground (East/West and North/ South) with associated quality parameter 10. Emitter Category11. Vertical Rate12. Ground Track13. Ground speed14. Aircraft length and width15. GPS antenna longitudinal offset16. Geometric Altitude and associated quality parameter17. Selected Altitude18. Barometric Pressure Setting19. ACAS Resolution Advisory20. System Design AssuranceMOP Operational PartNote 2: ATC will inform crews if DAPs are not operative.### 34-52-04 Single European Sky Operations G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O MA 20 0 NO NO NO One or more extended squitter transmissions may be inoperative when required for the intended flight route provided operations are limited to three consecutive days. 34-57-01-01 Airborne Collision Avoidance System – ACAS System Sumburgh Partnership Flights: Other than in the event of an emergency, aircraft are not to be dispatched from the operational base with an unserviceable Airborne Collision Avoidance System. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M A 1 0 YES YES NO May be inoperative for ten calendar days provided that the system is set to STBY.See Operational procedure MOP.34-57-01-01P Airborne Collision Avoidance System – ACAS System (O). 34-57-01-01P Airborne Collision Avoidance System – ACAS System (O)• Limitation – ACAS: STBY – Refer to section OMA 8.3.7 for company limitations before dispatching. MOP Operational Part 34-57-01-02 Airborne Collision Avoidance System – Combine TA and RA Dual Display G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 NO YES YES One may be inoperative on the non-flying pilot side provided that TA and RA elements and audio functions are operative on the flying pilot side. See Operational procedure MOP.34-57-01-02P Airborne Collision Avoidance System – Combine TA and RA Dual Display (O). 34-57-01-02P Airborne Collision Avoidance System – Combine TA and RA Dual Display (O) Airborne Collision Avoidance System – Combine TA and RA Dual Display (O) • May be inoperative on the non-flying pilot side provided that the TA, RA indications and/or audio functions are available on the pilot flying side.• Operating procedures do not require its use.• On Commercial Air Transport flights a Radar Service should be obtained where available. The associated C/B ACAS is pulled for ACAS deactivation.Note: C/B is to be pulled and collared for ACAS deactivation and this must be denoted in the tech log. MOP Operational Part

4-58-01 GPS – GNSS RNP APCH System: 1 required for RNP approach, 2 × required for LPV

approach.### 34-58-01A No GPS Operative G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M- 2 0 YES YES NO May be inoperative provided that: a. The navigation systems required for each segment of the intended flight route are operative, and b. Navigation shall be performed by means of conventional equipment.c. Both DME’s must be operative for RNAV1 operations.d. Appropriate ATC clearance must be obtained.Note 1: TERRAIN is inoperative, Refer to MOP.34-48-01-03 TAWS – TERRAIN Predictive Modes. Note 2: GNSS Parameters are no longer available for Transponder System, Refer to Item MOP.34-52-03 SSR Transponder System – Enhanced Surveillance Function and Refer to 34-52-04 SSR Transponder System – Extended Squitter Transmission Function (ADS-B OUT).See Operational procedure MOP.34-58-01P GPS – GNSS (O).– OR –### 34-58-01B One GPS Operative G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 YES YES NO MOP Operational Part • One may be inoperative provided that: – The navigation systems required for each segment of the intended flight route are operative, and – Operations/procedures do not require its use.– One required for RNP 1 operations.See Operational procedure MOP.34-58-01P GPS – GNSS (O).### 34-58-01P GPS – GNSS (O)May be inoperative for the intended route where RNP 1 navigation is not required. Both DME’s must be operative for RNAV1 operations. • Current aeronautical information (e.g. charts) is available for the entire route and for the airports intended to be used. • The flight plan must be amended to reflect non RNP1 conditions if they exist and Local airspace regulations apply. • ATC to be informed before the intended flight.• Refer to AFM Limitations chapter.### 34-61-01 Flight Management Application (FMS System)34-61-01A G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that operations/procedures do not require its use. a. RNAV10, RNP4 and RNP2 operations are not permitted.-OR-MOP Operational Part 34-61-01B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M A 2 0 YES YES NOBoth may be inoperative for flight in accordance with VFR provided;a. Operations are limited to one Ferry Flight, and b. Current aeronautical information (e.g. charts) is available for the entire route and for the airports intended to be used, and c. The flight plan must be amended to reflect VFR conditions. d. ATC to be informed of the intended flight.e. Performance must be calculated using RPM and laminated speed cards. f. Authority must be obtained from DFO or nominated deputy.From UK AIP GEN1.5 Section 3.2 RNAV5Note 1: Failure of RNAV/RNP Capability before Departure – In case of failure or degradation of the RNAV/RNP system which is detected before departure from an aerodrome where it is not practicable to effect a repair, the aircraft concerned should be permitted to proceed to the nearest suitable aerodrome where repair can be made. When granting clearance to such aircraft, ATC should take into account the existing or anticipated traffic situation and may have to modify the time of departure, flight level or route of the intended flight. Subsequent adjustments may become necessary during the course of the flight. Note 2: Flight Plan Procedures – Operators of such aircraft, where a failure or degradation is detected before departure, shall not insert the designators ‘S’ or ‘R’ in Item 10 of the Flight Plan. Since such flights require special handling by ATC, Item 18 of the Flight Plan shall contain STS/RNAVINOP. Subsequently, for a flight for which a flight plan has been submitted, a new plan should be filed and the old plan cancelled. For a flight operating on a Repetitive Flight Plan (RPL), the RPL should be cancelled and a new flight plan filed.MOP Operational PartNote 3: Phraseology – Whenever initial contact on an ATC frequency is established the pilot shall include the phrase ‘UNABLE RNAV/ RNP DUE EQUIPMENT’ immediately after the aircraft callsign.See Operational procedure MOP.34-61-01P Flight Management Application (O).

34-61-01P Flight Management Application (O)Refer to AFM LIMITATIONS chapter.### 34-61-02 Navigation Databases RNP APCH System: Current Navigation Database Required.

34-61-02A G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 0 NO NO NO • Both may be inoperative for the intended route where conventional (non-RNAV/RNP) navigation is sufficient, provided that: a. Current aeronautical information (e.g. charts) is available for the entire route and for the airports intended to be used, and b. Navigation database information is disregarded.Note 1: Database(s) which is/are out of date is/are considered to be inoperative. Note 2: In the United Kingdom and Ireland most Airways and ATS routes are classified as RNAV5 airspace with some being classified as RNAV1. Operation in CTAs/CTRs does not require RNAV5.Individual CTR’s/CTA’s may have a Mandatory (RNAV1)/RNP1 requirement. – OR –MOP Operational Part 34-61-02B G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 NO NO NO • One may be inoperative provided that: a. The operative database is up to date for routes, departures, arrival and approach procedures that require the use of navigation Database for RNAV/RNP, and b. This up to date Database is readily available to the flight crew member(s) responsible for navigation.Note 1: Database(s) which is/are out of date is/are considered to be inoperative. Note 2: In the United Kingdom and Ireland most Airways and ATS routes are classified as RNAV5 airspace with some being classified as RNAV1. Operation in CTAs/CTRs does not require RNAV5.Individual CTR’s/CTA’s may have a Mandatory (RNAV1)/RNP1 requirement. – OR – 34-61-02C G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M A 2 0 NO NO NO One or more may be inoperative for a maximum of 10 calendar days provided that:a. Area Navigation (RNAV/RNP) departure, arrival and approach procedures do not depend on the data amended in the current database cycle, or conventional (Non-RNAV/RNP) departure, arrival and approach procedures, when available, or ANSP assistance are used as an alternative to RNAV/RNP procedures which have been amended in the current database cycle. MOP Operational Part b. Before each flight, current aeronautical information is used to verify the database Navigation Fixes, the coordinates, frequencies, status (as applicable) and suitability of Navigation Facilities required for the intended route, and c. Radio navigation aids, which are required to be flown for departure, arrival and approach procedures and which have been amended in the current database cycle, are manually tuned and identified. d. The Navigation database has expired by no more than 28 days.Note 1: Database(s) which is/are out of date is/are considered to be inoperative. Note 2: In the United Kingdom and Ireland most Airways and ATS routes are classified as RNAV5 airspace with some being classified as RNAV1. Operation in CTAs/CTRs does not require RNAV5.Individual CTR’s/CTA’s may have a Mandatory (RNAV1)/RNP1 requirement. Note 3: Navigation fix coordinates can be found and checked using Charts + in the en-route page for airways. STAR and SID fixes can be found on the corresponding pages within Charts + or on the UK AIP if not listed in Charts +.

34-76-01 Indications and Controls on Maintenance Panels G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C – 0 NO NO NO May be inoperative.End 600-Series ATA 35 Oxygen

5-11-01 MAIN SUPPLY – LO PR Alert Applicability ALL

RI NI NR PLACARD O M B 1 0 YES NO NO MOP Operational Part May be inoperative provided that maximum altitude is limited to 10,000ft pressure altitude.### 35-12-10 Oxygen Overboard Discharge Indicator (Green Disc) Applicability ALL RI NI NR PLACARD O M C 1 0 NO YES YES May be damaged or missing provided that the oxygen pressure is checked by direct reading before each flight.See Operational procedure MOP.35-12-10P Oxygen Overboard Discharge Indicator (Green Disc) (O). See Maintenance procedure MMP.35-12-10 Oxygen Overboard Discharge Indicator (Green Disc) (M).

35-12-10P Oxygen Overboard Discharge Indicator (Green Disc) (O)Refer to FCOM LIM.5.35.2 Minimum Bottle Pressure to ensure that the remaining oxygen quantity is sufficient for the intended flight.

LC1 Minimum pressure for dispatch;• ATR 42 – 1500 psi • ATR 72 – 1500 psi

5-13-01 Flight Deck Pressure Indication Applicability ALL

RI NI NR PLACARD O M B 1 0 YES NO NO May be inoperative provided that oxygen pressure is checked on the bottle direct reading gauge prior to each departure.

35-13-02 Observers Seat Oxygen Mask 35-13-02A

MOP Operational Part Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that.1. Observers seat is not occupied, and2. PED storage and use is prohibited in the cockpit, and3. Conventional documents in paper format are available and used.See Operational procedure MOP 35-13-02P Observers Seat Oxygen Mask (O) -OR-35-13-02B Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that.1. Maximum altitude is limited to 10,000ft2. PED storage and use is prohibited in the cockpit, and3. Conventional documents in paper format are available and used.See Operational procedure MOP 35-13-02P Observers Seat Oxygen Mask (O)

35-13-02P Observers Seat Oxygen Mask (O)• Required set of documentation must be made available before flight departure. Conventional paper procedures will be used to ensure the

conduct of the flight.• Alternative means of performances and weight and balance calculations must be used. • Use of paper takeoff and landing card is compulsory.MOP Operational Part

5-15-01 Bottle Gauge Applicability ALL

RI NI NR PLACARD O M B 1 0 YES NO NO May be inoperative provided that flight deck pressure indication is operative. 35-20-01-01 Passenger Oxygen System – Passenger Configuration Applicability ALL RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative provided that maximum altitude is limited to 10,000ft pressure altitude. See Operational procedure MOP.35-20-01P Passenger Oxygen System – Passenger Configuration (O).

35-20-01P Passenger Oxygen System – Passenger Configuration (O)Crew must consider flight operations where maximum altitude is not above 10,000ft. pressure altitude.

35-20-03-01 Passenger Service Unit – Passenger Configuration Applicability G-LMRA, G-LMRB RI NI NR PLACARD O M B 12 – YES YES YES One or more passenger service units may be inoperative provided that:a. Affected seats are blocked and placarded to prevent occupancy, and b. Units are operative for all operative passenger seats.MOP Operational Part Applicability G-LMRE, G-LMSA, G-LMSB RI NI NR PLACARD O M B 14 – YES YES YES One or more passenger service units may be inoperative provided that:a. Affected seats are blocked and placarded to prevent occupancy, and b. Units are operative for all operative passenger seats. Applicability G-LMRD RI NI NR PLACARD O M B 27 – YES YES YES One or more passenger service units may be inoperative provided that: a. Affected seats are blocked and placarded to prevent occupancy, and b. Units are operative for all operative passenger seats, toilet compartment and cabin attendant location. Applicability G-LMTA, G-LMTC, G-LMTD, G-LMTE RI NI NR PLACARD O M B 20 – YES YES YES One or more passenger service units may be inoperative provided that: a. Affected seats are blocked and placarded to prevent occupancy, and b. Units are operative for all operative passenger seats. Applicability G-LMTB, G-LMTF RI NI NR PLACARD O M B 18 – YES YES YES One or more passenger service units may be inoperative provided that: a. Affected seats are blocked and placarded to prevent occupancy, and MOP Operational Part b. Units are operative for all operative passenger seats. Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ RI NI NR PLACARD O M B 38 – YES YES YES One or more passenger service units may be inoperative provided that: a. Affected seats are blocked and placarded to prevent occupancy, and b. Units are operative for all operative passenger seats, toilet compartment and cabin attendant location. See Operational procedure MOP.35-20-03P Passenger Service Unit – Passenger Configuration (O). See Maintenance procedure MMP.35-20-03M Passenger Service Unit – Passenger Configuration (M).

