Supplement To Fokker / Caa-Nl Approved Master Minimum Equipment List FOR Fokker 100 / Fokker 70

Civil Aviation Authority
SUPPLEMENT TO
FOKKER / CAA-NL APPROVED
MASTER MINIMUM EQUIPMENT LIST
FOR
FOKKER 100 / FOKKER 70
REVISION 3
12 March 2004
This document may not be reproduced in whole or in

part without prior permission of the CAA.
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This Master Minimum Equipment List (MMEL) is issued by the Civil Aviation Authority at the above
revision and is approved as the basis for the preparation and approval of individual operator's Minimum
Equipment Lists (MELs) for aircraft of this Type.
Correspondence concerning this document should be addressed to the office listed below:-

Safety Regulations Group
Aviation House
South Area
Gatwick Airport
Gatwick
West Sussex
RH6 0YR
Attention: Programmes Department

MMEL Section
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INTENTIONALLY LEFT BLANK
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REVISION RECORD
REVISION NO. ISSUE DATE INCORPORATED BY DATE
Original 6 March 2000
Revision 1 1 December 2000
Revision 2 1 March 2001
Revision 3 12 March 2004
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TABLE OF CONTENTS
REVISION RECORD
LIST OF EFFECTIVE PAGES
INTRODUCTION
PREAMBLE
NOTES AND DEFINITIONS
HIGHLIGHTS OF REVISION 3
21 AIR CONDITIONING
22 AUTO FLIGHT
23 COMMUNICATIONS
24 ELECTRICAL POWER
25 EQUIPMENT/FURNISHINGS
26 FIRE PROTECTION
27 FLIGHT CONTROLS
28 FUEL
29 HYDRAULICS
30 ICE AND RAIN PROTECTION
31 INDICATING / RECORDING
32 LANDING GEAR
33 LIGHTS
34 NAVIGATION
35 OXYGEN
52 DOORS
53 FUSELAGE
56 WINDOWS
73 ENGINE FUEL AND CONTROLS
74 IGNITION
77 ENGINE INDICATING
78 EXHAUST
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LIST OF EFFECTIVE PAGES
Page Revision Date
(i) Approval Sheet Revision 3 12 March 2004

(iii) Revision Record Revision 3 12 March 2004
(v) Table of Contents Revision 3 12 March 2004
(vii) List of Effective Pages Revision 3 12 March 2004
(viii) List of Effective Pages (Cont..) Revision 3 12 March 2004
(ix) Introduction Revision 3 12 March 2004
(xi) Preamble Revision 3 12 March 2004
(xii) Preamble (Cont...) Revision 3 12 March 2004
(xiii) Notes and Definitions Revision 3 12 March 2004
(xiv) Notes and Definitions (Cont..) Revision 3 12 March 2004
(xv) Notes and Definitions (Cont..) Revision 3 12 March 2004
(xvi) Notes and Definitions (Cont..) Revision 3 12 March 2004
(xvii) Notes and Definitions (Cont..) Revision 3 12 March 2004
(xix) Highlights of Revision 3 Revision 3 12 March 2004
(xx) Highlights of Revision 3 (Cont..) Revision 3 12 March 2004
(xxi) Highlights of Revision 3 (Cont..) Revision 3 12 March 2004
(xxii) Highlights of Revision 3 (Cont..) Revision 3 12 March 2004
S21-1 Revision 3 12 March 2004
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LIST OF EFFECTIVE PAGES (Cont..)
Page Revision Date

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INTRODUCTION
Guidance For Use Of This Supplement
1. The Supplement identifies only the differences from the CAA-NL approved Fokker MMEL for the
F28 Mk 0070 / Mk 0100, as well as giving CAA Policy on some items. The information presented in
the CAA-NL MMEL for the aircraft type is acceptable to the CAA except where superseded by an
item in this Supplement. Any alleviations given in this Supplement supersede those given in the
CAA-NL MMEL.
2. Item numbering in the Supplement aligns with the CAA-NL MMEL, where applicable.
3. The standard Preamble and Definitions appropriate to a CAA MMEL are included here. These
should be applied, in conjunction with those in the CAA-NL MMEL, to any MEL generated by use of
this supplement.
4. This supplement identifies those items which are required to be modified from
that defined in the CAA-NL MMEL or are introduced as additional alleviations. Where no item
exists in this supplement, but an entry is stated in the CAA-NL MMEL, the CAA-NL MMEL is
the acceptable entry.
NOTE 1 : Some items are complete replacement entries whilst others

modify only parts/sections of entries - in this latter case only the amended
part/section is stated in this supplement.
NOTE 2 : The text presented in bold format within this document indicates:
a) additional or altered text introduced since the previous

CAA MMEL Supplement for the Fokker 100 / Fokker 70, Revision 2,
dated 1 March 2001, or
b) highlighted parts of the CAA MMEL entry which differ

from the CAA-NL MMEL entry.
5. This Supplement is based on the CAA-NL approved F28 Mk 0070 / Mk 0100 MMEL at issue MAR
28/03. Additional MMEL alleviations provided by later issues of the CAA-NL MMEL must not be
used until the CAA Supplement has been updated to confirm that issue as the base document.
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PREAMBLE
1. The CAA approved Master Minimum Equipment List (MMEL) provides owners/operators of United
Kingdom registered aircraft, of the relevant type, with the basis for the preparation of their individual
Minimum Equipment List (MELs). In the case of holders of Air Operators Certificates the MEL will
be included in that company's Operations Manual.
2. The approved MMEL represents a list of items of equipment which, under particular circumstances,
can, to the satisfaction of the CAA, be unserviceable when the aircraft is despatched, while still
retaining the required level of safety.
3. The CAA recognises that in some respects the standard and scale of equipment provided in the
aircraft may exceed the minimum required to satisfy airworthiness or Air Navigation Legislation
requirements. Where necessary to achieve a satisfactory level of safety with an inoperative item,
appropriate limitations are imposed or the function transferred to another component.
4. The MMEL does not include items such as wings, engines and landing gear that are always required,
nor is reference made to equipment such as passenger convenience and entertainment items which
when inoperative obviously do not affect airworthiness. It is important to note therefore that ANY
ITEM WHICH IS RELATED TO THE AIRWORTHINESS OF THE AIRCRAFT AND WHICH IS
NOT INCLUDED IN THE MMEL IS ALWAYS REQUIRED TO BE OPERATIVE BEFORE A
FLIGHT IS DESPATCHED. This also applies to items required by Air Navigation Legislation.
Additional Certification Requirements (as appropriate) which are not listed must be operative.
5. The MMEL may not waive a limitation or an emergency procedure which is given in the Flight
Manual (FM) or override an Airworthiness Directive (AD) / Mandatory Inspection unless the FM/AD
provides otherwise. Similarly any Additional Certification Requirements, or other special provisions,
as appropriate which have been determined as necessary by the CAA shall not be waived unless
otherwise agreed or varied by the CAA.
6. An Owner/Operator’s MEL must receive CAA approval which thereby conveys the permission,
required by the UK Air Navigation Order, to the Commander, for operation of the aircraft with
specified items of equipment unserviceable.
7. The MEL may not be less restrictive than the MMEL, therefore the number of items required for
despatch shall not be less than the corresponding number in column 4 of the MMEL and any
associated conditions shall be at least as severe as those specified in column 5.
8. The MMEL does not anticipate the effects of combinations of apparently unrelated unserviceabilities
or allow for situations where systems are made inoperative for special purposes such as
demonstration, test or crew training. Other provisions may apply to positioning or ferrying flights but
these may not necessarily be included in the MMEL.
9. The MEL should indicate that a decision to operate the aircraft with multiple unserviceabilities should
only be made after due consideration of possible interrelated or additive effects and, if necessary,
following consultation with appropriate engineering specialists.
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PREAMBLE (Cont...)
10. It is not the purpose of the MMEL to allow defects of other than optional items to remain unrectified
indefinitely. The operational flexibility provided under the MMEL policy is justified only within a
framework of controlled and sound programmes of repairs, replacement and servicing. Defects
should be rectified expeditiously thus retaining the intended overall level of safety and reducing the
possibility of a subsequent failure necessitating the removal of the aircraft from service. Some
particular items in the MMEL may be subject to a limitation of flight hours, number of flights or
consecutive calendar days, and these must be transferred into the MEL.
A limit of 3 calendar days for the completion of repairs or replacements has been applied to some
items. Other time limits for rectification, such as those specified by the ANO, may also be applied as
appropriate. Operators with established routes shall specify in the MEL at which stations, in addition
to the main maintenance base, repair facilities exist.
11. This MMEL is based upon UK legislation and some of the alleviations it provides may not therefore
necessarily comply with foreign legislation.
12. Where entries specify the use of (O) and/or (M) procedures, the information contained in the
procedures issued by Fokker in line with the CAA-NL MMEL have been taken as the minimum
required.
13. The CAA MMELs and Supplements are produced in conjunction with a base document,
generally either the MMEL issued/approved by a Foreign Airworthiness Authority or the
aircraft manufacturer at a specific quoted revision number and date. There may be occasions
whereby the CAA MMEL or Supplement has not been updated to consider later revisions of the
base document. This could lead to instances where there are alleviations in the base MMEL
which have either been revised or deleted and are now more restrictive than the corresponding
CAA MMEL or Supplement entry. Operators are invited to review all new base document
MMEL revisions and where necessary advise the CAA MMEL section of any significantly more
restrictive alleviations introduced by the revision. The CAA will then expedite review of these
variations and, where required, issue amendments to the CAA MMEL or Supplement.
New or amended alleviations given in later issues of the base document shall not be used until the
CAA MMEL or Supplement has been updated to confirm that issue of the base document is
acceptable.
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NOTES AND DEFINITIONS
1. In this list, the items of equipment are classified in systems according to the ATA 100 specification.
Individual items within a given ATA classification are numbered sequentially.
2. "Item" (Column 1): The equipment, system, components or function as listed in Column 1.
“(If Installed)”: Indicates the listed item of equipment is not applicable to all models or
configurations. It does not imply that the aircraft may be operated in accordance with this MMEL
with the item removed.
NOTE 1: Items annotated in UPPER CASE letters indicate the precise flight deck legend
used.
NOTE 2: A single computer may include several functions. The corresponding MMEL entry
addresses either the computer, (if allowed totally inoperative), or individual
functions. If several functions are inoperative reference must be made to each one -
see Preamble items 8 and 9.
3. "Rectification Intervals" (Column 2) : Inoperative items or components, deferred in accordance with