35-20-03P Passenger Service Unit – Passenger Configuration (O)Crew should ensure all affected seats are blocked and placarded to prevent occupancy, and

Other units are operative for all uasable passenger seats, toilet compartment (if applicable) and cabin attendant location (if applicable).

35-35-01 Portable Oxygen Bottle 35-35-01-01A Portable Oxygen Bottle ATR 42

Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA RI NI NR PLACARD O M D 2 1 YES YES YES One may be inoperative or missing provided; a. An operative bottle is still available at each Cabin Crew member station. MOP Operational Part b. Any in excess of that required may be inoperative or missing provided that each inoperative equipment is placarded inoperative and removed from the installed location and placed out of sight so it cannot be mistaken for functional unit.The inoperative unit is;• Removed from the aircraft and its installed location is placarded inoperative, or • Removed from the installed location, secured out of sight, and the unit and its installed location are placarded inoperative. Note 1: Minimum pressure for a bottle to be consider operative is 1500 psi. Note 2: When determining the location for storage of the inoperative units, compliance with the dangerous good requirements must be considered.See Operational procedure MOP.35-35-01-01P Portable Oxygen Bottle (O). See Maintenance procedure MMP.35-20-03M Portable Oxygen Bottle (M). OR 35-35-01-01B Portable Oxygen Bottle ATR 42 Applicability G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA RI NI NR PLACARD O M B 2 0 YES YES YESBoth may be inoperative or missing provided;a. Maximum altitude is limited to 10,000 ft pressure altitude, and b. Inoperative equipment is placarded inoperative, removed form the installed location and placed out of sight so it cannot be mistake for a functional unit. The inoperative unit is;• Removed from the aircraft and its installed location is placarded inoperative, or MOP Operational Part • Removed from the installed location, secured out of sight, and the unit and its installed location are placarded inoperative. Applicability G-LMSB RI NI NR PLACARD O M B 1 0 YES YES YESBoth may be inoperative or missing provided;a. Maximum altitude is limited to 10,000 ft pressure altitude, and b. Inoperative equipment is placarded inoperative, removed form the installed location and placed out of sight so it cannot be mistake for a functional unit. The inoperative unit is;• Removed from the aircraft and its installed location is placarded inoperative, or • Removed from the installed location, secured out of sight, and the unit and its installed location are placarded inoperative. Note 1: Minimum pressure for a bottle to be consider operative is 1500 psi. Note 2: Portable oxygen carried onboard the ATR is not First Aid oxygen, although it may be used for first-aid (therapeutic) purposes. See CAT.IDE.230 First-Aid Oxygen.Note 3: When determining the location for storage of the inoperative units, compliance with the dangerous good requirements must be considered.See Operational procedure MOP.35-35-01-01P Portable Oxygen Bottle (O). See Maintenance procedure MMP.35-20-03M Portable Oxygen Bottle (M). 35-35-01-01P Portable Oxygen Bottle (O)• Crew must consider flight operations where maximum altitude is not above 10,000 ft. pressure altitude. MOP Operational Part 35-35-01-02A Portable Oxygen Bottle ATR 72 – Passenger Configuration Applicability ALL RI NI NR PLACARD O M - 2 2 NO NO NOAn operative bottle must be available at each Cabin Crew member station.Note: Minimum pressure for a bottle to be consider operative is 1500 psi.OR 35-35-01-02B Portable Oxygen Bottle ATR 72 – Passenger Configuration Applicability ALL RI NI NR PLACARD O M B 2 0 YES YES YESBoth may be inoperative or missing provided;a. Maximum altitude is limited to 10,000 ft pressure altitude, and b. Inoperative equipment is placarded inoperative, removed form the installed location and placed out of sight so it cannot be mistake for a functional unit. The inoperative unit is;• Removed from the aircraft and its installed location is placarded inoperative, or • Removed from the installed location, secured out of sight, and the unit and its installed location are placarded inoperative. Note 1: Minimum pressure for a bottle to be consider operative is 1500 psi. Note 2: Portable oxygen carried onboard the ATR is not First Aid oxygen, although it may be used for first-aid (therapeutic) purposes. See CAT.IDE.230 First-Aid Oxygen.Note 3: When determining the location for storage of the inoperative units, compliance with the dangerous good requirements must be considered.MOP Operational PartSee Operational procedure MOP.35-35-01-01P Portable Oxygen Bottle (O). See Maintenance procedure MMP.35-20-03M Portable Oxygen Bottle (M). 35-65-01-01 Oxygen Manual Release Tool – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 4 3 YES NO NO One may be inoperative or missing provided that the remaining tool(s) is (are) checked operative before each departure. ATA 36 Pneumatic System

6-11-01 HP Valve Applicability ALL

RI NI NR PLACARD O M C 2 1 YES NO YES One may be inoperative provided that it is deactivated.See Maintenance procedure MMP.36-11-01M HP Valve (M).36-11-02-01 BLEED Valve – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 2 1 YES YES YES One may be inoperative provided that:a. Associated bleed valve is secured CLOSED, b. Maximum operating altitude is limited to 17,000 ft, c. Associated bleed valve is selected OFF, d. Opposite bleed valve and pack are operative. See Operational procedure MOP.36-11-02P BLEED Valve (O).MOP Operational PartSee Maintenance procedure MMP.36-11-02M BLEED Valve (M).36-11-02-02 BLEED Valve – Freighter Configuration Applicability ALL RI NI NR PLACARD O M C 2 1 YES YES YES One may be inoperative provided that:a. Associated bleed valve is secured CLOSED, b. Associated bleed valve is selected OFF, c. Opposite bleed valve and pack are operative, d. Maximum operating altitude is limited to 17,000 ft. See Operational procedure MOP.36-11-02P BLEED Valve (O).See Maintenance procedure MMP.36-11-02M BLEED Valve (M).### 36-11-02P BLEED Valve (O)As an in-flight failure could imply total loss of pressurisation, fuel consumption at 10,000 ft must be taken into account to compute the trip fuel.• Limitations:– LARGE RAPID POWER CHANGE: AVOIDNote: With one bleed INOP, whilst on ground, with both engines running, the crossfeed valve remains open with the associated X FEED indicator illuminated.### 36-11-03 Bleed FAULT Alert 36-11-03A Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NOMOP Operational Part One may be inoperative provided that associated pack FAULT alert is operative.– OR – 36-11-03B Applicability ALL RI NI NR PLACARD O M – 2 1 YES NO NO One may be inoperative provided that associated bleed valve is considered inoperative and selected OFF: Refer to Item 36-11-02-01 BLEED Valve – Passenger Configuration.

36-11-04 Ground X FEED Valve Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO YES May be inoperative provided that it is secured closed.See Maintenance procedure MMP.36-11-04M Ground X Feed Valve (M).### 36-11-05 Ground X FEED VALVE OPEN Alert Applicability ALL RI NI NR PLACARD O M C 1 0 YES NO YES May be inoperative provided that X FEED valve is checked closed.See Maintenance procedure MMP.36-11-05M Ground X FEED VALVE OPEN Alert (M).

36-11-06 OVHT Alert Applicability ALL

RI NI NR PLACARD O M – 2 1 YES NO NO MOP Operational Part One may be inoperative provided that associated bleed valve is considered inoperative and selected OFF. Refer to Item 36-11-02-01 BLEED Valve – Passenger Configuration or 36-11-02-02 BLEED Valve – Freighter Configuration.### 36-22-01 LEAK Alert Applicability ALL RI NI NR PLACARD O M – 2 1 YES NO NO One may be inoperative provided that:a. Associated bleed valve is considered inoperative and selected OFF.Refer to Item 36-11-02-01 BLEED Valve – Passenger Configuration or 36-11-02-02 BLEED Valve – Freighter Configuration. b. Ground X Feed valve is secured CLOSED, Refer to Item 36-11-04 Ground X FEED Valve.

36-70-01 AIR BL LEAK PTT Button (RH Maintenance Panel)

Applicability ALL RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative provided pneumatic system is operative. ATA 38 Water/Waste

8-10-00 Potable Water System – Passenger Configuration 38-10-00-01A

Applicability ALL RI NI NR PLACARD O M D – – YES NO YES Individual components may be inoperative provided: a. Associated components are deactivated or isolated, and b. Associated components are verified not to have leaks. MOP Operational Part

Note: Any portion of the system that operates normally may be used.– OR – 38-10-00-01B Applicability ALL RI NI NR PLACARD O M D – – YES NO YES May be inoperative provided: a. System is drained, and b. Placard external service door “DO NOT SERVICE” to prevent servicing.See Maintenance procedure MMP.38-10-00-01M Potable Water System.38-10-00-02 Potable Water System – Freighter ConfigurationNot applicable to aircraft in Freighter Configuration.38-30-00-01 Toilet – Passenger Configuration Applicability ALL RI NI NR PLACARD O MA 1 0 YES YES NO May be inoperative until the aircraft returns to any base with maintenance facilities, however further flights are only allowed with approval of the Director of Flight Operations, Head of Operations or Chief Technical Officer (or nominated deputies).Note: Contact engineering to check if dump valve sealing toilet function is operative, but toilet tank drop cable or tee handle is unserviceable.In this case, the toilet is serviceable but an engineer is required to assist ground crew toilet drop. MOP Operational Part 38-30-00-01P Toilet (O) 1. Prior to passenger boarding, inform Ramp Agent that toilet is inoperative, and that passengers should use airport toilet facilities. 2. Lock Toilet door.3. Placard door “INOPERATIVE DO NOT ENTER”.4. Inform Cabin Crew that the toilet is inoperative, and should only be used in case of emergency. 38-30-00-02 Toilet – Freighter ConfigurationNot applicable to aircraft in Freighter Configuration.ATA 42 Integrated Modular Avionics 500-Series Not Applicable End 500-Series 600-Series

2-11-01 IOM DC NO DISPATCH

42-11-02 IOM AP CAT II System: Required IAW AFM PRO.SPO.21.2.1.3 for CAT II operations.