the MEL, must be rectified at or prior to the rectification intervals established by the following letter
designators given in the "Rectification Interval" column (2) of the MMEL.
Category A
No standard interval is specified, however, items in this category shall be rectified in accordance with
the conditions stated in the Remarks column (5) of the MMEL.
Where a time period is specified it shall start at 00:01 on the calendar day following the day of
discovery.
Category B
Items in this category shall be rectified within three (3) consecutive calendar days, excluding the day
of discovery. For example, if it was recorded at 10 am on January 26th, the three day interval would
begin at midnight on the 26th and end at midnight on the 29th.
Category C
Items in this category shall be rectified within ten (10) consecutive calendar days, excluding the day
of discovery. For example, if it was recorded at 10 am on January 26th, the 10 day interval would
begin at midnight on the 26th and end at midnight on February 5th.
Category D
Items in this category shall be rectified within one hundred and twenty (120) consecutive calendar
days, excluding the day of discovery.
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Note: The operator may permit, with Authority agreement, a one-off extension of the applicable
rectification interval B, C or D for the same duration as that specified in the MMEL, in
accordance with JAR MMEL/MEL.
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NOTES AND DEFINITIONS (Cont...)
4. "Number Installed" (Column 3): The number of the specified items normally installed in the aircraft.
This number identifies the aircraft configuration considered in developing the MMEL.
NOTE: The operator's MEL should list the number installed in a particular aircraft.
5. "Number Required for Despatch" (Column 4): The minimum number of the specified items required
for operation provided the conditions defined in Column 5 are met.
6. "Remarks or Exceptions" (Column 5): This column includes a statement prohibiting operation or
permitting operation with a specific number of items inoperative, provisos (conditions and limitations)
for such operation and appropriate notes.
A note in column 5 indicates additional information and references for crew and/or maintenance
personnel consideration; they are not part of the provisos.
Where references are stated in column 5 these are to identify certain inter-relationships between the
subject item and other MMEL items, AFM material etc. These references are intended to assist, but
not relieve, an operator of the responsibility for determining such inter-relationships as stated in the
Preamble.
7. Dash (-): This symbol indicates a variable quantity when used in Columns 3 or 4.
NOTE: The operator's MEL should list the numbers appropriate to his particular aircraft in Columns
3 and 4.
8. Placarding: Each inoperative item must be placarded to inform and remind the crew members and
maintenance personnel of the equipment condition. To the extent practicable, placards should be
located adjacent to the control or indicator for the item affected such that it is clear to the operating
crew that it or its associated system is inoperative.
NOTE: The practice of specifying which items must be placarded, by means of an asterisk (*) has
been discontinued within the CAA Supplement.
9. "Inoperative": A system or item of equipment is deemed inoperative if it malfunctions such that it

does not accomplish its intended purpose and/or is not consistently functioning within its designed
operating limit(s) or tolerance(s).
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10. "(O)": The use of this symbol in Column 5 indicates that an appropriate operating procedure (or
change to an existing procedure) must be established, published and utilised to maintain the required
level of safety while operating under the terms of the (M)MEL.
Normally, these procedures are accomplished by the flight crew. However, other personnel may be
qualified and authorised to perform certain functions.
11. "(M)": The use of this symbol in Column 5 indicates that an appropriate maintenance procedure must
be established, published and utilised prior to the first flight undertaken following discovery of the
defect and, if necessary, repeated at specified intervals during operation under the terms of the
(M)MEL to maintain the required level of safety.
Normally, these procedures are accomplished by maintenance personnel. However, other personnel
may be qualified and authorised to perform certain functions.
NOTE: Where an item is annotated (O)/(M), the "/" is defined as "and/or", which shows
that there may be different options available in respect of the MEL procedures.
12. "As required by Air Navigation Legislation / Operating Requirements": The associated item
must comply with legal provisions such as the Air Navigation Order or any other legislation
(JAR-OPS 1) in force during the flight.
Operators should refer to the JAR-OPS 1 MEL Policy document (Temporary Guidance Leaflet
number 26) for suitable alleviations based upon the required equipment identified within JAR-
OPS 1, subparts K and L (published in the JAA Administrative and Guidance, section four,
Operations, part three).
13. "VMC" and "IMC": The definitions of these terms are those used in Section 2 of the Air Navigation
Order - Rules of the air.
14. "Icing Conditions": An atmospheric condition that may cause ice to form on the aircraft or in the
engines.
15. "Visible Moisture": An atmospheric environment containing water in any form that can be seen in
natural or artificial light, i.e. clouds, fog, rain, sleet, hail, snow.
16. "Flight Hour": The time from the moment an aircraft leaves the surface of the earth until it touches it
at the next point of landing.
NOTE: The definition differs from that given in the Air Navigation Order.
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17. "ETOPS": Refers to "extended range" operations which may be defined as "operation of a two-engined
aeroplane over a route that contains a point farther than one hour flying time at the normal one-
engined inoperative cruise speed (in still air) from an adequate airport".
18. "Flight day": A 24 hour period (from midnight to midnight) during which at least one flight is
scheduled for the affected aircraft.
19. "Authority": The competent regulatory authority according to the country of registry; for aircraft
registered in the U.K. this is the Civil Aviation Authority.
20. "Deleted": When applied to an item number, indicates that the item was previously listed but is now
required to be operative.
21. "Combustible (Material)": is defined as material which is capable of catching fire and burning.
When an MMEL item specifies the condition that only non-combustible materials are to be carried, it
is the operator's responsibility to determine that all material (including containers, packing material
and pallets etc) in the associated compartments is of a non-combustible nature.
If it cannot be determined whether any proposed cargo is non-combustible, it must not be loaded in
compartments where non-combustible materials are prohibited.
22. "System": System means the group of directly related components which together perform a specified
function, for example "RPM Indication System" would include the RPM Indicator, tachometer
generator, circuit breaker and associated circuitry.
23. "Dispatch": The point at which an aircraft first moves under its own power for the purpose of
commencing a flight.
NOTE The definition above is in accordance with that given in Article 129(2)(a) of the ANO and it
is at the point of despatch that the provisions of the MMEL cease to apply. They come into
affect again when the aircraft next comes to rest at the end of its flight. In the case of a
helicopter which comes to rest without stopping rotors, it is deemed to have ended its flight
and the provisions of the MMEL then apply until it is next despatched.
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24. Flight: For the purpose of a MEL, a flight is the period of time between the moment when an
aeroplane begins to move by its own means, for the purpose of preparing for take-off, until the
moment the aeroplane comes to a complete stop on its parking area, after the subsequent
landing (and no subsequent take-off).
25. It is not reasonably practical to repair or replace before the commencement of flight / it is not
reasonably practicable for repairs or replacements to be made: These statements are intended to
cover situations where there is a lack of a replacement part(s), inadequate engineering resources
or manpower to enable the defect to be rectified.
Note: The intention of either of these statements in an MMEL is that the aircraft may be
dispatched if there are inadequate available spares or if there are no qualified and
authorised personnel on base to perform the task. The definition is not dependent on
whether there is enough time available to complete the task before the next flight. If the
aircraft is at a maintenance base or any other airport, but the spare(s) or manpower are
not available, then the aircraft may be dispatched. As soon as the aircraft lands at an
airport where the spares are available and there are qualified and authorised personnel
on base, the defect must be rectified.
26. The aircraft may depart on the flight or series of flights for the purpose of returning directly to
a base where repairs or replacements can be made / the aircraft may continue the flight or series
of flights but shall not depart an airport where repairs or replacements can be made: These
statements are intended to allow the aircraft to be flown, using the most direct route, to the
nearest maintenance base where arrangements for repairs or replacements can be made.
Note: Once the aircraft lands at the maintenance base, the aircraft shall not be dispatched
until the defect has been rectified.
27. This CAA document is based on the CAA-NL MMEL, where modification status affects the eligibility
of a number of entries. To ensure effectivity only applies to modified aircraft, applicable entries quote
modification numbers in column 1.
28. Base documents used for the preparation of this MMEL are:
(a) CAA-NL approved Fokker F28 Mk 0070 / Mk 0100 MMEL dated MAR 28/03.
(b) CAA MMEL Policy as at 12 March 2004.
(c) CAA MMEL Supplement for Fokker 100 / Fokker 70, Revision 2, dated 1 March 2001.
(d) JAR-OPS 1 MEL Policy Document (TGL 26) dated 1 June 2002.
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(e) JAR-MMEL/MEL dated 1 May 2000.
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HIGHLIGHTS OF REVISION 3
General These highlights reflect the changes introduced as a consequence of reviewing the CAA-NL
approved MMEL for the F28 Mk 0070 / Mk 0100 at revisions OCT 16/02 and MAR 28/03.
Temporary Revision Record deleted. All references to RLD have been changed to CAA-NL.
Introduction Items 1 and 3 deleted, and subsequent items renumbered. TR-20 incorporated in item 4.
Source document amended.
Preamble Source document amended. TR-G4 incorporated as item 14. Item 12 deleted and subsequent
items renumbered. Item 13 added.
Notes and TR-G4 incorporated in items 12 and 25. Item 18 deleted. New items 25 and 26 added in line
Definitions with current CAA MMEL Policy, incorporating and amending TR-21. Subsequent items
renumbered. Source documents updated.
ATA 21 AIR CONDITIONING
-26-9 “AVNCS COOL REDUCED” Title amended in line with CAA-NL MMEL.
message on MFDS
ATA 22 AUTOFLIGHT
-21-0 FAC Functions The CAA-NL MMEL at revision MAR 28/03 is now
acceptable.
-41-1 AFCAS MAINT REQD Message Part (2) amended in line with CAA MMEL Policy.
on MFDS
ATA 23 COMMUNICATIONS
-71-1 Cockpit Voice Recorder TR-G4 incorporated.
ATA 24 ELECTRICAL POWER
-26-2 Autoland Static Inverter The CAA-NL MMEL at revision MAR 28/03 is now
acceptable.
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HIGHLIGHTS OF REVISION 3 (cont.)
ATA 25 EQUIPMENT / FURNISHINGS
-21-2 Cabin Attendant Seat Updated in line with current CAA MMEL Policy.
-63-1 Emergency Locator Transmitter TR-G4 incorporated.
-64-2 Protective Breathing Equipment Combined previous items 64-2 and 64-3 in line with
current JAA policy.
ATA 26 FIRE PROTECTION
-13-3 Lavatory Smoke Detection System Updated in line with current CAA MMEL Policy.
-24-1 Portable Fire Extinguishers Reference to Airworthiness Notice 760 has been removed.
-24-2 Lavatory Fire Extinguishers The rectification interval is now “C” in line with current
CAA MMEL Policy.
ATA 27 FLIGHT CONTROLS
-45-1 Stabiliser Position Indicator Rectification Interval corrected to “A” category.
-54-1 Alternate Flap Control System Rectification Interval corrected to “A” category.
ATA 28 FUEL
-16-5 Auxiliary FUEL TRANSFER This item is not applicable.