Applicability ALL RI NI NR PLACARD O M – 2 0 NO NO NO One or both may be inoperative. Refer to Item 22-18-01 Autopilot Function.Refer to Item 22-18-03 Yaw Damper Function.End 600-SeriesMOP Operational Part ATA 46 Information System 46-25-01-02 EFB Mounting Device Applicability ALL RI NI NR PLACARD O M C 2 0 NO YES NO May be inoperative provided:a. Affected mounting device(s) showing uncontrolled movement are secured, and b. The associated EFB(s) are stowed securely during critical phases of flight, and c. Alternate procedures are established and used when operating procedures require the use of EFB(s). See Operational procedure MOP.46-25-01-02P EFB Mounting Device (O). 46-25-01-02P EFB Mounting Device (O)The affected EFB(s) can be used for performance computation and documentation viewing, but has to be stored during taxi, takeoff, approach and landing phases.One Mounting Device Inoperative • Approach and landing charts must be displayed on the EFB with the operative mounting device.• Pilot Flying (PF) will be the crew member with the operative EFB mounting device. If the inoperative EFB mounting device is on CM2 side then monitored approaches are prohibited.• Any crossing, 4 DME and not below altitudes should be noted down so they can be easily referenced by the crew member with the inoperative EFB mounting device.Both Mounting Devices Inoperative • Paper copies of all required charts must be printed out and used during taxi, takeoff, approach and landing.MOP Operational Part 46-25-01-03 EFB Power Connection 46-25-01-03A G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, G-LMRX, G-LMRY, G-LMRZ, G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, Applicability G-LMTG, G-LMTH, G-LMTI RI NI NR PLACARD O M C 2 0 YES YES NOSee Operational procedure MOP.46-25-01-03P EFB Power Connection (O). – OR – 46-25-01-03B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, G-LMRX, G-LMRY, G-LMRZ, G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, Applicability G-LMTG, G-LMTH, G-LMTI RI NI NR PLACARD O M D 2 0 NO NO NO One or both may be inoperative provided that procedures do not require its use. 46-25-01-03P EFB Power Connection (O)The affected EFB can be used normally as long as battery power is available. Turn EFB to STBY/OFF when not required to avoid excess battery discharge.Company issued backup battery backs should only be used to charge EFB when on the ground. If battery backup packs are not available conventional paper backups must be available. Operations must be contacted for Guru 2 performance. MOP Operational Part 46-26-01-03 Eirtech EFB Power Connection 46-26-01-03A Applicability G-LMTJ RI NI NR PLACARD O M C 2 0 YES YES NO May be inoperative provided:1. The circuit breaker for the inoperative USB port is pulled and a lock-out collar installed. 2. The circuit breaker is placarded inoperative.3. See Operational procedure MOP.46-25-01-03P EFB Power Connection (O). – OR – 46-26-01-03B Applicability G-LMTJ RI NI NR PLACARD O M D 2 0 YES NO NO1. Procedures do not require their use.2. The circuit breaker for the inoperative USB port is pulled and a lock-out collar installed. 3. The circuit breaker is placarded inoperative.ATA 52 Doors

2-11-01 Door Alert System Applicability ALL

RI NI NR PLACARD O M B 1 0 YES YES YES May be inoperative provided that affected doors are checked locked closed prior to each flight. MOP Operational Part

Note: Maintenance Procedure is applicable for Flight Compartment Overhead Hatch only. See Operational procedure MOP.52-11-01P Door Alert System (O).See Maintenance procedure MMP.52-11-01M Door Alert System (M).### 52-11-01P Door Alert System (O)Check visually that the doors are latched, locked and closed prior to each flight. 52-11-02-01 Secondary Handrail – Passenger Configuration Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that the rail is secured in retracted position or removed. 52-11-02-01P Secondary Handrail (O)If the handrail is out of service, a member of the Ground Crew shall stand at the aircraft steps during boarding and disembarking of passengers.

52-12-01 Passenger Door Torque Tube – Ferry Flight Applicability ALL

RI NI NR PLACARD O MA 1 0 YES NO NO May be inoperative for one Ferry Flight to a base where repair is possible provided that:a. Ground personnel assistance for opening and closing operation is available, and b. Door is not operated from inside the aircraft (except in case of emergency), and c. It is checked that nobody is right below the door during the operation, and MOP Operational Part d. All possibly concerned personnel are informed about the unbalanced condition.### 52-21-01 Emergency Exit (Including Passenger-Crew Doors, Service Door, but Excluding Flight Deck Emergency Exits) – Passenger Configuration Applicability ALL RI NI NR PLACARD O MA 4 3 YES YES YES One may be inoperative for a maximum of five flights provided that: a. The maximum permitted passenger capacity shall be limited as follows: i. 45 when a forward (Type III) emergency exit is inoperative.ii. 35 with a rear door (Type I) emergency exit is inoperative.b. The affected emergency exit is closed and locked, and c. A conspicuous barrier, strap or rope and a placard stating “DO NOT USE” are placed across the affected emergency exit prior to passenger boarding, and d. The affected emergency exit is not used for passenger boarding, nor for any purpose whilst passengers are on board, and e. Visual indications (illuminated and non-illuminated) directing passengers to the affected emergency exit are obscured, and f. All crew members are briefed on the location and condition of the affected emergency exit, passenger distribution and modified cabin safety procedures, and g. The affected emergency exit and blocked seating layout are checked before each flight by the relevant cabin crew member, and h. The escape path to the affected emergency exit is checked by the relevant cabin crew member to be unobstructed before each takeoff and landing, and i. Extended overwater flight is prohibited.Note 1: An exit is considered to be inoperative when, e.g.(non-exhaustive list):1. The external exit opening means does not function correctly; MOP Operational Part2. The internal exit opening means does not function correctly; 3. The exit opening power assist mechanism does not function correctly, unless already covered by a dedicated MMEL item;4. The door gust lock does not function correctly unless already covered by a dedicated MMEL item; 5. The assisting evacuation means, if required, is inoperative;6. The exit marking or locator sign is inoperative;7. The floor proximity exit marker is inoperative;8. The exit interior emergency lighting is inoperative; or9. The exit exterior emergency lighting or slide illumination, in case of night operation, is inoperative. Note 2: If the affected emergency exit is operative mechanically, it may still be used for evacuation in the case of emergency. See Operational procedure MOP.52-21-01-01P Emergency Exit (Including Passenger-Crew Doors, Service Door, but Excluding Flight Deck Emergency Exits) – Passenger Configuration (O).See Maintenance procedure MMP.52-21-01-01M Emergency Exit (Including Passenger-Crew Doors, Service Door, but Excluding Flight Deck Emergency Exits) – Passenger Configuration (M).52-21-01-01P Emergency Exit (Including Passenger-Crew Doors, Service Door, but Excluding Flight Deck Emergency Exits) – Passenger Configuration (O)Note 1: Whilst it is possible to dispatch with the main passenger door inoperative, consideration should be given to the practicality of achieving the MEL restrictions. The affected emergency exit is not to be used for passenger boarding, nor for any purpose whilst passengers are on board.• All crew members are briefed on the location and condition of the affected door/exit, passenger distribution and modified cabin safety procedures. If the affected door/exit can be opened, the briefing should address the possible use of the door for emergency evacuation in certain circumstances.MOP Operational Part • Seats to be blocked off should be as close as possible to the affected door/exit. The remaining distribution of passengers should be such that the aircraft departs and operates within the approved weight and balance envelope throughout the flight. • The seats shall be blocked off with conspicuous tapes or ropes that contrast with the interior, prior to loading passengers. Only the seats in these areas shall be blocked;passenger aisles, cross aisles, and remaining exits must not be blocked. • Cabin crew should, if appropriate, remain stationed in the vicinity of each exit within the blocked areas. The existence of an inoperative exit does not affect the required number/ distribution of cabin crew. • The affected emergency exit, escape paths and blocked seating layout are checked before each takeoff and landing. • The pre-flight passenger briefing accurately represents the current state and condition of the aircraft escape facilities. • The normal safety demonstration is immediately followed by a verbal/public announcement to inform passengers that a particular door/exit in inoperative and displays an appropriate placard. Note 2: If an exit that has been used for boarding becomes unserviceable, then, prior to takeoff, all passengers must be fully briefed on the inoperative exit and the revised emergency procedures to be used. An inoperative exit kit, containing the required placard, tape and instructions for use is located with the galley.

52-31-01 Cargo Door Motor Actuator 52-31-01A

Applicability ALL RI NI NR PLACARD O M C 1 0 NO YES YES May be inoperative provided that an approved mechanical device (crank) installed in the aircraft is used for cargo door operation.MOP Operational PartSee Operational procedure MOP.52-31-01P Cargo Door Motor Actuator (O). See Maintenance procedure MMP.52-31-01M Cargo Door Motor Actuator (M). 52-31-01B Applicability ALL RI NI NR PLACARD O M B 1 0 NO NO NO When the cargo door is unservicable, and where loads permit, the AFT hold shall be used in preference to the FWD hold. If loading of baggage in the FWD hold is unavoidable then loading through the passenger cabin is permitted when no passengers are onboard observing the following procedures.• Once all passengers have disembarked, the handing agent is to check the forward hold. • Only the right-hand forward hold is to be used to reduce the amount of twisting required. The netting on the left-hand forward hold is to be un-clipped to create more space for movement.• The hold to cabin door reduces space in the forward hold and should remain in one position as much as possible. Repeated twisting to open and close the door can increase the likelihood of injury.• The flight deck doors must remain closed during this process to help increase space available for manual handling. • Flight deck crew should remain on flight deck and cabin crew should remain seated at a window seat within the cabin to allow unhindered access to the isle by ground staff and prevent potential knocks from baggage being moved through the cabin. • Preference should be given to wheeled baggage being loaded in the forward hold to reduce amount of distance spent carrying baggage along the aisle.• Once baggage is within the galley it should be offloaded normal thought the service door. MOP Operational Part

2-31-01P Cargo Door Motor Actuator (O)The Cargo Door Actuator is located behind a panel in the forward cargo hold which requires to be removed to access the actuator.

One flight deck crew member shall perform the opening task and the other will perform the closing task. The Cargo Door Actuator is located behind a panel in the forward cargo hold and requires Engineering to remove the access panel in accordance with maintenance procedure MMP.52-31-01M Cargo Door Motor Actuator (M). Once the panel has been remove the crew can operate the cargo door actuator using the procedure below.Door Opening Procedure • Un-latch the forward cargo door from the outside. • Open cargo door control panel. At the start of the unlocking sequence, make sure that the blue light (cargo door latched) turns off while the green light (cargo door unlatched and unlocked) comes on.WARNING DO NOT OPERATE THE CRANK WHEN HOLD OPEN STRUT IS LOCKED.PERSONNEL MUST NOT STAND BELOW THE CARGO DOOR WHILST IT IS BEING OPENED AND CLOSED. CAUTION DO NOT PUT THE STRUT IN TENSION. DO NOT EXTEND THE ACTUATOR PAST THE MECHANICAL STOP. • Install the portable crank in the square bit drive and turn it clockwise.It will take approximately 450–500 turns of the manual crank to manually open the cargo door. • Lock the hold open strut and lock it in place.• Remove the portable crank from the square bit drive and stow it securely. • Close the cargo door control panel door after you open the LH forward cargo-door. This stops the operation of the Multi-Function Computer (MFC) and does not drain the main battery power when it is the only available electrical power on-board. MOP Operational Part Door Closing Procedure • The door closing procedure in the reverse of the opening procedure above. • Check visually that the cargo door is closed, latched and locked prior to each flight.

52-31-02 Cargo Door Control System Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided cargo door is visually checked locked closed.52-31-04-01 Cargo Door Hold Open Strut – Passenger Configuration Applicability ALL RI NI NR PLACARD O M B 1 0 NO YES NO May be inoperative provided that:a. Actuation of cargo door is not allowed, b. Baggage and cargo can be loaded through the cabin to the forward hold if required whilst no passengers are onboard. See#### MOP.52-31-01B Cargo Door Motor Actuator (O), and c. Cargo door is checked closed, latched and locked prior to each flight.See Operational procedure MOP.52-31-04-01P Cargo Door Hold Open Strut (O). 52-31-04-01P Cargo Door Hold Open Strut (O)Check visually that cargo door is closed, latched and locked prior to each flight. MOP Operational Part 52-31-04-02 Cargo Door Hold Open Strut – Freighter Configuration Applicability ALL RI NI NR PLACARD O M B 1 0 NO YES NO a. Actuation of cargo door is not allowed, b. Cargo can be loaded through the rear doors, and c. Cargo door is checked closed, latched and locked prior to each flight.52-42-01-01 Service Door – Hold Open Device – Passenger Configuration 52-42-01-01A Applicability ALL RI NI NR PLACARD O M – 1 0 NO NO NO May be inoperative provided that service door is maintained in closed position.Refer to Item MOP.52-21-01 Emergency Exit (Including Passenger-Crew Doors, Service Door, but Excluding Flight Deck Emergency Exits) – Passenger Configuration.– OR – 52-42-01-01B Applicability ALL RI NI NR PLACARD O M C – – YES NO YES May be inoperative provided that the approved mechanical device to maintain the hook in open position is installed.See Maintenance procedure MMP.52-42-01-01M Service Door – Hold Open Device (M). MOP Operational Part 52-42-01-02 Service Door – Hold Open Device – Freighter Configuration 52-42-01-02A Applicability ALL RI NI NR PLACARD O M – 1 0 NO NO NO May be inoperative provided that service door is maintained in closed position. -OR-52-42-01-02B Applicability ALL RI NI NR PLACARD O M C – – YES NO YES May be inoperative provided that the approved mechanical device to maintain the hook in open position is installed. See Maintenance procedure MMP.52-42-01-01M Service Door – Hold Open Device (M). 52-50-01-01 Cockpit Door Locking System G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB, G-LMRV, G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M B 1 0 YES YES NO May be inoperative provided that the complete system is deactivated.See Operational procedure MOP.52-50-01-01P Cockpit Door Locking System (O). 52-50-01-01P Cockpit Door Locking System (O)• Move the manual lock bolt(s) to CLOSE position.MOP Operational PartNote 1: When the door is locked with the manual bolt(s), the emergency access to the cockpit is unavailable. Two crew members are mandatory to stay in the cockpit permanently.Note 2: Any part of the CDLS may be inoperative provided that the complete system is deactivated in the unlocked position and is not required by operational regulations for the intended flight.52-50-01-02 Cockpit Door Locking System – System (Control Unit, Toggle Switch, Lights on Control Panel, Buzzer) G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ , G-LMSA, Applicability G-LMSB, G-LMRV, G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M A 1 0 YES YES NO May be inoperative provided that operations are limited to two calendar days.See Operational procedure MOP.52-50-01-02P Cockpit Door Locking System – System (Control Unit, Toggle Switch, Lights on Control Panel, Buzzer) (O).52-50-01-02P Cockpit Door Locking System – System (Control Unit, Toggle Switch, Lights on Control Panel, Buzzer) (O) • Move the manual lock bolt(s) to CLOSE position.Note 1: When the door is locked with the manual bolt(s), the emergency access to the cockpit is unavailable. Two crew members are mandatory to stay in the cockpit permanently.Note 2: Any part of the CDLS may be inoperative provided that the complete system is deactivated in the unlocked position and is not required by operational regulations for the intended flight.MOP Operational Part 52-50-01-03 Cockpit Door Locking System – Call Pushbutton on Door Call Panel G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB, G-LMRV, G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that the crew members interphone is operative. 52-50-01-04 Cockpit Door Locking System – EMER Pushbutton on Door Call Panel G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB, G-LMRV, G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that the crew members interphone is operative.See Operational procedure MOP.52-50-01-04P Cockpit Door Locking System – EMER Pushbutton on Door Call Panel (O). 52-50-01-04P Cockpit Door Locking System – EMER Pushbutton on Door Call Panel (O) • Move the manual lock bolt(s) to CLOSE position.Note 1: When the door is locked with the manual bolt(s), the emergency access to the cockpit is unavailable. Two crew members are mandatory to stay in the cockpit permanently. Note 2: Any part of the CDLS may be inoperative provided that the complete system is deactivated in the unlocked position and is not required by operational regulations for the intended flight.MOP Operational Part 52-50-01-05 Cockpit Door Locking System – OPEN Light on Door Call Panel G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB, G-LMRV, G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative. 52-50-01-06 Cockpit Door Locking System – DENY Light on Door Call Panel G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB, G-LMRV, G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided that the crew members interphone is operative. ATA 56 Windows