System

“FAULT” Indication

“MAN” Indication
-45-2 “COLL TK 1/2 LO LVL” alert New item.

Message on MFDS
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ATA 30 ICE AND RAIN PROTECTION
-11-1 Wing Anti-Icing Updated to reflect changes in CAA-NL MMEL.
-11-2 Wing Anti-Icing Fault Indication The CAA-NL MMEL at revision MAR 28/03 is now
acceptable.
-11-3 Wing Anti-Icing Low Capacity The CAA-NL MMEL at revision MAR 28/03 is now
Indication acceptable.
ATA 31 INDICATING / RECORDING
-31-1 Flight Data Recorder TR-G4 incorporated.
-31-2 Quick Access Recorder TR-G5 incorporated.
ATA 32 LANDING GEAR
-61-4 MLG Downlock Switch Rectification interval changed to “A” category with 2
flight days to align with CAA-NL MMEL.
-61-4 NLG Downlock Switch Rectification interval changed to “A” category with 2
flight days to align with CAA-NL MMEL.
ATA 33 LIGHTS
-20-1 Passenger Compartment Lighting TR-20 incorporated.
-24-1 Passenger Notice System TR-17 incorporated.
-42-1 Anti-Collision Lights Updated to reflect current CAA MMEL policy.
ATA 34 NAVIGATION
-11-1 Static Ports New entry. TR-19 incorporated.
-24-1 Standby Magnetic Compass TR-18 incorporated.
-42-1 Radio Altimeter Updated to reflect current CAA MMEL policy.
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ATA 34 NAVIGATION (cont.)
-43-1 GPWS / TAWS The CAA-NL MMEL at revision MAR 28/03 is now
acceptable. Title amended to include TAWS.
-46-1 ACAS II Amended to include TR-G4 and updated to reflect current

CAA MMEL policy.
ATA 52 DOORS
-11-1 Airstair Passenger Door Safety Rectification Interval corrected to “A” category.
Pin System
-51-1 Reinforced Flight Deck Door Revised entry in line with current CAA MMEL Policy.
Title revised and item moved from Additional Items.
-71-1 Door lock Warning System Updated in line with CAA-NL MMEL at revision
MAR 28/03.
-71-2 Airstair Passenger Door New entry.

Indication Lights
-00-1 Emergency Exits Amended to reflect current CAA MMEL Policy.

Rectification Interval changed to “A” category.
ATA 78 EXHAUST
-30-1 Thrust Reversers TR-20 incorporated.
-33-1 Thrust reverser Indication and The CAA-NL MMEL at revision MAR 28/03 is now
Alerting System acceptable.
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CIVIL AVIATION AUTHORITY
AIRCRAFT: Fokker 100 / Fokker 70 REVISION NO: REVISION 3 PAGE:
CAA Supplement to Fokker MMEL
DATE: 12 March 2004 S21-1
(1) System & Sequence Numbers (2) Rectification Interval
Item
(3) Number Installed
(4) Number required for despatch
(5) Remarks or Exceptions
21 AIR CONDITIONING
-26-9 “AVNCS COOL REDUCED” C - - (M) Operation with the AVNCS COOL REDUCED
message on MFDS message on the MFDS is permitted provided the
dispatch conditions for items 21-26-1 and 21-26-2 are
complied with.
-33-1 Cabin Rate of Climb Indication C 1 0 May be inoperative provided:
(a) Cabin altitude indication is operative, and
(b) Both automatic pressure control systems

operate normally.
-33-2 Cabin Altitude Indication C 1 0 (O) May be inoperative provided:
(a) Cabin differential pressure indication is operative,

and
(b) A chart is provided to convert cabin altitude to

differential pressure.
-33-3 Cabin Differential Pressure Indication C 1 0 (O) May be inoperative provided:
(a) Cabin altitude indication is operative, and
(b) A chart is provided to convert cabin altitude to

differential pressure.
-52-1 PACK FAULT/OFF Light D 2 0 One or both may be inoperative provided the
(On overhead panel) associated warning is operative on the MFDS.

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Item
22 AUTOFLIGHT
-10-0 FCC and FAC functions
1) Autopilots C 2 1 One may be inoperative provided approach minima do

not depend on two autopilots.
Note 1: Landing weather minima may be affected -

refer to the AFM.
Note 2: The altitude hold function is required to be

operative for RVSM operations.
B 2 0 May be inoperative provided approach minima do not

depend on the use of the autopilot.
Note 1: Landing weather minima may be affected -

refer to the AFM.
Note 2: Any mode that operates normally may be

used.
Note 3: The altitude hold function is required to be

2) Auto Throttle Channels (ATS) C 2 1 (O) One may be inoperative.
C 2 0 (O) Both may be inoperative. Landing weather minima

are affected - refer to the AFM.
Note: Steep approach and landing operations (if

applicable) may be affected. Refer to the AFM
appendix: STEEP APPROACH AND
LANDING.
-10-1 FCC functions
1) Altitude alerts C 2 1 (O) One may be inoperative.
Note: This system is required to be operative for

RVSM operations.
Item
22 AUTOFLIGHT (Cont.)
-10-4 Flight Mode Panel ALTITUDE

Control Functions
2) Altitude hold function C 1 0 May be inoperative provided the selected altitude

(push knob) display on each PFD follows rotation of the altitude
control knob.
Note: The altitude hold function is required to be

-11-2 Control Wheel Autopilot Disconnects C 2 1 One may be inoperative provided:
(a) The disconnect switches at the non-affected side

are checked to be operative by cavalry charge
audio,
(b) The aircraft is flown from the non-affected side,

and
(c) The autopilot is not used below 1500ft AGL.
C 2 0 Both may be inoperative provided:
(a) The autopilot is not used, and
(b) Approach minima do not require the use of the

autopilot.
-11-5 AUTOLAND Caution Lights and C 2 0 (O) One or both may be inoperative provided
Resets approach minima are not dependent on their use.
Refer to Flight Manual.
-21-0 FAC Functions The CAA-NL MMEL at revision MAR 28/03 is now
acceptable.
-21-3 Yaw Rate Sensor Unit A 1 0 May be inoperative provided repairs or replacements
(If installed) are made within ten calendar days.
Note: Yaw damper may be affected.