6-11-01 Windshield (Including Main Windshield, FWD and AFT Windows)56-11-01A Applicability ALL

RI NI NR PLACARD O MA 6 6 NO YES YES Structural damages may be present provided: a. Flight is conducted unpressurized, and b. Vision through affected cockpit windshield is acceptable to the pilot, and c. Operations are limited to one calendar day. MOP Operational PartNote 1: A damaged cockpit window must be assessed in accordance with Structural Repair Manual Refer to SRM 56-10-00. If it is assessed as acceptable by maintenance personnel, the vision through this cockpit window must also be assessed as being acceptable by the pilot.Note 2: A cracked windshield may render windshield heating inoperative.Refer to MOP.30-60-01 Windshield Heating System.Note 3: Damage heating film is controlled by structural Repair Manual limitations (SRM 56-10-00-200-801-A01) which prohibits flight in icing conditions.See Maintenance procedure MMP.56-11-01M (Windshield (Including Main Windshield, FWD and AFT Windows) (M). – OR – 56-11-01B Applicability ALL RI NI NR PLACARD O M C 6 6 NO NO YES External ply may be cracked, provided that vision through affected cockpitwindshield is acceptable to the pilot.Note 1: A cockpit window with minor damages, as described in Refer to SRM 56-10-00, is considered operative, but the vision through this cockpit window must be acceptable to the pilot.Note 2: Loganair requirement: Do not use the above procedures if arcing is visible on the Windshield. Note 3: A cracked windshield may render windshield heating inoperative.Refer to MOP.30-60-01 Windshield Heating System.See Maintenance procedure MMP.56-11-01M (Windshield (Including Main Windshield, FWD and AFT Windows) (M).

56-11-01P Windshield (Including Main Windshield, FWD and AFT side Windows) (O)

Unpressurised FlightMOP Operational Part Limitation Maximum operating altitude..............................................10,000ft Normal Procedures  OVBD VALVE........................................................FULL OPEN  CAB PRESS MODE SEL......................................MAN  MAN RATE knob...................................................MAX INCREASE  BLEED VALVE......................................................ON Note: Control aircraft vertical speed to take into account passenger comfort. 56-21-01-01 Passenger Compartment Window – Passenger Configuration Applicability ALL RI NI NR PLACARD O MA – – NO YES YES One or more cabin windows may be cracked provided that: a. Flight is conducted unpressurised, and b. Operations are limited to one calendar day. See Operational procedure MOP.56-21-01P Passenger Compartment Window (O). See Maintenance procedure MMP.56-21-01M Passenger Compartment Window (M). 56-21-01-02 Passenger Compartment Window – Freighter Configuration Applicability G-LMRV, G-LMRX, G-LMRZ RI NI NR PLACARD O M B – – NO YES YES One or more cabin windows may be cracked provided that the flight is conducted unpressurised. MOP Operational PartSee Operational procedure MOP.56-21-01P Passenger Compartment Window (O). See Maintenance procedure MMP.56-21-01M Passenger Compartment Window (M).

56-21-01P Passenger Compartment Window (O)Unpressurised Flight Limitation

Maximum operating altitude..............................................10,000ft Normal Procedures  OVBD VALVE........................................................FULL OPEN  CAB PRESS MODE SEL......................................MAN  MAN RATE knob...................................................MAX INCREASE  BLEED VALVE......................................................ON Note: Control aircraft vertical speed to take into account passenger comfort. ATA 61 Propellers

1-21-02 PEC CHANNEL Applicability ALL

RI NI NR PLACARD O MA 4 2 YES YES NO Two may be inoperative provided that: a. One channel is operative on each engine, and b. Reversers are not used when operated on narrow runways (width < 30m (98ft)), and c. Operations are limited to two calendar days. See Operational procedure MOP.61-21-02P PEC Channel (O).MOP Operational Part

1-21-02P PEC Channel (O)On the engine affected by a PEC SGL CH light illuminated:Other channel test:• Engine not running – PL on GI – CL on FUEL SO – Set WOW on FLT position on RH Maintenance panel

– Advance CL to AUTO – Check PEC FAULT illuminates after 30s – Retard CL to FUEL SO – Check PEC FAULT extinguishes after 30s – Set WOW on NORM position on RH Maintenance panel Overspeed governor test: • Engine running – PL above FI – CL on AUTO – Make sure NP is above 77% – Select PEC to OFF.– Slowly advance PL up to reach NP = 102.5% +/- 1%.– Increase TQ by 5% and check NP unchanged.– Retard PL to GI.– Select PEC to ON and check PEC OFF extinguishes.Note: Low pitch is automatically checked when propeller is unfeathered.

61-21-04 PEC SGL CH Light Applicability ALL

RI NI NR PLACARD O MA 2 0 YES YES NO May be inoperative provided that: a. PEC channel is considered inoperative on affected engine: Refer to Item 61-21-02 MOP.61-21-02 PEC CHANNEL, and b. Operations are limited to two calendar days.MOP Operational PartSee Operational procedure MOP.61-21-04P PEC SGL CH Light (O).### 61-21-04P PEC SGL CH Light (O)Refer to MOP.61-21-02P PEC Channel (O).### 61-21-06 Propeller Speed Selection in PIU Applicability ALL RI NI NR PLACARD O M C 2 0 NO YES NO May be inoperative provided that both CL are set to 100% OVRD.Note: If affected side cannot be identified, both PIU should be considered as inoperative. See Operational procedure MOP.61-21-06P Propeller Speed Selection in PIU (O).

61-21-06P Propeller Speed Selection in PIU (O)During Preliminary Cockpit Preparation check:Before each affected engine start  PL..........................................................................GI

 CL..........................................................................FUEL SO  WOW SWITCH......................................................FLT  CL..........................................................................AUTO After 30s  PEC FAULT LIGHT...............................................CHECK TURN ON  CL..........................................................................FUEL SO  PEC.......................................................................RESET  PEC FAULT LIGHT...............................................CHECK TURN OFFMOP Operational Part  WOW SWITCH......................................................NORM During propeller unfeathering  SGL CH INDICATION...........................................CHECK TURN ON  SGL CH INDICATION...........................................CHECK TURN OFF 61-22-02-01 ATPCS Applicability ALL RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that:a. At least one AFU is checked operative, and b. Operations are conducted in compliance with applicable AFM DeviationGuide.See Operational procedure MOP.61-22-02-01P ATPCS (O).61-22-02-01P ATPCS (O)Refer to DEV.2.12.01.1 Dispatch with ATPCS OFF.Note: Guru2 performance must be calculated with ATPCS OFF for both takeoff and landing calculations. 61-22-02-02 Uptrim Function Applicability ALL RI NI NR PLACARD O M C 2 0 YES YES NO May be inoperative provided that:a. Autofeather is checked operative before each takeoff, and b. Operations are conducted in compliance with applicable AFM DeviationGuide.MOP Operational PartSee Operational procedure MOP.61-22-02-02P Uptrim Function (O).61-22-02-02P Uptrim Function (O)Refer to AFM – DEVIATION GUIDE SUPPLEMENTS Dispatch with ATPCS Off. 61-22-02-03 Autofeather Function Applicability ALL RI NI NR PLACARD O M C 2 0 YES YES NO May be inoperative provided that:a. Both AFU are checked operative, and b. EEC/uptrim is operative, and c. Operations are conducted in compliance with applicable AFM Deviation Guide. Note: Two engine torque indications are provided in the cockpit.• Digital counters, controlled by the Electronic Engine Contols (EEC)• Pointers, controlled by the Auto Feather Unit (AFU).In case of an AFU failure the following will occur:500-SeriesThe pointer will indicate 0, whereas the digital counter will display actaul TQ. In addition, FDAU target bug will also indicate incorrectly as shown below in image 2.MOP Operational Part End 500-Series 600-Series Pointer information is not available and no pointer is displayed as shown below.MOP Operational Part End 600-Series See Operational procedure MOP.61-22-02-03P Autofeather Function (O).61-22-02-03P Autofeather Function (O)DEVIATION GUIDE SUPPLEMENTS Dispatch with Autofeather System Inoperative.

61-22-03 ATPCS ARM Light Applicability ALL

RI NI NR PLACARD O M – 1 0 YES NO NO MOP Operational Part May be inoperative provided that ATPCS is considered inoperative. Refer to item 61-22-02-01 ATPCS.500-Series

1-22-04 Uptrim Light G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M – 2 0 YES YES NO One or more may be inoperative provided that uptrim is considered inoperative: Refer to Item 61-22-02-02 Uptrim FunctionSee Operational procedure MOP.61-22-02-02P Uptrim Function (O).End 500-Series

1-42-01 NP Indications 500-Series

61-42-01A G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 2 YES NO YES Either pointer or counter may be inoperative on each indicator provided that associated PROP anti icing is checked operative.See Maintenance procedure MMP.61-42-01M NP Indications (M).– OR – 61-42-01B G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 1 YES YES NO MOP Operational Part One may be inoperative provided that: a. Aircraft is not operated into known or forecast icing conditions.See Operational procedure MOP.61-42-01P NP Indications (O).### 61-42-01P NP Indications (O)The CL should be operated as they would normally be. In the event that the propellers become out of sync, both CL should be advanced to 100%/ OVRD and remain in that position for the remainder of the flight.See Maintenance procedure MMP.61-42-01M NP Indications (M).End 500-Series 600-Series G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative provided that: a. Aircraft is not operated into known or forecast icing conditions.End 600-Series 500-Series

1-45-01 LO PITCH CAUTION Light G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 0 YES YES NO May be inoperative provided that neither reverser is used at landing. See Operational procedure MOP.61-45-01P LO PITCH CAUTION Light (O).### 61-45-01P LO PITCH CAUTION Light (O)Limitations • REVERSE 1 + 2: PROHIBITED MOP Operational Part Normal Procedures • If PL is on GI and CL is advanced from FTR to AUTO – TQ: MONITOR < 10% End 500-Series

1-50-01 Propeller Brake Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO YES May be inoperative provided it is deactivated.Note: Hotel mode is not available.See Maintenance procedure MMP.61-50-01M Propeller Brake (M).### 61-50-02 Propeller Brake Switch Guard Applicability ALL RI NI NR PLACARD O M – 1 0 YES NO NO May be inoperative provided that the propeller brake is considered inoperative. Refer to item 61-50-01 Propeller Brake.