Item
22 AUTOFLIGHT (Cont.)
-41-1 AFCAS MAINT REQD Message on

MFDS (If installed)
1) Mk0100 (Pre SB 22-37) A - - With this message on the MFDS the aircraft may
continue the flights, for a maximum of 100 flight hours.
2) Mk0100 (Post SB 22-37) A - - With this message on the MFDS the aircraft may
continue
Mk0070 the flight or series of flights for the purpose of
returning directly to a base where repairs or
replacements can be made.

SUPPLEMENT

Item
23 COMMUNICATIONS
-21-1 Selective Call System (SELCAL) D - 0 (O) May be inoperative provided:

(If installed)
(a) Procedures do not require its use,
OR
(b) Flight crew monitor appropriate radio

frequency.
-33-1 Megaphone Refer to item 25-63-2.
-41-1 Service Interphone C 1 0 (O) May be inoperative provided:
(a) Procedures are not dependent on its use,
OR
(b) Alternate procedures are established and used.
-41-2 Cabin Interphone System C 1 0 (O) As required by Air Navigation Legislation. May be
inoperative provided:
(a) The PA is operative, and
(b) Alternate normal and emergency procedures are

established and utilised.
Note: Any station that operates normally may be

used.
-51-1 Audio Management Channels C 4 - One required for each crew member on flight deck
(Including Flight Interphone) duty.
-51-2 Audio Control Panels C 3 - One required for each crew member on flight deck
duty.
-51-3 Audio Jack Panels C 3 - One required for each crew member on flight deck
duty.
-51-4 Flight Deck Speakers C 2 0 One or both may be inoperative provided procedures
are not dependent on their use.
Item

Item
23 COMMUNICATIONS
(Cont.)
-51-5 Oxygen Mask Microphones D 3 - One required for each crew member on flight deck
duty.
-51-6 Hand Held Microphones C 2 0 Any or all may be inoperative.
-51-7 Headsets (boom type, including D 3 - One headset (including boom microphone) must be
microphones) operative for each required crew member on flight
deck duty.
Any in excess of those required by legislation may be

inoperative.
-51-9 AUDIO Source Selections Refer to item 23-51-1.
-71-1 Cockpit Voice Recorder (CVR) - - - As required by Operating Requirements.

Item
24 ELECTRICAL POWER
-21-2 APU Driven Generator Channel D 1 0 May be inoperative provided both engine driven
generator channels operate normally.
-21-3 GEN FAULT Lights C 3 0 May be inoperative provided Generator Fault

(Including APU) message on MFDS and related audio alerts are
available.
-22-1 AUTO AC X-TIE FAULT Lights C 2 0 May be inoperative provided AC X-TIE message on
MFDS and related audio alerts are available.
-25-1 AC and DC Indication System - 1 1 Must be operative.
-26-1 Emergency Inverter
(1) Aircraft fitted with

GTCP36-150R APU C 1 0 (O) May be inoperative provided:
(a) Both engine driven generators are operative,
(b) APU driven generator is operative, and
(c) Flight altitude is limited to FL250 or below.

(2) Aircraft fitted with
GTCP36-150RR APU
(Post mod SBF100-49-018) C 1 0 (O) May be inoperative provided:
(a) Both engine driven generators are operative, and
(b) APU driven generator is operative.
-26-2 Autoland Static Inverter The CAA-NL MMEL at revision MAR 28/03 is now
(If installed) acceptable.
-31-1 Transformer Rectifier Units - 2 2 Must be operative.
-31-2 TRU FAULT Lights C 2 0 Both may be inoperative provided TRU FAULT
message on MFDS and related audio alerts are
available.
Item
24 ELECTRICAL POWER
(Cont.)
-32-1 DC X-TIE “ON” Light C 1 0 May be inoperative provided DC X-TIE message on

MFDS and related audio alerts are available.
-33-1 BAT CHARGER FAULT Lights C 2 0 Both may be inoperative provided BAT 1(2)
CHARGER message on MFDS and related audio
alerts are available.
-33-2 BAT NOT ON Message on MFDS - - - Must be operative.

(If installed)
-33-3 Battery Charger - 2 2 Must be operative.

Item
25 EQUIPMENT / FURNISHINGS
-11-1 Flight Crew Seat Harness - 3 - As required by Air Navigation Legislation.
(1) Inertia Reels B - - As required by Air Navigation Legislation. May be

inoperative provided the affected harness is adjusted
and locked by an approved means to suit the
individual flight crew member.
-11-2 Flight Deck Observer Seat D 1 0 May be inoperative provided the seat is not required
and Harnesses and is correctly stowed.
-21-1 Cabin Attendant Seat Harness D 3 - (M)/(O) As required by Air Navigation Legislation.
Any in excess of those required by legislation may be

inoperative.
Note: A seat with a defective harness is

considered to be inoperative and shall
be secured in the retracted position
or removed.
-21-2 Cabin Attendant Seat D - - (M)/(O) As required by Air Navigation Legislation.

Any cabin attendant seat in excess of those required
by legislation to be occupied may be inoperative.
B - - (M) (O) One required cabin attendant seat may be

(a) The inoperative seat is not occupied,
(b) The cabin attendant displaced by the

inoperative seat occupies the passenger seat
nearest to the inoperative cabin attendant seat,
(c) Alternate procedures are established and

approved for the displaced cabin attendant,
(d) Folding type seat is stowed or secured in the

retracted position,
(e) The passenger seat assigned to the cabin

attendant is placarded “FOR CABIN CREW
USE ONLY”, and
(cont.)
Item
25
EQUIP
MENT/
FURNI
SHING
S
-21-2 Cabin Attendant Seat (cont.) (f) If the aircraft is subject to direct view
requirements, direct view of the passenger
cabin by the cabin crew must not be impaired.
Note 1: A fully automatic seat that will not stow

automatically or remain stowed is
considered to be inoperative and shall be
secured in the retracted position or
removed. An exception should only be made
where the cabin layout is such that
emergency egress is not in any way
compromised by a seat in the deployed
position.
Note 2: A seat with an inoperative or missing seat

belt or harness is considered to be
inoperative.
Note 3: This requirement does not preclude the use

of passenger seats by cabin attendants
carried in excess of the required cabin crew
complement.
-57-1 Moving Belt Cargo Loading System D 1 0 (O) May be inoperative provided aircraft loading is
in
(If installed) accordance with the Weight and Balance Manual.
Note: The flight crew must visually confirm that

the cargo hold loading configuration is
correctly recorded on the load sheet.
-63-1 Emergency Locator Transmitter (ELT) A - - May be inoperative provided repairs or replacements
(If installed) are made within 6 further flights or 25 flying hours,
whichever occurs first.
D - - Any in excess of those required may be inoperative.

Item
25 EQUIPMENT/
FURNISHINGS (Cont.)
ADDITIONAL ITEMS
-20-1 Passenger Seats D - - (M) May be inoperative secured in the upright

(Including Seat Backs) position.
D - 0 (M) One or more may be inoperative provided:
(a) Affected seat does not block an emergency exit,
(b) Does not restrict any passenger from access to

the main aircraft aisle, and
(c) Affected seat(s) is blocked and placarded “DO

NOT OCCUPY”.
Note 1: A seat with an inoperative seat belt is

considered inoperative.
Note 2: A seat with an inoperative seat belt is

considered to be inoperative if the seat
cannot be secured upright.
Note 3: Inoperative seats do not affect the number

of Cabin Crew required by Air Navigation.
-60-1 Cabin Emergency Torches / Holders C - - As required by Air Navigation Legislation. May be
inoperative or missing provided cabin crew member
assigned to affected position has an operative torch
readily available.
-60-2 First Aid Kits D - - As required by Air Navigation Legislation. Any in

excess of those required by legislation may be
inoperative or missing.
-63-2 Megaphones D - - As required by Air Navigation Legislation. Any in

excess of those required by Air Navigation Legislation
may be inoperative or missing provided the
inoperative megaphone is removed from the passenger
cabin.
Item
25 EQUIPMENT/
FURNISHINGS (Cont.)
ADDITIONAL ITEMS (Cont.)
-64-2 Protective Breathing Equipment D - - (M) Any in excess of that required may be inoperative
(PBE) or missing provided the inoperative PBE is placarded
inoperative, removed from the installed location and
placed out of sight so it cannot be mistaken for a
functional unit.
-66-2 Emergency Evacuation Devices A - - (M) (O) As required by Air Navigation Legislation,
(Slides/Sliderafts), including one device may be inoperative provided all the
Inflation Medium conditions associated with an inoperative exit/door are
observed and applied (see Chapter 52).
Note: The aircraft may continue the flight or

series of flights but shall not depart an
airport where repairs or replacements can
be made.
Item
26 FIRE PROTECTION
-11-1 Engine Fire Detection System C 2 2 (O) One detection loop on each engine may be
(a) The inoperative loop is switched OFF, OFF light

must illuminate and
(b) An engine fire test is performed prior to each

engine start.
-11-3 Fire Handle Warning Light - 2 2 Both must be operative.
-12-3 APU Fire Warning Light C 1 0 May be inoperative provided the APU is not used and
procedures are not dependent on its use.
-13-3 Lavatory Smoke Detection System C - - (M) May be inoperative provided:
(a) Lavatory compartment is electrically isolated