61-51-01 PROP BRAKE UNLK Light Applicability ALL

RI NI NR PLACARD O M – – 0 YES NO NO May be inoperative provided that propeller brake is removed after deactivation. Refer to Item 61-50-01 Propeller Brake. MOP Operational Part 500-Series

1-51-02 PROP BRK Local and Memo Light 61-51-02A

Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative. – OR – 61-51-02B Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that propeller brake is not used. End 500-Series 600-Series

1-51-02 PROP BRK Light Local Alert Applicability ALL

RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative provided the propeller brake is not used.End 600-Series

1-51-03 PROP BRK Ready Light Applicability ALL

RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative provided that propeller brake is not used.MOP Operational PartSee Operational procedure MOP.61-51-03P PROP BRK Ready Light (O).### 61-51-03P PROP BRK Ready Light (O)If propeller brake releasing is needed  BLUE HYD PRESS...............................................CHECK 3000 PSI  PROP BRK............................................................RELEASE  UNLOCK LIGHT....................................................CHECK EXTINGUISHES AFTER 6s If PROP BRK warning is activated  CL..........................................................................FUEL SO

61-60-01 Propeller System – PROP FEATH PUMP and PROP OVSP Test Switches (RH Maintenance Panel)

Applicability ALL RI NI NR PLACARD O M C 2 0 NO NO NO May be inoperative provided test switch remains in the neutral and guarded position.ATA 73 Engine Fuel and Control

3-13-01 IDLE GATE FAIL Light Applicability ALL

RI NI NR PLACARD O M C 1 0 YES YES NO May be inoperative.See Operational procedure MOP.73-13-01P IDLE GATE FAIL Light (O).### 73-13-01P IDLE GATE FAIL Light (O)Normal ProceduresMOP Operational Part After Takeoff • IDLE GATE lever...................................................CHECK PUSHED IN On Landing • IDLE GATE lever...................................................CHECK PULLED OUT

73-15-01 Fuel Heater – Fuel Temperature Indicator Inoperative (D)### 73-15-01A LOW Fuel Temperature Reported Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO YES May be inoperative provided that:a. Fuel anti-icing additives meets the engine manufacturer’s specification, and b. Engine Oil level is checked before the first flight of each day.See Maintenance procedure MMP.73-15-01M Fuel Heater (M).– OR – 73-15-01B Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative provided that flight can be conducted in atmospheric conditions above 0° SAT.– OR –MOP Operational Part

3-15-01C HIGH Fuel Temperature Reported Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative provided that no fault in other fuel systems (ATA 28)is reported or is under MMEL dispatch.– OR – 73-15-01D Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative provided that: a. Flight can be conducted in atmospheric conditions above 0° C SAT, and b. No other fault in the fuel system (ATA 28) is reported or is deferred in accordance with the MEL.

73-23-01 PWR MGT Rotary Selector Applicability ALL

RI NI NR PLACARD O MA 2 1 YES YES NO One may be inoperative provided that operations are limited to two calendar days.See Operational procedure MOP.73-23-01P PWR MGT Rotary Selector (O). MOP Operational Part

3-23-01P PWR MGT Rotary Selector (O)500-SeriesIf one rotary selector stuck in TO position  CL 1 + 2, for the whole flight..................................100% OVRD

For CLIMB and CRUISE  Valid rotary selector...............................................CLIMB/ CRUISE  TQ affected side........................................According to the non affected one One rotary selector stuck in MCT position ATPCS is lost: Refer to ATPCS (O) CL 1 + 2, for the whole flight..................................100% OVRDFor Takeoff – Inhibit CONFIG WARNING by depressing WARNING pb when applying power.Note: CAP light will not go off.CLIMB and CRUISE  Valid rotary selector...............................................CLIMB/ CRUISE  TQ affected side........................................According to the non-affected one One rotary selector stuck in CLB or CRZ or CRZ 1 position ATPCS is lost: Refer to ATPCS (O)For Takeoff  CL 1 + 2.................................................................100% OVRD  Inhibit CONFIG WARNING by depressing WARNING pb when applying power. Note: CAP light will not go off.MOP Operational PartFor CLIMB and CRUISE  Valid rotary selector...............................................CLIMB/CRUISE  CL 1 + 2.................................................................AUTO  TQ affected side.........................................According to the non-affected oneFor FINAL APPROACH  CL 1 + 2.................................................................100% OVRD One rotary selector stuck in CRZ 2 position (If Installed)Refer to the case “CLB or CRZ or CRZ 1” except for the following items:For CLIMB  CL 1 + 2.................................................................100% OVRD For CRUISE  Both rotary selector...............................................CRZ 2 End 500-Series 600-Series If One rotary selector stuck in TO position  CL 1 + 2, for the whole flight..................................100% OVRD For CLIMB and CRUISE  Valid rotary selector....................................CLIMB/CRUISE  TQ affected side.............................According to the non-affected one One rotary selector stuck in MCT position MOP Operational Part ATPCS is lost: Refer to ATPCS (O).  CL 1 + 2, for the whole flight..................................100% OVRDFor Takeoff – Inhibit CONFIG WARNING by depressing MASTER WARNING pb when applying power.Note: EWD alert will not disappear.CLIMB and CRUISE  Valid rotary selector...............................................CLIMB/ CRUISE  TQ affected side........................................According to the non affected one One rotary selector stuck in CLB or CRZ or CRZ 1 position ATPCS is lost: Refer to ATPCS (O).For Takeoff  CL 1 + 2.................................................................100% OVRD  Inhibit CONFIG WARNING by depressing MASTER WARNING pb when applying power. Note: EWD alert will not disappear.For CLIMB and CRUISE  Valid rotary selector...............................................CLIMB/CRUISE  CL 1 + 2.................................................................AUTO  TQ affected side.........................................According to the non-affected oneFor FINAL APPROACH  CL 1 + 2.................................................................100% OVRD End 600-SeriesMOP Operational Part

3-23-02 Engine Control Steep Approach Requirement: IAW AFM PRO.SPO.1.1.2 Limitations.

EEC Applicability ALL RI NI NR PLACARD O MA 2 1 YES YES NO One EEC counter and associated TQ target bug may be inoperative provided that:a. The DC HYD pump is operative, and b. The Associated pack and bleed valve are operative, and c. The Operations are conducted in compliance with AFM Deviation Guide, and d. The Operations are limited to two calendar days.600-Series

Note: Disregard HBV flag on TQ 1(2) indication.End 600-SeriesSee Operational procedure MOP.73-23-02P Engine Control (O).### 73-23-02P Engine Control (O)EEC (O)Refer to AFM – DEVIATION GUIDE SUPPLEMENTS Dispatch with One EEC OFF.

73-23-05 Engine Rating Selection 73-23-05A

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTF, G-LMTJ, G-LMRY RI NI NR PLACARD O M C 1 0 YES YES YES MOP Operational Part May be inoperative provided that: a. Operations are conducted with BOOST ON b. ERIU is deactivated c. BOOST ON light is onSee Operational procedure MOP.73-23-05P Engine Rating Selection (O).See Maintenance procedure MMP.73-23-05M Engine Rating Interface Deactivation (M). Note: When the ERIU is deactivated it can no longer de-rate the engines from 127M rating (basic PW127M engine rating) to 127F rating. Operations must therefore be conducted with BOOST ON. Applicability G-LMTG, G-LMTH, G-LMTI RI NI NR PLACARD O M C 1 0 YES YES YES May be inoperative provided that: a. Operations are conducted with SUPER-BOOST ON b. ERIU is deactivated c. SUPER-BOOST ON light is onSee Operational procedure MOP.73-23-05P Engine Rating Selection (O).See Maintenance procedure MMP.73-23-05M Engine Rating Interface Deactivation (M). Note: When the ERIU is deactivated it can no longer de-rate the engines from 127N rating (basic PW127N engine rating) to 127F rating. Operations must therefore be conducted with SUPER-BOOST ON. -OR-MOP Operational Part

3-23-05B BOOST FUNCTION G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE,

Applicability G-LMTF, G-LMTJ, G-LMRY RI NI NR PLACARD O M D 1 0 YES YES NO May be inoperative provided that: a. Operations are conducted with BOOST OFF b. BOOST ON light is off c. BOOST FAULT light is offSee Operational procedure MOP.73-23-05P Engine Rating Selection (O).Note: The Boost function is considered inoperative when, having both FAULT and ON extinguished on the ENG BOOST pushbutton, FAULT illuminates when trying to select BOOST ON, with no ON light. Boost must then be considered OFF and engines are operated at the 127F rating. Applicability G-LMTG, G-LMTH, G-LMTI RI NI NR PLACARD O M D 1 0 YES YES NO May be inoperative provided that: a. Operations are conducted with BOOST OFF b. BOOST and SUPER-BOOST ON lights are off, and c. BOOST and SUPER-BOOST FAULT lights are off.See Operational procedure MOP.73-23-05P Engine Rating Selection (O).Note: The Boost function is considered inoperative when, having both FAULT and ON extinguished on the ENG BOOST and ENG SUPER-BOOST pushbuttons, FAULT illuminates when trying to select BOOST ON, with no ON light. Boost must then be considered OFF and engines are operated at the 127F rating.-OR-MOP Operational Part

3-23-05C SUPER-BOOST FUNCTION Applicability G-LMTG, G-LMTH, G-LMTI

RI NI NR PLACARD O M D 1 0 YES YES NO May be inoperative provided that:a. Operations are conducted with BOOST OFF or BOOST ON b. SUPER-BOOST light is off, and c. SUPER-BOOST FAULT lights is off.See Operational procedure MOP.73-23-05P Engine Rating Selection (O).Note: The SUPER-BOOST function is considered inoperative when, having both FAULT and ON extinguished on the ENG SUPER-BOOST pushbutton, FAULT illuminates when trying to select SUPER-BOOST ON, with no ON light. SUPER-BOOST must then be considered OFF and engines are operated at the 127F rating.

73-23-05P Engine Rating Selection (O) (A) Engine Rating Selection Limitations

BOOST: USE  (B) BOOST Function Limitations BOOST Selection: Prohibited  (C) SUPER-BOOST Function Limitations SUPER-BOOST Selection; ProhibitedMOP Operational Part

3-31-01 Fuel Flow Indication Applicability ALL

RI NI NR PLACARD O M B 2 1 YES NO NO One may be inoperative.### 73-31-02 Fuel Used Applicability ALL RI NI NR PLACARD O M C 2 1 YES NO NO One may be inoperative provided that associated tank FUEL QTY indicator is operative.

73-34-01 Fuel Clog Alert Applicability ALL

RI NI NR PLACARD O MA 2 1 YES NO NO One may be inoperative provided that: a. Associated engine parameters are monitored during the flight, and b. Operations are limited to one calendar day and aircraft does not depart an airport where repair or replacement may be carried out.### 73-35-01 Fuel Temperature Indication Applicability ALL RI NI NR PLACARD O M C 2 0 YES NO NO May be inoperative provided that associated fuel heater is considered inoperative: Refer to Item 73-15-01 Fuel Heater – Fuel Temperature Indicator Inoperative (D).MOP Operational Part

3-60-01 ENG – RH Maintenance Panel Guarded Switches Applicability ALL

RI NI NR PLACARD O M C – 0 NO NO NO May be inoperative provided test switch remains in the neutral and guarded position. ATA 74 Ignition

4-21-01 Ignition System (A or B)

Applicability ALL RI NI NR PLACARD O M A 4 2 YES NO NO One or two may be inoperative provided that: a. Operations are limited to three calendar days, and b. One is operating on each engine and used. 500-Series 74-31-01-02 IGN Memo Light G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 1 0 YES NO NO May be inoperative.End 500-Series ATA 75 Air

5-20-02 HBV Discharge Flapper Applicability ALL

RI NI NR PLACARD O M D 4 0 NO NO NO MOP Operational Part All may be inoperative. ATA 77 Engine Indicating

7-00-02 AFU Applicability ALL

RI NI NR PLACARD O M B 2 1 YES YES YES One may be inoperative provided that:a. AFU is deactivated, and b. ATPCS is considered inoperative, and c. Operations are conducted in compliance with applicable AFM Deviation Guide See Operational procedure MOP.77-00-02P AFU (O).See Maintenance procedure MMP.77-00-02M AFU (M).### 77-00-02P AFU (O)Refer to AFM – DEVIATION GUIDE SUPPLEMENTS Dispatch with ATPCS off. Note: Guru2 performance must be calculated with ATPCS OFF for both takeoff and landing calculations. 77-11-01-01 NH Indications Applicability ALL RI NI NR PLACARD O M C 4 2 YES NO NO Either pointer or counter may be inoperative on each indicator.MOP Operational Part 77-11-01-02 NH Indicator Applicability ALL RI NI NR PLACARD O M C 2 1 YES YES NO One may be inoperative provided that: a. Both engines TQ indicator and NP indicator are operative.See Operational procedure MOP.77-11-01P NH Indicator (O).### 77-11-01P NH Indicator (O)• When starting affected engine, select CL FTR 5s after START pb has been depressed.