(including flush motors and other high voltage
devices),
(b) Lavatory waste-bin is empty,
(c) Lavatory door is locked and appropriately

placarded, and
(d) Lavatory is not used for any other purpose.
B - - (O) May be inoperative provided:
(a) Lavatory compartment Fire Extinguishers are

fitted and operating normally, and
(b) Lavatory compartment is checked at 20

(twenty) minute intervals for evidence of fire
and smoke.
-22-1 APU Fire Extinguishing System D 1 0 May be inoperative provided APU is not used, and
appropriately placarded.
Note: The second alleviation in the Fokker

MMEL for one fire extinguishing system
installed is not acceptable.
(cont.)
Item

Item
26 FIRE PROTECTION
(Cont.)
-22-1 APU Fire Extinguishing System C 2 1 (M) (O) If two APU fire extinguisher bottles are
installed,
(cont.) one may be inoperative provided:
(a) The operative bottle is fired first in the event

of an APU fire, and
(b) If No. 1 bottle is inoperative, the APU is

monitored from the cockpit by qualified
personnel during ground operation.
-23-1 Engine Fire Extinguisher AGENT C 2 0 (M) One or both may be inoperative provided an
“LO” Indication approved test procedure is used once each flight day
to verify that associated bottles are properly charged.
-23-2 APU Fire Extinguisher AGENT LO C 1 0 (M) If one bottle is installed the indication may be
Pressure Indication inoperative provided the bottle is checked to be
serviceable once each flight day.
C 2 1 (M) If two fire extinguisher bottles are installed, one

indication may be inoperative provided the bottle is
checked to be serviceable once each flight day.
C 2 1 (M) (O) If two fire extinguisher bottles are installed,

one
indication may be inoperative provided:
(a) The bottle corresponding with the operative

indication is fired first in case of an APU, and
(b) If indication of the No.1 bottle is inoperative the

APU is monitored from the cockpit by qualified
personnel during ground operation.
-24-1 Portable Fire Extinguishers D - - Extinguishers in excess of the minimum required may
be inoperative.
-24-2 Lavatory Fire Extinguishing System C - - May be inoperative.

Item
27 FLIGHT CONTROLS
-21-1 Rudder Pedal Adjustment Systems B 2 0 May be inoperative provided:
(a) Pedals are adjusted utilising an approved

maintenance procedure to satisfy the individual
requirements of the flight crew, and
(b) It is verified that rudder and brake systems

operate normally.
-35-2 Stick Pusher System - - - Must be operative.
-35-3 Stall Warning System - - - Must be operative.
-45-1 Stabiliser Position Indicator A 1 0 (O) May be inoperative provided:
(a) T/O configuration warning system for stabiliser

trim is checked to be operative,
(b) T/O stabiliser trim setting is set by means of the

markings on the vertical stabiliser before departure,
and
(c) Repairs or replacements are carried out within

three calendar days.
-54-1 Alternate Flap Control System A 1 0 (O) (M) May be inoperative provided:
(a) Normal flap control system is operative,
(b) Lift dumper accumulators are serviceable, and
(c) Repairs or replacements are made within three

calendar days.
-54-2 Flap Auto Reset System - 1 1 Must be operative.

Item
27 FLIGHT CONTROLS
-56-1 Flap Position Indicator C 1 0 (O) May be inoperative provided:

(If Installed)
(a) Flap disagree alert is operative,
(b) The input(s) from the flap system to the take-off

configuration warning system is operative, and
(c) Flap lever position is used as flap position

indication.
-56-2 Flap Position Indication on EFIS C 2 0 (O) May be inoperative provided:

(If Installed)
(a) Flap disagree alert is operative,
(b) The input(s) from the flap system to the take-off

configuration warning system is operative, and
(c) Flap lever position is used as flap position

indication.
-65-1 Lift Dumper Accumulator Pressure D 1 0 (M) May be inoperative provided:

Indicator (On Accumulator Service
Panel) (a) Accumulator pre-charge is checked to be
correct prior to each flight,
OR
(b) Dispatch is made in accordance with item 27-64-

1.
Item
28 FUEL
-12-1 Centre Tank Fuel System D 1 0 (M) May be inoperative provided:

(If installed)
(a) Centre tank is empty,
(b) Both CTR TANK pumps are switched OFF, and
(c) Pressure refuelling must be done only in MANUAL

mode with centre tank switch in the SHUT
position.
C 1 0 (M) May be inoperative provided:
(a) Both CTR TANK pumps are switched OFF,
(b) Fuel in centre tank is considered to be unusable,
(c) Fuel in centre tank is considered as payload,
(d) Non-allowable leakage is not observed, and
(e) Pressure refuelling must be done only in MANUAL

mode with centre tank switch in the SHUT
position.
-16-5 Auxiliary Fuel AUTO TRANSFER This item is not applicable.

System

“FAULT” Indication

“MAN” Indication
-21-3 Fuelling Control Panel Fuel D 3 0 (M) One or all may be inoperative provided:
Quantity Indication
(a) The tanks are refuelled according to the manual
refuelling procedure,
(b) Tank contents are monitored during refuelling by

the use of the flight deck indicators or magnetic
level indicators or by other approved means, and
(c) Fuel quantity in the centre tank is determined

prior to refuelling.
Item
28 FUEL (cont.)
-22-11 Fuel Pump (Wing Tank) C 4 3 (O) One may be inoperative provided:
(a) Both main tank quantity indications operate

normally,
(b) Crossfeed system is checked to be operative, and
(c) Jet A or Jet A-1 type of fuel is used.
-22-14 SYS SHUTOFF Valve “SHUT” C 2 0 (M) May be inoperative provided flow bar indication
(“CLOSED”) Indication is installed and is operative.
Note: The second alleviation in the Fokker

MMEL regarding fuel flow indication on
the MFDS is not acceptable.
-45-2 “COLL TK 1/2 LO LVL” alert message

on MFDS
(1) Indication switches C 2 1 One may be inoperative. Dispatch with a continuous

“COLL TK 1/2 LO LVL” alert message on the MFDS is
allowed provided:
(a) MFDS alert message is ON immediately after

refuelling of more than 700 kg (1540 lb) in the
corresponding tank,
(b) The corresponding fuel tank quantity indication is

operative,
(c) The corresponding fuel tank quantity indication is

monitored regularly, and
(d) Extreme flight attitudes are avoided at

corresponding fuel tank quantity indication below
500 kg (1100 lb).
Item
28 FUEL (cont.)
-45-2 “COLL TK 1/2 LO LVL” alert message

on MFDS (cont.)
(2) Transfer Jet Pump System B 2 1 One may be inoperative. Dispatch with a “COLL TK 1/2
LO LVL” alert message on the MFDS is allowed
provided:
(a) The corresponding fuel tank quantity indication is

operative,
(b) The corresponding fuel tank quantity indication is

monitored regularly,
(c) Minimum flight plan fuel is increased by 120 kg

(260 lb) for each corresponding fuel tank, and
(d) Extreme flight attitudes are avoided.


SUPPLEMENT

Item
29 HYDRAULICS
-11-1 Engine Driven Hydraulic Pumps
(1) System 1 C 2 2 Must be operative. However, the depressurisation

function may be unserviceable for one pump provided
affected pump and system functions are normal.
(2) System 2 C 2 1 (O) One may be inoperative provided:
(a) No.2 electric pump is operative,
(b) Brake system automatic change over valve

function is checked to be operative, and
(c) The aircraft shall not depart an airport where

repairs or replacements can be made.
-11-2 System Accumulator C 2 0 May be inoperative provided:

(Including Indicator on Accumulator
Service Panel [ASP]) (a) Hydraulic system functions normally, and
(b) Both electric pumps are operative.
-31-1 Fluid Quantity Indication System C 2 0 (M) One or both may be inoperative provided:
(a) Reservoir level is verified normal prior to each

take-off, and
(b) Associated low quantity lights operate

normally.
-32-1 Hydraulic Tank Pressurisation - 2 2 Must be operative.
-33-1 System Pressure Indication C 2 0 (O) One or both may be inoperative provided:
(System 1 and 2)
(a) System functions are normal, and
(b) All associated pump FAULT lights operate

normally.

SUPPLEMENT

Item
30 ICE AND RAIN

PROTECTION
-11-1 Wing Anti-Icing System
(1) In flight system B 1 0 (M) May be inoperative provided:

or for post SBF100-30-018:
In flight system and on ground (a) The wing modulating and shut-off valve is
closed
heating system and/or the wing shut-off valve (if installed) is
closed,
(b) The aircraft is not operated in known or forecast

icing conditions, and
(c) After de-icing, a tactile inspection or the

alternative take-off technique is applied in
accordance with the AFM.
Note: If icing conditions are encountered during the

flight, apply the AFM procedure “Airframe anti-
icing fail”.
(2) On ground heating system C 1 0 (M) May be inoperative provided:

(post SBF100-30-018)
(a) If ground icing conditions exist, after de-icing a
tactile inspection is performed or the alternate
take-off technique is applied in accordance with
the AFM, and
(b) The wing anti-icing in flight system is verified

to be operative - if the system is not operative,
see 30-11-1 part (1).
-11-2 Wing Anti-Icing Fault Indication The CAA-NL MMEL at revision MAR 28/03 is now
acceptable.
-11-3 Wing Anti-Icing Low Capacity The CAA-NL MMEL at revision MAR 28/03 is now
Indication acceptable.
-21-2 Engine Anti-Icing Fault Indication C 2 0 (M) Both may be inoperative provided the engine anti-
icing system, including remaining annunciators, is
operating normally.
Item
30 ICE AND RAIN

PROTECTION (Cont.)
-21-3 Engine Anti-Icing ON Indication C 2 1 (O) May be inoperative provided both engine anti-icing
systems are verified to be operative.
OR
- 2 - May be inoperative provided the associated engine

anti-icing system(s) is/are considered to be
inoperative, in accordance with Fokker MMEL item
30-21-1.
-31-1 Static Port Heating C 6 3 (M) One in each static system may be inoperative
provided:
(a) Aircraft is not operated in visible moisture or

forecast icing conditions, and
(b) The remaining static port heaters are verified

to be operative at least once each flight day.
Note: This system is required to be operative for

RVSM operations.
-32-1 Vane Heating C 2 1 One may be inoperative provided the aircraft is not
operated into known or forecast icing conditions.
-32-2 Vane 1, 2 Fault Lights C 2 0 (O) One or both may be inoperative provided vane
heat messages on the MFDS and related audio alerts
are operative.
-41-1 Windshield Heating C 2 1 One may be inoperative provided:
(a) A maximum of 300 kts IAS applies below

10,000ft,
(b) The flight is not operated into known or forecast

icing conditions,
(c) Sliding window heating is operative, and
(d) Flight Manual limitations are observed.

Item
30 ICE AND RAIN

PROTECTION (Cont.)
-42-1 Windshield Wipers C 2 0 One or both may be inoperative provided:
(a) The aircraft is not operated in precipitation

within the arrival and departure areas, and
(b) Approach minima do not require their use.
(1) High Speed Function C - 0 May be inoperative provided the associated low speed
function operates normally.
(2) Low Speed Function C - 0 May be inoperative provided the associated high
speed function operates normally.
-81-1 Ice Detection System C 1 0 May be inoperative for daylight operations.
C 1 0 May be inoperative for night operations provided an

adequate means is available to illuminate the wings
and detect ice formation.

SUPPLEMENT

Item
-31-1 Flight Data Recorder (FDR) - - - As required by Operating Requirements.
-41-2 PROX SW SYS INOP C - - (M) The faulty function causing this message must be
Message on MFDS identified by the established procedure before each flight.
(If Installed)
Refer to the appropriate MMEL item for despatch
conditions.
Note: The dedicated PSS function “MTP PSS IND”

or “MTP/CFDU IND” may be inoperative.
-51-2 Standby Annunciator Panel - 1 1 Must be operative.
-51-3 Alert Inhibition - 1 1 Must be operative.
-51-5 Standby Annunicator Panel (SAP) C 1 0 May be inoperative provided:

Manual Back-up Function
(a) Automatic Back-up switching is operative, and
(b) Both Flight Warning Computer Channels

(FWC) are operative.
-51-8 Master Warning Lights C 2 1 (O) One may be inoperative provided the associated
triple chime audio is operative.
-51-10 Master Caution Lights C 2 1 (O) One may be inoperative provided the associated
audio alerts operate normally.
Item
(Cont..)
-61-1 Multi-Function Display Units B 2 1 (M) One may be inoperative provided:

(MFDU)
(a) The operative Display Unit (DU) is displaying
Primary Engine Parameters.
(b) The Standby Engine Indicator (SEI) is operative

and switched on.
(c) The SAP test is performed and passed before every

flight:
- From MTP or CFDU according to the

established procedure, or
- Using the OHP ANN test switch with the SAP

in the back-up mode.
(d) At least one autopilot operates normally.
ADDITIONAL ITEM
-31-2 Quick Access Recorders (QAR) A - - May be inoperative subject to arrangements approved
by the Authority.
Note: Any alleviation and corresponding

rectification interval will be dependent on
the usage requirements of the QAR for
individual operators, and will be subject to
approval by the Authority.
Item
32 LANDING GEAR
-31-1 Landing Gear Selector Lock B 1 0 (O) May be inoperative in the locked position (down)
provided the over-ride mechanism is operating
normally.
-45-2 Anti-Skid Annunciator on Overhead C 1 0 (M) May be inoperative provided anti-skid system is
“Test” Panel verified by other means to operate normally.
-46-1 Alternate Brake Pressure Indicating B 1 0 May be inoperative provided hydraulic pressure system 1
System indication functions normally and repairs or
replacements are made within three calendar days.
-48-1 Automatic Braking System (ABS) C 1 0 (M) May be inoperative provided:

(If installed)
(a) Selector switch is selected “OFF” and
(b) Automatic Braking System is deactivated.
-61-1 Landing Gear Position Indicators - 3 3 Must be operative.

(Green)
-61-4 Main Landing Gear Downlock Switch A 4 3 (O) (M) One downlock switch may be inoperative in the
unlocked position provided:
(a) Landing gear position indicating lights are

serviceable,
(b) Associated downlock unit is verified to be

serviceable, and
(c) Repairs are made within 2 flight days.
Note: In case an L LG DOWNLOCK SW alert is

given, the GPWS is affected - refer to item 34-
43-1. In case an R LG DOWNLOCK SW
alert is given, the automatic
retraction function of the
speed brake is partly affected.
Item
32 LANDING GEAR (Cont.)
-61-5 Nose Landing Gear Downlock Switch A 2 1 (O) (M) One downlock switch may be inoperative in the
unlocked position provided:
(a) Landing gear position indicating lights are

serviceable,
(b) Associated downlock unit is verified to be

serviceable,
(c) If the failure is in the primary downlock switch,

flight is by day only, and
(d) Repairs are made within 2 flight days.
Note: Failure of the primary downlock switch

may affect operation of the landing / flare
lights.
ADDITIONAL ITEM
-40-1 Parking Brake - 1 1 Must be operative.

Item
33 LIGHTS
-10-1 Flight Compartment and Instrument C - 0 As required by Air Navigation legislation. May be
Lighting System inoperative for daylight operations.
C - - As required by Air Navigation Legislation. Individual

lights may be inoperative provided:
(a) Sufficient lighting is operative to make each

required instrument, control and other device
for which it is provided easily readable,
(b) Remaining lights are positioned so that direct

rays are shielded from the flight crew’s eyes,
(c) Sufficient flight deck emergency lighting is

operative, and
(d) Lighting configuration at despatch is acceptable

to the flight crew.
-20-1 Passenger Compartment Lighting C - - As required by Air Navigation Legislation. Individual

lights may be inoperative provided:
(a) Lighting is adequate for the cabin crew to

perform their required duties, and
(b) Cabin emergency lighting is verified operative.
C - - The passenger compartment lighting system may be

inoperative provided passengers are not carried.
Note: Cabin emergency lighting does not include

floor proximity lights.
-24-1 Passenger Notice System C - - (M)(O) As required by Air Navigation Legislation.

No
(NO SMOKING/FASTEN SEAT No passenger seat, cabin attendant seat or lavatory
BELT/RETURN TO CABIN) may be occupied from which a "No Smoking/Fasten
Seat Belt/Return to Cabin" sign is not readily legible
or that seat or lavatory must be blocked and
placarded - "DO NOT OCCUPY".
(Cont..)
Item
33 LIGHTS (Cont.)
-24-1 Passenger Notice System C - - (O) No Smoking/Fasten Seat Belt/Return to Cabin

(NO SMOKING/FASTEN SEAT signs may be inoperative and the affected passenger
BELT/RETURN TO CABIN) (cont.) seat(s), cabin attendant seat(s) or lavatories may be
occupied provided:
(a) The PA system operates normally and can be

clearly heard throughout the cabin during
flight, and
(b) An acceptable procedure is used to notify

passengers when seat belts must be fastened,
smoking is prohibited and (if applicable) when
passengers should return to cabin from toilet
compartments.
C - - (O) No Smoking/Fasten Seat Belt/Return to Cabin

signs may be inoperative provided passengers are
not carried.
-41-1 Navigation Lights C - 3 As required by Air Navigation Legislation. Any

except the following minimum may be inoperative for
night operations.
(a) One steady red wing tip bulb.
(b) One steady green wing tip bulb.
(c) One steady white tail bulb.
C 6 0 Any or all may be inoperative for day operations.
-42-1 Anti-Collision Lights C 2 1 (O) Any in excess of one may be inoperative

provided:
(a) A high intensity strobe light system is

installed and operative, and
(b) The light(s) is(are) repaired at the earliest

practicable opportunity.
C 2 0 (O) All may be inoperative for daylight operations

provided the light(s) is(are) repaired at the earliest
practicable opportunity.
Note: If the red anti-collision light is inoperative,

alternative procedures must be developed
and used when the aircraft is on the
ground with the engine(s) running.
Item

Item
33 LIGHTS (Cont.)
-47-1 Strobe Lights (If installed) C - 0 May be inoperative.
-51-1 Standby Lighting C 1 0 May be inoperative for daylight operations.
-52-1 Emergency Lighting (Interior) B 1 0 May be inoperative for daylight operations provided
the Floor Proximity Emergency Escape Path Marking
System is fully operating.
B 1 1 Two lamps or EXIT signs may be inoperative. If an

EXIT sign in the cabin entrance area is inoperative, the
adjacent Floor Proximity Escape EXIT sign / marker
must be operative.
-52-2 Floor Proximity Emergency Escape A 1 1 As required by Air Navigation Legislation. Specific
Path Marking System lights may be inoperative for a particular lighting
configuration.
If the equipment becomes unserviceable the aircraft

may continue to fly in accordance with arrangements
approved by the authority.
-52-4 Emergency Lights NOT ARMED C 1 0 May be inoperative provided indication on MFDS is
Indication operative.