77-11-02 NL Indicator Applicability ALL

RI NI NR PLACARD O M C 2 0 YES NO NO One or both may be inoperative provided that associated NH indicator is operative and monitored. 77-13-01-01 TQ Indications – Digital Counter 500-Series G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M C 2 0 YES NO YES One or both Digital counters may be inoperative provided that:a. Both EECs are operative and, b. HBV is checked operative. MOP Operational Part

Note: When only a TQ Pointer is inoperative AFU is considered inoperative and dispatch must be done under Refer to Item

7-00-02 MOP.77-00-02 AFU.See Maintenance procedure MMP.77-13-01M TQ Indications (M).End 500-Series 600-Series

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB RI NI NR PLACARD O M C 4 2 YES YES NO One or both Digital Counters may be inoperative provided that: a. Both EEC are operative, and b. HBV is checked operative. Note: When only a TQ Pointer is inoperative AFU is considered inoperative and dispatch must be done under Refer to Item

MOP.77-00-02 AFU.See Operational procedure MOP.77-13-01-01P TQ Indications (O).End 600-Series 77-13-01-01P TQ Indications (O)

500-SeriesNot Applicable End 500-Series 600-Series • During flight preparation check HBV operative – HBV FLAG ON TQ DIGITAL INDICATION............CHECK NOT DISPLAYED – ON TORQUE DIGITAL INDICATION....................CHECK NOT DISPLAYED End 600-SeriesMOP Operational Part 77-13-01-02 TQ Indications – Pointer & Digital Counter Applicability ALL RI NI NR PLACARD O M C 4 2 YES YES NOBoth Pointer and Digital counter on the same ENG may be inoperative provided that: a. ATPCS checked operative, and b. Both EECs are operative, and c. All NH and NP indications are operative, and d. Operations are conducted in compliance with applicable AFM Deviation guideSee Operational procedure MOP.77-13-01-02P TQ Indications (O).77-13-01-02P TQ Indications (O)For dispatch with both Pointer and Digital counter on the same ENG inoperative, Refer to AFM – DEVIATION GUIDE SUPPLEMENTS Dispatch with TQ Indications Inoperative (Both Pointer and Digital Counter on the same ENG).

77-14-01 TQ Target Indication Applicability ALL

RI NI NR PLACARD O M C 2 0 NO YES NO One or both maybe inoperative.See Operational procedure MOP.77-14-01P TQ Target Indication (O).### 77-14-01P TQ Target Indication (O)• If one TQ target indication is inoperative – TQ TARGET (affected side): USE OPERATIVE TARGET INDICATIONMOP Operational Part • If both TQs target indication are inoperative – TQ TARGET 1+2: USE TQ TABLE (Refer to QRH PER.2 Torque Value)

77-20-01 ITT Indicator Applicability ALL

RI NI NR PLACARD O M C 4 2 YES NO NO Either pointer or counter may be inoperative on each indicator.### 77-21-01 Excessive ITT Alert Applicability ALL RI NI NR PLACARD O MA 2 0 YES NO NO May be inoperative provided that: a. Associated ITT indicator is operative and monitored throughout the flight, and b. Operations are limited to three calendar days.### 77-60-01 DATA BUS (RH Maintenance Panel) Applicability ALL RI NI NR PLACARD O M C 1 0 NO NO NO May be inoperative provided test switch remains in the neutral and guarded position.MOP Operational Part ATA 79 Oil

9-32-01 Oil Temperature Indication Applicability ALL

RI NI NR PLACARD O M B 2 1 YES NO YES One may be inoperative provided that:a. The associated fuel temperature indication is operative, and b. The Oil pressure indication is operative, and c. The affected engine oil level is checked before the first flight of each day. See Maintenance procedure MMP.79-32-01M Oil TEMP Indication (M).### 79-33-01 Oil Pressure Indication Applicability ALL RI NI NR PLACARD O M B 2 1 YES NO YES One may be inoperative provided that the associated ENG OIL PRESS alert is checked operative. See Maintenance procedure MMP.79-33-01M Oil Pressure Indication (M). 500-Series

9-34-01 ENG OIL CAP Alert G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMRV,

Applicability G-LMRX, G-LMRY, G-LMRZ RI NI NR PLACARD O M A 2 1 YES NO NO May be inoperative provided that: a. Operations are limited to three calendar days, and b. The associated pressure indicator is operative, and MOP Operational Part c. The oil pressure is monitored throughout the flight. End 500-SeriesMOP Operational Part INTENTIONALLY BLANK MMP Maintenance Part## 3 MMP Maintenance Part ATA 21 Air Conditioning

21-23-01M Overboard Valve (M)• Overboard Ventilation Valve De-energization – Refer to MP ATR-A-21-23-20-00ZZZ-560Z-A, setting the valve

open in intermediate position.Note: Avoid leaving avionics selected ON for a long period of time.### 21-30-01M Pressurisation System (M)• Electropneumatic Outflow Valve and Pneumatic Outflow Valve Blockage in Open Position – Refer to MP ATR-A-21-31-20-00ZZZ-560Z-A.### 21-30-03M Electropneumatic Outflow Valve (M)• Electropneumatic Outflow Valve Deactivation – Refer to MP ATR-A-21-31-20-01ZZZ-560Z-A.

21-51-01M Pack Valve (M)Refer to MP ATR-A-21-11-50-00ZZZ-560Z-A.ATA 22 Automatic Flight Control System

2-16-04M Autopilot Quick Disconnect (Quick Release Control) (M)Procedure to follow to check override means on ground: AVIONICS VENT EXHAUST MODE.....................NORM  STICK PUSHER....................................................OFF

 AIR BLEEDS.........................................................OFF  RADAR..................................................................OFF • Switch WOW on Flight position, angle of attack probes positioned in normal angle of attack (horizontal position). MMP Maintenance Part • Engage the autopilot by pressing AP pb on FGCP. • Check that the AP disconnection is operative by pressing the non affected Quick Release Control pb. Check the other AP disconection means (AP must be engaged before each actions): • Normal pitch trim rocker on captain control wheel (nose up and nose down). • Normal pitch trim rocker on first officer control wheel (nose up and nose down). • Stand by pitch trim rockers (up and down).• Push, then pull on captain control wheel (repeat the same actions on first officer control wheel). • Force on rudder pedals (only on a captain or first officer side): one time left and one time right.  YD pb.........................................................PRESS

22-18-03M Yaw Damper Function (M)To verify that Rudder Releasable Centering Unit (RCU) is opertive – Refer to MP ATR-A-27-21-30-00ZZZ-320Z-A

ATA 23 Communications

3-31-01M Passenger Address System – Passenger Configuration Open, secure and tag C/B COM/PUBLIC ADDRESS.

ATA 24 Electrical Power

4-22-01M ACW Generation (Generator and (or) Related GCU) (M)This procedure has to be performed before the next flight following the ACW generator channels fault triggering to detect a mechanical damage

(bearing failure...).• Perform a visual inspection of the failed alternator:• Look for overheating and/or presence of debris/chips in the alternator-cooling outlet. MMP Maintenance Part • Check for unusual noise from the alternator by manually rotating the propeller.If check satisfactory:• Repeat this inspection on a daily basis until the ACW generator failure is repaired. If check not satisfactory:• Replace the failed ACW generator before flight.### 24-30-01M DC Generation (Generator and (or) Related GCU) (M)• Due to Loganair aircraft being at least at NAS Standard 2, there is no furher Maintenance requirement. ATA 25 Equipment

5-11-02M Flight Deck Observer Seat (M)For removal, Refer to MP ATR-A-25-11-10-01ZZZ-520Z-A

25-11-03M Flight Crew Seat – Armrest Armrest to be secured in stowed position using a suitable means

acceptable to flight crew member of affected seat or to be removed IAW applicable CMM procedure. 25-21-01AM Required Cabin Attendant Seat (M)Confirm cabin attendant seat is secure and no loose objects are evident.### 25-31-02M Non-Required Cabin Attendant Seat (M)Confirm cabin attendant seat is secure and no loose objects are evident.25-31-01-01M Passenger Seats (M)• Identify the affected seat(s) and prohibit the use of the affected seat(s)by a placrd “DO NOT OCCUPY”.• Confirm that the inoperative seats does not block an emergency exit or restrict any passenger from acces to the main aircraft aisle. • Visual inspection is performed to check for any apparent sharp edge.MMP Maintenance Part 25-31-01-02M Passenger Seats – Underseat Baggage Restraining Bars (M) Visual inspection is performed to check for any apparent sharp edge.25-31-01-03M Passenger Seats – Passenger Seats Armrests (M)• Recline function is checked operative.• Visual inspection is performed to check for any apparent sharp edge.25-31-01-04M Passenger Seats – Recline Function (M)• Refer to Geven CMM 25-22-96, subtask 25-22-96-820-801-A01 – Recline Cable Adjustment. • Adjust recline cable to secure seat in takeoff and landing position.• If adjustment is not possible, block the seat & refer to 25-31-01-01 Passenger Seats.

25-40-01M Torches (M)• Remove unserviceable Cabin fitment torch from its position • Install alternative operative torch in the area under the cabin attendant

seat.• Install placard at the normal torch position stating alternative operative torch installed under the cabin seat.

25-45-01M Portable Protective Breathing Equipment (M)Remove the inoperative PBE in the case that it is in excess of the minimum requirement of 3 (a spare is available).

25-45-02M Interior Lavatory Door Ashtray (M)Affix a placard stating “INOPERATIVE – DO NOT ENTER” to the external face of the toilet door.

25-60-01-02M Survival (Portable) ELT (M)Remove ELT from aircraft, placard location where ELT removed from.### 25-64-02M Lifejackets (M)Remove the inoperative lifejacket.MMP Maintenance Part

5-64-03M Universal Lifejackets (M)Remove the inoperative lifejacket.ATA 26 Fire Protection

6-12-03M ENG 2 NAC OVHT (M)Open, secure and tag C/B ENG IND/NAC 2 OVHT DET 26-17-01-01M Toilet Smoke Detection System (M)

Refer to MP ATR-A-26-25-20-00ZZZ-281Z-A.### 26-21-01M AGENT DISCH Light (Engine) (M)Refer to MP ATR-A-26-21-XX-00ZZZ-362Z-A.### 26-25-00M Lavatory Fire Extinguisher Lavatory must be locked and placarded inoperative. ATA 27 Flight Controls

7-32-03M First Officer Pitch Trim Rocker Switch Cover (M)• Open, secure and tag CB R NORM PITCH TRIM.### 27-36-02M Stick Pusher Actuator (M)If control column is stuck • Stick Pusher Deactivation

– Open, secure and tag C/B FLT CTL/STICK PUSHER/PWR SPLYNote: if CB is to be pulled and collared this must be denoted in the HIL record sheet AAE 05a. Stick Pusher Actuator Removal • Refer to MP ATR-A-27-36-30-00ZZZ-520Z-A. MMP Maintenance Part

7-37-01M Pitch Elevators Coupling System (M)If “PITCH DISC” warning message appear on EWD and pitch coupling system is disconnected in flight.

• Perform visual inspection as per (Refer to JIC 55-10-00-DVI-10000/ MP ATR-A-55-1XXX-01ZZZ-310Z-A) before next flight. If “PITCH DISC” warning message appear on EWD and pitch coupling system is disconnected on ground. • No maintenance action is required before the Ferry Flight.If “PITCH RECONNCT” warning message is flashing on EWD.• Deactivate the elevator reconditioning device as per (Refer to MP ATR-A-27-31-40-00ZZZ-560Z-A).