SUPPLEMENT

Item
34 NAVIGATION
-11-1 Static Ports A 6 - (O) (M) One or more on one side of the aircraft may be
(a) All ports on affected side are capped,
(b) The crosswind component for take-off and landing

is restricted to 15 knots,
(c) Performance correction for take-off and landing is

applied,
(d) Do not engage the autopilot in take-off below

500 ft, and
(e) Repairs or replacements are made within three

calendar days.
-12-1 Air Data Computer (ADC) Source C 2 0 May be inoperative provided both ADCs are selected to
Selections the operative Primary Flight Displays (PFDs).
Note: Independent altitude information and

altitude alerts are required to be available
and operative for RVSM operations.
-12-2 Air Data Computer FAULT Lights C 2 0 Both may be inoperative provided all EFIS Display
units are operative.
-13-1 Standby Altimeter B - 1 One must be operative.
-13-2 Metric Altimeter D - 0 May be inoperative provided:

(If installed)
(a) Alternate procedures are established and used.
OR
(b) Procedures do not require its use.
-13-3 Standby ASI B - 1 One must be operative.
-24-1 Standby Magnetic Compass B 1 0 May be inoperative.

Item

Item
34 NAVIGATION (Cont.)
-26-6 ADF 1 / 2 Selectors (If installed) - - - As required by Air Navigation Legislation.
-41-1 Weather Radar System A 1 - (O) As required by Air Navigation Legislation. One
display required when flying for the purposes of
public transport except that a flight may commence if
the system is unserviceable such that:
(a) The weather radar display is provided to only

one pilot, so long as the aircraft is flying only to
the place at which it first becomes reasonably
practicable for the set to be repaired; or
(b) When the weather report or forecasts available

to the commander of the aircraft indicate that
cumulonimbus clouds or other potentially
hazardous weather conditions, which can be
detected by the system when in working order,
are unlikely to be encountered on the intended
route or any planned diversion therefrom or the
commander has satisfied himself that any such
weather conditions will be encountered in
daylight and can be seen and avoided, and the
aircraft is in either case operated throughout
the flight in accordance with any relevant
instructions given in the operations manual.
-42-1 Radio Altimeters B - 1 (O) One must be operative.
Note 1: STAB TRIM will be affected.
Note 2: If RA1 is inoperative, GPWS and FDR will be

affected - refer to items 34-43-1 and 31-31-1.
Note 3: Landing weather minima will be affected.
Note 4: If the loss of the radio altimeter prohibits

normal operation of the ACAS, the
dispatch deviation and rectification interval
for an inoperative ACAS must be
observed – refer to item 34-46-1.
-43-1 GPWS / TAWS The CAA-NL MMEL at revision MAR 28/03 is now
acceptable.
Item
-46-1 Airborne Alert and Collision

Avoidance System II (ACAS II)
(If installed)
(1) ACAS II System A - 0 (O) (M) May be inoperative provided the system is
deactivated and secured, and:
(a) It is not reasonably practicable for repairs or

replacements to be made before the
commencement of flight, and
(b) Repairs or replacements must be carried out

within 10 calendar days.
(2) Combined Traffic Alert (TA) C 2 1 (O) May be inoperative on the non-flying pilot side
and Resolution Advisory (RA) provided TA and RA elements and audio functions
Dual Display (If installed) are operative on flying pilot side.
(3) Resolution Advisory (RA) C 2 1 (O) One may be inoperative on the non-flying pilot
Display System(s) side.
C - 0 (O) May be inoperative provided:
(a) All Traffic Alert (TA) display elements and

voice command audio functions are operative,
and
(b) TA only mode is selected by the crew.
(4) Traffic Alert (TA) Display C - 0 (O) May be inoperative provided all installed RA
System(s) display and audio functions are operative.
-51-2 VOR/DME Control Panels - 2 - As required by Air Navigation Legislation.
-51-3 RMIs (Dual Distance) Refer to items 34-52-1 and 34-53-1.
-53-2 ADF Indication on RMI - - - As required by Air Navigation Legislation.

(If Installed)
-54-1 ATC Transponder - - - As required by Air Navigation Legislation.
Note: One system is required to be operative for

RVSM operations.
Item
-59-1 Global Positioning System (GPS) C 1 0 May be inoperative provided procedures do not
(If installed) require its use.
-61-1 FMS C 2 0 (O) Both may be inoperative.
Note: Windshear system will be affected when both

FMCs are inoperative (refer to 34-16-1).
Note: A STALL CMPTR alert may be displayed due to

FMS failure.
(1) Navigation Database A - - (O) May be out of currency provided:

(If installed)
(a) Current aeronautical information is used to
verify Navigation Fixes prior to dispatch,
(b) Procedures are established to verify status and

suitability of Navigation Facilities used to define
route of flight, and
(c) The navigation database is updated to the

current standard within 10 calendar days.
Item
35 OXYGEN
-11-1 Crew Oxygen System D 3 2 As required by Air Navigation Legislation. Must be

operative for pilot and co-pilot. Oxygen system for
observer seat may be inoperative provided seat is not
occupied.
-21-1 Passenger Oxygen System C 1 0 (M) or (O) As required by Air Navigation Legislation.
The automatic presentation system may be inoperative
provided:
(a) The manual deployment system operates normally,

and
(b) The flight is limited to FL300 or below.
B 1 0 (M) As required by Air Navigation Legislation.
May be inoperative provided:
(a) Flight is not conducted where the minimum en

route altitude is above 12,000 ft AMSL,
(b) Both air conditioning packs operate normally,
(c) All other components of the pressurisation

system operate normally,
(d) Maximum flight altitude does not exceed

FL250,
(e) Portable oxygen units are provided for 10% of

the passengers, and
(f) Passengers are appropriately briefed.
NOTE: The ANO oxygen requirements are given in

Schedule 4 Scales L1 and L2. The
effectivity depends upon date of first issue
of a certificate of airworthiness. Therefore,
a given type of aircraft may have examples
subject to either of the two scales of
requirements.
The amount of oxygen required varies

considerably between L1 and L2,
particularly for operations above
FL250/300. Provided the operator supplies
Item
the required amount of oxygen, despatch is

considered acceptable.
(Cont…)
Item
35 OXYGEN (Cont.)
-21-1 Passenger Oxygen System (Cont.) Since there are a large number of permutations, it is
proposed to refer to Air Navigation Legislation to
allow the operator to adapt the MEL as necessary
within the constraints applicable. The main
constraints are:-
(a) The date of first issue of a certificate of

Airworthiness for individual aircraft,
(b) The aircraft altitude and cabin altitude on

routes flown, and
(c) The numbers of passengers and crew carried.
-21-2 PAX OXYGEN “SYS ACTV” - 1 1 Must be operative.