27-37-02M Elevators Clutch Reconditioning Device (M)Refer to MP ATR-A-27-31-40-01ZZZ-560Z-A.### 27-61-01M Spoiler Control System (M)Refer to MP ATR-A-27-61-XX-00ZZZ-560Z-A.### 27-65-01M Spoiler Position Indicating System (M)Refer to MP ATR-A-27-61-XX-00ZZZ-560Z-A.27-70-01-01M GUST LOCK System – Aileron (M)• Deactivation of aileron gust lock system.Note: This task is to be performed on both sides.– Place GUST LOCK lever on “OFF” position.– Open, safety and tag the following breaker: FLT CLT/GUST LOCK AIL.

– Display warning notice in the flight compartment prohibiting operation of gust lock control. – Open acces panel 533AB (633AB) then 544AB (644AB).– Retract the actuator, if necessary, by means of an ALLEN KEY.MMP Maintenance Part – Check the clearance (8mm +/– 3mm) between the cam and the rocking lever.– Close C/B FLT CTL/GUST LOCK AIL and make sure that gust lock actuators do not engage inadvertently. – Open, Secure and tag C/B FLT CTL/GUST LOCK AIL.– Make certain that working area is clear and clean of tools and miscellaneous items. – Close acces doors.– Remove warning notice in the flight compartment.– Place GUST LOCK lever on “ON” position.Note: After 8 seconds, AIL LOCK LIT Alert will be triggered.– Rotate PILOT HANDWHEEL to the right to reach aileron stop.– Install tool P/N S0003024900000 or 98S27105002000 between the PILOT HANDWHEEL and the STEERING HANDWHEEL. Note: The tool shall be removed and stored before leaving the parking; the ailerons shall be kept on the stops manually during the taxiing operations.• Perform a daily inspection of Aileron hinge fitting stops (on RH and LH)– Install notice prohibiting operation of flight controls in flight compartment. – Install access platform.– Remove fairing 555AB or 655AB according to the aileron to be inspected. Note: LH and RH wings aileron hinge fitting stops must be inspected. – Manually move the aileron until reaching the upper stop.– Perform a Detailled Visual Inspection of aileron center fitting, aileron control fitting and lower stop as per Refer to NDTM 51-90-00. In case of findings, contact ATR prior any action.– Manually move the aileron until reaching the lower stop.– Perform a Detailled Visual Inspection of aileron center fitting, aileron control fitting and upper stop as per Refer to NDTM 51-90-00. In case of findings, contact ATR prior any action.– Install fairing 555AB or 655AB.MMP Maintenance Part – Remove warning notices and access platform. 27-70-01-02M GUST LOCK System – Elevator (M)• Perform a daily inspection of elevator hinge fitting stops (on RH and LH). • Install notice prohibiting operation of flight controls in flight compartment. • Install access platform.• Remove access panels 333CB and 343CB.• Maintain elevators in full nose up position (trailing edge upward).MMP Maintenance Part • Perform a Detailed Visual Inspection of elevators inboard hinge fittings and stops as per Refer to NDTM 51-90-00. In case of findings, contact ATR prior any action. • Install access panels 333CB and 343CB.• Remove warning notices and access platform.ATA 28 Fuel System

8-21-02M Electrical Fuel Pump (M)Open, secure and tag C/B FUEL/FUEL FEED/ENG 1 (2)/ELEC PUMP.28-25-01-01M Refueling Control Panel – Refueling Control Panel (M)• Gravity Refueling – Refer to MP ATR-A-12-11-28-00ZZZ-211Z-A.

• Manual Refuelling with Handle Ring Control – Refer to MP ATR-A-12-11-28-00ZZZ-211Z-A. Note: Manual refueling procedure using the handle ring control cannot be used if drainage of the refuel pipe is required (As Refueling Control Panel is inoperative and surge valve cannot be controlled). 28-25-01-02M Refueling Control Panel – Fuel Preselector (M)• Manual Refueling – Refer to MP ATR-A-12-11-XX-01ZZZ-211Z-A. 28-25-01-03M Refueling Control Panel – Preselected QTY (M)• Manual Refueling – Refer to JIC 12-11-00 FLG 10025/MP ATR-A-12-11-XX-01ZZZ-211Z-A.28-25-01-04M Refueling Control Panel – Refueling Control Panel Door Indication (M) Open, secure and tag C/B FUEL/RCP.MMP Maintenance Part

8-25-02M Pressure Refueling CAP (M)Open notice to crew to check refuel valves are confirmed closed and no leakage from the refuel coupling after refuelling occurs.

28-25-50 Refuelling Panel Microswitch (M)Refer to MMP.28-25-01-01M Refueling Control Panel – Refueling Control Panel (M).

28-42-01M Fuel QTY Indication (M)• Refer to MP ATR-A-12-11-28-00ZZZ-211Z-A for manual refueling.• Refer to MP ATR-A-12-11-28-00ZZZ-310Z-A for checking fuellevel using manual (magnetic) indicators.

• Refer to MP ATR-A-28-42-70-04ZZZ-340Z-A (FUNCTIONAL TEST OF FEEDER TANK LOW LEVEL SENSOR) to check the opposite side Fuel LO LVL alert.### 28-42-03M Fuel LO LVL Alert(M)• Refer to MP ATR-A-12-11-28-00ZZZ-310Z-A for checking fuellevel using manual (magnetic) indicators. • Refer to MP ATR-A-28-42-70-04ZZZ-340Z-A (FUNCTIONAL TEST OF FEEDER TANK LOW LEVEL SENSOR) to check Fuel LO LVL alert on opposite side.ATA 29 Hydraulic System

9-11-01M Main HYD Pump (M)Refer to MP ATR-A-29-XX-XX-00ZZZ-281Z-A to check the level of hydraulic fluid.

29-11-02M DC AUX Pump (M)Ensure wheels are chocked until ACW BUS is powered.### 29-33-02M HYD PWR – AUX PUMP – OVHT Alert (M)Ensure wheels are chocked until ACW BUS is powered.MMP Maintenance Part ATA 30 Ice And Rain Protection

0-31-05M PROBES HTG Fault Lights (M)Refer to MP ATR-A-34-11-10-00ZZZ-366Z-A to check pitot probes heating resistance.

30-80-01M Ice Detection System (M)• Open, secure and tag C/B ANIT/DE ICING/ICE DET ATA 31 Instruments

1-32-04M DFDR Required Parameters – Variable and Discrete Parameters are monitored through the OFDM program.

31-35-01M FAST System (M)• Pull C/B “FAST BATT” and “FAST ESS” CBs, secured and tagged for FAST deactivation.

• Record CB status on the Technical Log HIL Recorded Sheet AAE 05a.• Ensure that FDM and ECTM data is downloaded by alternative method. ATA 32 Landing Gear

2-42-01M Wheel Brake (M)ATR 42For deactivation, Refer to MP ATR-A-32-42-50-01ZZZ-560Z-A.For removal, Refer to MP ATR-A-32-42-50-00ZZZ-520Z-A.ATR 72For deactivation, Refer to MP ATR-A-32-42-50-01ZZZ-560Z-A.Note: For the ATR 72 dispatch is not possible with wheel brake removed.### 32-51-01M Nose Wheel Steering Open, secure and tag CB L/G-BRK/NOSE WHEEL STRG

MMP Maintenance Part ATA 34 Navigation 500-Series

4-11-01M Air Data Computer (ADC) (M)Open, secure and tag C/B ADS/ADC 2 End 500-Series

34-57-01-02M Airborne Collision Avoidance System – Combine TA and RA Dual Display (M) • The associated C/B ACAS is pulled for ACAS deactivation.Note: C/B is to be pulled and collared for ACAS deactivation and this must be denoted in the HIL Record Sheet AAE 05a. 34-57-01-03M Airborne Collision Avoidance System – Resolution Advisory (RA) Display System (M) • The associated C/B ACAS is pulled for ACAS deactivation.Note: C/B is to be pulled and collared for ACAS deactivation and this must be denoted in the HIL Record Sheet AAE 05a. 34-57-01-04M Airborne Collision Avoidance System – Traffic Alert (TA)Display System (M)• The associated C/B ACAS is pulled for ACAS deactivation.Note: C/B is to be pulled and collared for ACAS deactivation and this must be denoted in the HIL Record Sheet AAE 05a. ATA 35 Oxygen

5-12-10 Oxygen Overboard Discharge Indicator (Green Disc) (M)Refer to MP ATR-A-35-12-XX-00ZZZ-362Z-A.### 35-20-03M Passenger Service Unit – Passenger Configuration (M)Affected seats are to be blocked and placarded to prevent occupancy.MMP Maintenance Part

5-20-03M Portable Oxygen Bottle (M)Each inoperative bottle is to be placarded inoperative, removed from the installed location, and placed out of sight so it cannot be mistaken for a

functional unit.–OR– Remove the inoperative bottle. ATA 36 Pneumatic System

6-11-01M HP Valve (M)Refer to MP ATR-A-36-11-60-01ZZZ-560Z-A.### 36-11-02M BLEED Valve (M)Refer to MP ATR-A-36-11-60-00ZZZ-560Z-A.### 36-11-04M Ground X Feed Valve (M)Refer to MP ATR-A-36-11-20-00ZZZ-560Z-A.### 36-11-05M Ground X FEED VALVE OPEN Alert (M)Check of crossfeed valve:• Location: under passenger compartment, access doors 231DF and 231EF.

– Open, safety and tag the following circuit breaker on panel AIR BLEED/X FEED. – Open access doors 231DF and 231EF.– Check that mechanical indicator shows closed.– Close access doors.– Install placard.ATA 38 Water/Waste 38-10-00-01M Potable Water System • Deactivate or isolate the associated inoperative components.MMP Maintenance Part • If system is leaking it must be drained IAW TASK ATR-A-12-15-38-00001-226A-A Draining of Potable water.ATA 52 Doors

2-11-01M Door Alert System (M)Check that flight compartment overhead hatch is closed:• Manually operate handle to ensure the shoot bolt operates normally.• Close and latch the hatch.• Verify the handle is flush in the closed position.Note: Applicable only for Flight Compartment Overhead Hatch.52-21-01-01M Emergency Exit (Including Passenger-Crew Doors, Service Door, but Excluding Flight Deck Emergency

Exits) – Passenger Configuration (M)• Affected door/exit is closed and locked if the closing/locking function is not affected. • If the closing/locking mechanism is affected, the door is secured closed and locked. • A conspicuous barrier, strap or rope and a placard stating ‘DO NOT USE’ are placed across the affected door/exit, as applicable, prior to passenger boarding.• Associated door/exit markings, signs and lights are obscured or removed.

52-31-01M Cargo Door Motor Actuator (M)• 52-31-01ARefer to MP ATR-A-52-31-XX-01ZZZ-520Z-A.– OR – • 52-31-01B

Refer to MP ATR-A-52-31-30-01ZZZ-520Z-A.52-42-01-01M Service Door – Hold Open Device (M)Refer to MP ATR-A-53-67-XX-00ZZZ-281Z-A.MMP Maintenance Part ATA 56 Windows

6-11-01M (Windshield (Including Main Windshield, FWD and AFT Windows)(M)Refer to SRM 56.10.00.### 56-21-01M Passenger Compartment Window (M)Refer to SRM 56-21-00.ATA 61 Propellers

1-42-01M NP Indications (M)Refer to MP ATR-A-30-61-XX-01ZZZ-320Z-A to check PROP anti-icing is operative.