Indication
-21-3 Passenger Oxygen Drop-out Panels C - - (M) As required by Air Navigation Legislation. One or
in Cabin more panels many be inoperative without altitude
restriction:
(a) Affected seats are blocked and placarded to

prevent occupancy, and
(b) Units operate normally for all usable passenger

seats, lavatory and flight attendant locations.
-21-4 Passenger Oxygen Drop-out Panel C - 0 (O) May be inoperative provided affected toilet
in Lavatory compartment is locked and placarded to prevent
occupancy.
-30-1 Portable Oxygen D - - As required by Air Navigation Legislation. Any in

excess of those required by legislation may be
inoperative.
Note: The portable oxygen supplies required by

ANO Schedule 4, Scales L1 and L2 are
totally separate from the requirements of
Scale R2.
Item
52 DOORS
-11-1 Airstair Passenger Door Safety-Pin A 1 0 (O) (M) May be inoperative provided:
System (If installed)
(a) The passenger door can be opened and closed
undisturbed,
(b) The door is visually checked to be locked and

closed,
(c) The door lock warning system is operative,
(d) The PAX DOOR message on the MFDS is

checked to be operative, and
(e) Repairs or replacements are carried out within

three calendar days.
Note: If the passenger door can not be opened and

closed undisturbed, the safety-pin system must
be disengaged.
-30-1 Small Cargo Door Pull-Up C 1 0 (M) May be inoperative provided small cargo door pull-
Mechanism up mechanism is removed.
Note 1: A placard must be installed externally which

informs the cargo loading personnel to be
aware of the inoperative cargo door pull-up
mechanism.
Note 2: Cargo door must be opened and closed with due

care.
-51-1 Reinforced Flight Deck Door - - - As required by Operating Requirements.
-71-1 Door Lock Warning System B 1 1 (O) The system must be operative. Individual door
position switches may be inoperative provided the door(s)
or access hatch(es) identified on the MFDS is (are)
checked by visual inspection to be closed and locked
immediately prior to each departure.
Note: For aircraft with an airstair passenger door

and post SBF100-0520069, failure of on the of
the passenger door switches may result in one
of the lights of the door indication system to
be inoperative.
-71-2 Airstair Passenger Door Indication C 2 0 (O) One or both lights may be inoperative provided the
Lights (for aircraft with airstair passenger door is checked by visual inspection to be
passenger door in post SBF100-52-069 closed and locked immediately prior to each
departure.
configuration)
Item

Item
52 DOORS (Cont.)
-00-1 Emergency Exits (Including A - - (M)(O) As required by Air Navigation Legislation,

one
Passenger Entry Doors, Galley exit may be inoperative provided:
Service Doors and Overwing Exits)
(a) The exit is secured closed prior to passengers
boarding and is not used for any purpose whilst
passengers are on board,
(b) All other exits and escape slides are fully

operative,
(c) The number of passengers carried and the

position of the seats which they occupy is in
accordance with arrangements approved by the
authority in relation to the particular aircraft,
(d) All the emergency exit and/or exit markings

signs and lights associated with the affected
door must be obscured,
(e) The exit is marked by a red disc at least 23

centimetres in diameter with a horizontal white
bar across it bearing the words "NO EXIT" in
red letters,
(f) Passengers are not seated near the

unserviceable exit - subject to centre of gravity
limitations,
(g) The pre-take-off briefing to passengers must

accurately represent the current state and
condition of the aircraft’s escape facilities. An
oral briefing by cabin staff, or a briefing using
automatic audio/visual means, or a briefing by
reference to a briefing card, must be
immediately qualified by an oral announcement
to draw the attention of passengers to the fact
that a particular exist is inoperative and
displays a red "NO EXIT" disc,
(h) Where the evacuation drill calls for cabin crew

to be seated by the inoperative exit, they are
briefed to direct passengers to a serviceable
exits,
(cont.)
Item
52 DOORS (Cont.)
-00-1 Emergency Exits (Including (i) It is not reasonably practicable to repair the
Passenger Entry Doors, Galley inoperative exit before the commencement of
Service Doors and Overwing Exits) flight,
(cont.)
(j) The aircraft may continue the flight or series of
flights but shall not depart an airport where
repairs or replacements can be made,
(k) Not more than 72 hours have elapsed since the

exit became inoperative, and
(l) The aircraft does not exceed 5 further flights

with the exit inoperative.

SUPPLEMENT

Item
53 FUSELAGE
ADDITIONAL ITEM
-30-1 Fuselage adjacent to Main Static - - - (M) For RVSM operations, fuselage damage must be
Vents / Pitot-Static Vents within approved limits.

SUPPLEMENT

Item
56 WINDOWS
-11-1 Windshields
(1) Inner glass pane C - - One inner glass pane may be cracked provided:
(a) Vision is not unacceptably impaired,
(b) Centre glass pane is intact, and
(c) Outer glass pane is intact.
(2) Outer glass pane A - - One outer glass pane may be cracked provided:
(a) Vision is not unacceptably impaired,
(b) Centre glass pane is intact,
(c) Inner glass pane is intact,
(d) Affected window heating is selected off,
(e) Below 10,000ft the airspeed is limited to 300kt,
(f) Flight is not conducted into known or forecast

icing conditions,
(g) If cracks affect windshield wiper, adopt

conditions associated with an inoperative
windshield wiper - item 30-42-1, and
(h) Replacement is carried out within one flight

day.
(3) Delamination D - - Delamination is acceptable provided vision is not

unacceptably impaired.
C - - If window heating is inoperative the following applies:
(a) Below 10,000ft the airspeed is limited to 300kt,

and
(b) Flight is not conducted into known or forecast

icing conditions.

SUPPLEMENT

Item
73 ENGINE FUEL AND

CONTROLS
-34-1 Fuel Low Pressure Switch C 2 1 One may be inoperative provided:
(a) Both fuel pumps on affected side are operative and

switched ON,
(b) Associated fault indications are operative, and
(c) Fuel filter differential pressure alerting system of

the affected engine is operative.

SUPPLEMENT

Item
74 IGNITION
-00-1 Ignition Systems C 4 3 (O) System 1 may be inoperative for one engine only
provided:
(a) APU is ON,
(b) APU generator is ON,
(c) Flight altitude is limited to 25,000 ft if GTCP36-

150R APU is installed, and
(d) Engine anti-ice system on the associated engine

operates normally.
C 4 2 (O) System 2 may be inoperative on one or both engines

provided the engine anti-ice system on the associated
engine(s) operates normally.
C 4 2 (O) System 1 and system 2 may be inoperative provided

they are not on the same engine, and
(a) APU is ON,
(b) APU generator is ON, and
(c) Flight altitude is limited to 25,000 ft if GTCP 36-

150R APU is installed, and
(d) Engine anti-ice system on the associated engine

operates normally.
-10-1 Ignition AUTO mode The CAA-NL MMEL at revision MAR 28/03 is
(with continuous ignition in now acceptable.
take-off and reverse mode)
-10-2 Ignition NORMAL mode The CAA-NL MMEL at revision MAR 28/03 is
now acceptable.

SUPPLEMENT

Item
77 ENGINE INDICATING
-42-1 Fuel Flow and Fuel Used Indication C 2 1 (O) One may be inoperative provided:
(a) Associated fuel quantity indicating system is

operating normally, and
(b) Associated N1, N2, EPR and TGT indicators

operate normally.
-43-1 N2 Indication and Alerting System C 2 1 (O) (M) One may be inoperative provided:
(a) N1, EPR and TGT indications of both engines

operate normally, and
(b) An alternate starting procedure is developed.
-44-1 Engine Pressure Ratio Indicating B 2 1 (O) One EPR indication on the MFDS may be
System inoperative provided:
(a) N1, N2 and TGT indications on both engines are

operating normally, and
(b) the corresponding EPR indication is available

and monitored on the Standby Engine
Indicator.
-45-1 TGT Indication and Alerting System C 2 1 (O) One TGT indication on the MFDS may be
inoperative provided the corresponding TGT
indication is available and monitored on the Standby
Engine Indicator.

SUPPLEMENT

Item
78 EXHAUST
-30-1 Thrust Reversers C 2 0 (M) (O) One or both may be inoperative provided:
(a) Inoperative reversers are verified to be secured

in the stowed (forward thrust) position, and
(b) Operations are conducted from dry runways

only, unless the Flight Manual specifically
permits operations from wet / contaminated /
very slippery runways with thrust reversers
inoperative, and
(c) Performance corrections are applied in

accordance with the Flight Manual.
-33-1 Thrust Reverser Indication and The CAA-NL MMEL at revision MAR 28/03 is
Alerting System now acceptable.

SUPPLEMENT

Supplement To Fokker / Caa-Nl Approved Master Minimum Equipment List FOR Fokker 100 / Fokker 70

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FOKKER 100 / FOKKER 70

Civil Aviation Authority

Attention: Programmes Department

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INTENTIONALLY LEFT BLANK

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REVISION NO. ISSUE DATE INCORPORATED BY DATE

Original 6 March 2000

Revision 1 1 December 2000

Revision 2 1 March 2001

Revision 3 12 March 2004

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LIST OF EFFECTIVE PAGES

Page Revision Date

(i) Approval Sheet Revision 3 12 March 2004

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S33-3 Revision 3 12 March 2004

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LIST OF EFFECTIVE PAGES (Cont..)

Page Revision Date

S34-1 Revision 3 12 March 2004

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Guidance For Use Of This Supplement

NOTE 1 : Some items are complete replacement entries whilst others

a) additional or altered text introduced since the previous

b) highlighted parts of the CAA MMEL entry which differ

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NOTES AND DEFINITIONS

3. "Rectification Intervals" (Column 2) : Inoperative items or components, deferred in accordance with

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NOTES AND DEFINITIONS (Cont...)

9. "Inoperative": A system or item of equipment is deemed inoperative if it malfunctions such that it

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NOTES AND DEFINITIONS (Cont...)

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NOTES AND DEFINITIONS (Cont...)

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NOTES AND DEFINITIONS (Cont...)

(b) CAA MMEL Policy as at 12 March 2004.

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(e) JAR-MMEL/MEL dated 1 May 2000.

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ATA 21 AIR CONDITIONING

-71-1 Cockpit Voice Recorder TR-G4 incorporated.

ATA 24 ELECTRICAL POWER