61-50-01M Propeller Brake (M)Refer to MP ATR-A-61-51-60-02ZZZ-560Z-A.Perform engine ground idle leak check following propeller brake deactivation IAW JIC 72-00-00 ERU 10040/MP ATR-

A-72-XX-XX-00001-340A-A.ATA 73 Engine Fuel and Control

3-15-01M Fuel Heater (M)If Too Low Temp • Fuel anti-icing additive for all fuel:

To be added in compliance with Engine Maintenance Manual (Refer to Engine Maintenance Manual 72-00-00 – Anti-icing Additives Table). Check of oil level:– Open left hinged cowl (435AL or 445AL).– Check that oil level is to “FULL”.– Close cowl(s).### 73-23-05M Engine Rating Interface Deactivation (M)ERIU (M)MMP Maintenance Part ERIU De-activation • Open, secure and tag the following C/B: ENG IND/CTL/RATING/ERIU SUPPLY. ATA 77 Engine Indicating

7-00-02M AFU (M)This task is performed to deactivate the AFU and then to avoid an untimely autofeather in flight:

• Open “C/B ENG CTL/ENG 1 (2)/AFU”.• Open “C/B ENG CTL/ENG 1 (2)/FEATH CTL & AFU”.• Open nacelle cowling left side.• Disconnect AFU connector • Secure and cap electrical connectors. • Close nacelle cowling.• Close C/B.### 77-13-01M TQ Indications (M)In case of dashes (---) on counter, ensure correct HBV operation as per PW engine maintenance manual 72-01-30. Dispatch with inoperative HBV is prohibited.ATA 79 Oil

9-32-01M Oil TEMP Indication (M)Refer to MP ATR-A-12-13-79-00ZZZ-310Z-A.### 79-33-01M Oil Pressure Indication (M)Refer to MP ATR-A-79-34-XX-00ZZZ-320Z-A.CDL Configuration Deviation List## 4 CDL Configuration Deviation List1. General Dispatch of the aircraft with some secondary airframe missing parts

is possible as indicated in this Configuration Deviation List (CDL).Any part not included in this list must be considered as necessary.Repairs or replacements must be done at the first available opportunity where they can reasonably be made. If the repairs or replacements are not carried out, additional malfunctions could be triggered, and it may require the aircraft to be taken out of service. The value in the “NI” column indicates the number of installed parts.A Dash “-” symbol indicates a variable quantity installed on the aircraft. The value in the “NR” column specifies the minimum quantity of parts that must be installed for a CDL dispatch, under the conditions listed in the dispatch conditions. A Dash “-” symbol indicates a variable quantity, minimal required for the dispatch of the aircraft. A “YES” in the “M” column indicates that a maintenance procedure must be performed in order to enable the dispatch of the aircraft. Refer to the related section of the Maintenance Manual for this information. Placard Column:• YES: The Dispatch Condition may require that a missing part introduces additional limitation clearly placarded in the cockpit. • NO: No Placard is Required.2. Limitations Dispatch is prohibited with more than two (2) missing CDL items. No more than one (1) item per ATA chapter in this CDL may be missing unless specific dedicated combinations are indicated (Except static dischargers that are not to be accounted for in both limitations). When missing part introduces additional limitation, this limitation is indicated in the dispatch conditions. This limitation comes in addition to limitations of Flight Manual. It must be clearly indicated by a placard. CDL Configuration Deviation List3. Performances Performance penalties, if any, are indicated in the dispatch conditions.Performance penalties are cumulative unless specific penalties for particular combinations of missing parts are indicated. These takeoff, en route, and landing penalties apply to the most limiting corresponding weight.

23 Communications 23-1 Static Dischargers

Applicability G-LMRD, G-LMRE NI NR PLACARD M

26 17 NO NOAny in excess of 17 may be missing provided that:a. Each aileron is equipped with at least 4 operative static dischargers, and

b. Rudder is equipped with at least 4 operative static dischargers, and c. Each elevator is equipped with at least 2 operative static dischargers, and d. Tail cone is equipped with at least 1 operative static discharger. Applicability G-LMRA, G-LMRB, G-LMSA, G-LMSB NI NR PLACARD M

27 17 NO NOAny in excess of 17 may be missing provided that:a. Each aileron is equipped with at least 4 operative static dischargers, and

b. Rudder is equipped with at least 4 operative static dischargers, and c. Each elevator is equipped with at least 2 operative static dischargers, and d. Tail cone is equipped with at least 1 operative static discharger. CDL Configuration Deviation List Applicability G-LMRX, G-LMRZ NI NR PLACARD M## 26 17 NO NOAny in excess of 17 may be missing provided that:a. Each aileron is equipped with at least 4 operative static dischargers, and b. Rudder is equipped with at least 4 operative static dischargers, and c. Each elevator is equipped with at least 2 operative static dischargers, and d. Tail cone is equipped with at least 1 operative static discharger. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMRV, Applicability G-LMRY NI NR PLACARD M

25 17 NO NOAny in excess of 17 may be missing provided that:a. Each aileron is equipped with at least 4 operative static dischargers, and

b. Rudder is equipped with at least 4 operative static dischargers, and c. Each elevator is equipped with at least 2 operative static dischargers, and d. Tail cone is equipped with at least 1 operative static discharger.

27 Flight Controls 27-1 Flap Hinge Fairing

Applicability ALL NI NR PLACARD M

8 6 YES NO One or two may be missing provided that:

a. Aircraft is not operated into known or forecast icing conditions, andCDL Configuration Deviation List b. Only one fairing may be missing per half wing (left and right), and c. In case of FWD part of the fairing missing, it is necessary to remove aft parts of the fairing at the same location. 27-2 Flap Lower Surface Trailing Edge Applicability ALL NI NR PLACARD M## 10 9 NO NO One may be missing.

32 Landing Gear 32-1 Main Gear Door

Applicability ALL NI NR PLACARD M

2 1 YES NO One may be missing provided that:

a. Maximum speed is 200 kt, and b. The aircraft is not operated into forecast or known icing conditions. Note: • The associated foldable doors must be removed.• In this situation, the main gear door and the foldable doors are considered as one item. 32-2 Main Gear Foldable Doors Applicability ALL NI NR PLACARD M## 4 2 YES NO One or two may be missing provided that: a. The missing parts are on the same side, and b. Maximum speed is 200 kt, and CDL Configuration Deviation List c. The aircraft is not operated into forecast or known icing conditions. 32-3 Nose Gear Forward Door Applicability ALL NI NR PLACARD M## 2 0 YES NO One or both may be missing provided that the flight is done with gear down (Refer to DEV.2.12.1 Dispatch with Landing Gear Down).32-4 Nose Gear Aft Door Applicability ALL NI NR PLACARD M## 2 0 YES NO One or both may be missing provided that: a. Maximum speed is 200 kt, and b. The aircraft is not operated into forecast or known icing conditions. Note: Flying with one or both nose gear aft doors missing generates additional cockpit noise. 32-5 Cover Wheels Applicability ALL NI NR PLACARD M## 2 0 NO NO One or both may be missing. 32-6 Brake Wear Indicator Pin by Wheel G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ NI NR PLACARD M## 2 1 NO NOCDL Configuration Deviation List May be inoperative or missing provided that: a. The remaining pin indicates a brake wear within the limits, and b. The brake stators and rotors pack are in good condition.

34 Navigation 34-1 T2CAS Top Antenna Polyurethane Gasket

G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB NI NR PLACARD M

1 0 NO NO May be missing provided that the antenna is installed with screws P/N

NAS 1101E3-13 and P/N NAS 11164-3K3.Note: • IPC is not applicable, P/N references above are specific for CDL. • May be combined with any other item listed in CDL-34 chapter.34-2 T2CAS Bottom Antenna Polyurethane Gasket G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB NI NR PLACARD M## 1 0 NO NO May be missing provided that the antenna is installed with screws P/N NAS 1101E3-13 and P/N NAS 11164-3K3.Note: • IPC is not applicable, P/N references above are specific for CDL. • May be combined with any other item listed in CDL-34 chapter.CDL Configuration Deviation List 34-3 DME1 Antenna Polyurethane Gasket G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB NI NR PLACARD M

1 0 NO NO May be missing provided that the antenna is installed with screws P/N

NAS 1102-3-9.Note: • IPC is not applicable, P/N references above are specific for CDL. • May be combined with any other item listed in CDL-34 chapter.34-4 DME2 Antenna Polyurethane Gasket G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB NI NR PLACARD M## 1 0 NO NO May be missing provided that the antenna is installed with screws P/N NAS 1102-3-9.Note: • IPC is not applicable, P/N references above are specific for CDL. • May be combined with any other item listed in CDL-34 chapter.34-5 ATC1 Antenna Polyurethane Gasket G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA NI NR PLACARD M

1 0 NO NO May be missing provided that the antenna is installed with screws P/N

NAS 1102-3-10.CDL Configuration Deviation List

Note: • IPC is not applicable, P/N references above are specific for CDL. • May be combined with any other item listed in CDL-34 chapter.34-6 ATC2 Antenna Polyurethane Gasket G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, Applicability G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA NI NR PLACARD M

1 0 NO NO May be missing provided that the antenna is installed with screws P/N

NAS 1102-3-10.Note: • IPC is not applicable, P/N references above are specific for CDL. • May be combined with any other item listed in CDL-34 chapter.34-7 ADF1 Antenna Polyurethane Gasket G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMSA, Applicability G-LMSB NI NR PLACARD M## 1 0 NO NO May be missing provided that the antenna is installed with screws P/N NAS 1101-3-26 and P/N NAS 1101-3-22.Note: • IPC is not applicable, P/N references above are specific for CDL. • May be combined with any other item listed in CDL-34 chapter.34-8 ADF2 Antenna Polyurethane Gasket G-LMTA, G-LMTC, G-LMTD, G-LMTE, G-LMTF, Applicability G-LMSA, G-LMSB NI NR PLACARD M

1 0 NO NOCDL Configuration Deviation List May be missing provided that the antenna is installed with screws P/N

NAS 1101-3-26 and P/N NAS 1101-3-22.Note: • IPC is not applicable, P/N references above are specific for CDL. • May be combined with any other item listed in CDL-34 chapter.## 52 Doors 52-1 Access Door to GPU Connector (DC or ACW) Applicability ALL NI NR PLACARD M

2 0 NO NO One or both may be missing.

52-2 Access Door to Refueling Panel Applicability ALL NI NR PLACARD M## 1 0 NO NO May be missing provided that C/B FUEL/RCP is pulled to prevent the discharge of the battery.Push C/B back for refueling only.52-3 Access Door to Refueling Point Applicability ALL NI NR PLACARD M## 1 0 NO NO May be missing provided after tank refueling, make sure that no fuel remains in the refuel pipe.CDL Configuration Deviation List 52-4 Access Door to Hydraulic Bay G-LMRA, G-LMRB, G-LMRD, G-LMRE, G-LMSA, Applicability G-LMSB NI NR PLACARD M## 6 5 NO NO One may be missing. G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, G-LMRV, Applicability G-LMRX, G-LMRY, G-LMRZ NI NR PLACARD M

7 6 NO NO One may be missing.

52-5 Access Door to Water Service Panel Applicability ALL NI NR PLACARD M## 1 0 NO NO May be missing. 52-6 Access Door to Toilet Service Panel Applicability ALL NI NR PLACARD M## 1 0 NO NO May be missing. 52-7 Access Door to Tail Cone Bay Applicability ALL NI NR PLACARD M## 1 0 YES NOCDL Configuration Deviation List May be missing provided that: a. Maximum speed is 200 kt, and b. The aircraft is not operated into forecast or known icing/rain conditions.52-8 Jacking Point Covers Applicability ALL NI NR PLACARD M- 0 NO NO May be missing. 52-9 MLG Doors Bonding Leads G-LMRB, G-LMRV, G-LMRY, G-LMRZ, G-LMTA, Applicability G-LMTC, G-LMTD, G-LMTE NI NR PLACARD M

4 2 NO NO One may be missing or inoperative on each MLG doors.

52-10 MLG Folding Doors Bonding Leads G-LMRB, G-LMRV, G-LMRY, G-LMRZ, G-LMTA, Applicability G-LMTC, G-LMTD, G-LMTE NI NR PLACARD M

6 3 NO NO One may be missing or inoperative on each MLG folding doors hinges.

53 Fuselage 53-1 Wing-Fuselage Fairing (Karman) Brush

Applicability ALL NI NR PLACARD M

4 0 NO NOCDL Configuration Deviation List One or more may be missing.

Note: A damaged brush must be removed.## 55 Stabiliser 55-1 Vertical Stabilizer Attach Fitting Rubber Plug Applicability G-LMRA, G-LMRB NI NR PLACARD M

12 10 NO NO One may be missing provided that the hole is covered with high speed

tape.G-LMRD, G-LMRE, G-LMRV, G-LMRX, G-LMRY, G-LMRZ, G-LMTA, G-LMTB, G-LMTC, G-LMTD, G-LMTE, G-LMTF, G-LMTG, G-LMTH, G-LMTI, G-LMTJ, Applicability G-LMSA, G-LMSB NI NR PLACARD M## 8 6 NO NO One may be missing provided that the hole is covered with high speed tape.## 61 Propeller 61-1 Propeller Spinner Applicability ALL NI NR PLACARD M

2 1 YES NO One may be missing provided that the aircraft is not operated into forecast

or known icing conditions.CDL Configuration Deviation List 79 Oil 79-01 Engine Oil Cooler Flap Applicability ALL NI NR PLACARD M## 4 3 NO NO One may be missing provided Flap is removed and engine oil parameters are monitored throughout the flight.CDL Configuration Deviation List INTENTIONALLY BLANK